waukesha cfr engine

The Waukesha CFRFuel ResearchEngine

An InternationalHistoric MechanicalEngineering Landmark

The CFR Engine:A Standard of ExcellenceFor Half a Century At left is the

first CFR engine,completed in 1929.

In the 1920’s the Co-operative FuelResearch (CFR) Committee was formedto respond to the need for refiners andengine builders to develop a means ofmeasuring and defining gasoline combus-tion characteristics. The Committeeconsisted of a far-sighted group of fuelproducers and engine manufacturers.In 1928 the committee had reachedthe decision that a standardized single-cylinder test engine was needed as a firststep in developing a gasoline knock-testmethod. In early December, 1928, the CFR Committeeaccepted the basic Waukesha Motor Company design, anddetail drawings proceeded at once.

The first engine was designed, built, tested, and deliveredto Detroit in under 45 days. It was put on display on January14, 1929 at the Society of Automotive Engineer’s Annualmeeting.

The engine improved the ability of the automotiveand petroleum industries to tailor their products toperform better together, because it provided arecognized standard for defining fuel quality. Itundoubtedly led to rapid evolution of both fuelsand engines. These CFR engines are still sold todayfor basic research in such new areas as exhaustemissions and alternate fuels suitability.

the current CFRunits, a motormodel withwater-cooledcarburetorbowls.

This is one of

This cetanerating unit atleft is one ofthe first pro-duction dieselunits. Circa1936.

The supercharged version of theCFR engine shown above wasused for rating aviation gaso-line. Developed during WorldWar II, this engine helped inthe production of the Allies'superior aviation fuel, which

was a decisive factor inwinning the war.

ASME RecognitionThe Waukesha CFR (Cooperative Fuel Research)

engine is recognized by the American Society ofMechanical Engineers as the forty-ninth in their seriesof historic mechanical engineering landmarks. Becauseof the international interest in the original CFR Com-mittee which determined the need for this engine'sdevelopment, and the engine's international usagesince the very beginning, it is also the recipient of thefirst international landmark recognition by the ASMENational History and Heritage Committee.

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The CFR engine has been refined through theyears since the first one was completed in 1929, butthe basic design principles and combustion chambercharacteristics remain today as they were in thebeginning. Almost 5000 of these engines have beenproduced and sold world-wide since the first wasmade, with annual production around 85 engines peryear. It is the longest continually produced model inthe history of the company, and will undoubtedlyremain in the line for years to come.

TheLandmarkEngine

The engine receiving this recog-nition is the very first prototypemodel which was built starting withthe CFR Committee's approval ofthe design in early December, 1928.Detailed drawings were made, pat-terns and castings produced andmachined and the engine completedin under 45 days to be shown at theJanuary 14, 1929, annual meetingof the Society of AutomotiveEngineers in Detroit.

Howard M. Wiles, a formerWaukesha research and developmentmanager who was responsible formuch of the machining and assemblyof the first engine, obtained that engineafter the refined design was in steadyproduction. He preserved it at hishome until the late 1960’s when hewas about to retire. The engine thencame back to the factory with theunderstanding that it would be re-stored and preserved for its historicalvalue. The existence of this landmarkengine today is due to the vision ofWiles in saving the engine in the earlydays before it was recognized whatworldwide influence the CFR enginewould have on the development ofthe petroleum refining and automo-tive industries.

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Honor Points UpWaukesha’s Tradition ofEngineering Excellence

C. E. Lee, PresidentWaukesha Engine DivisionDresser Industries, Inc.

Waukesha Engine Division isproud of the American Society ofMechanical Engineers’ designationof the CFR engine as the first inter-national historic mechanical engi-neering landmark.

This honor points up our 75-year tradition of engineering innova-tion to meet the needs of theindustries we serve.

Ever since the firm was foundedin 1906 in a two story lannon stonegarage on North Street in Waukesha,the company has strived to providesomething better than what has gonebefore.

The first product was an Ottocycle internal combustion enginethat was placed into marine serviceaboard a boat on a nearby lake.

Later, Waukesha introduced itsinternal combustion engines to theconstruction industry and the oilfields to replace steam power.

During World War I, Waukeshaproduced the first standard gasolinetruck engines for military vehicles.In the 1920’s it pioneered the L-head gasoline engine with theRicardo type anti-knock combus-tion chamber, a technologicaldevelopment which revolutionizedengine design and changed the wholetrend of engine manufacturing inthis country.

In the thirties, the companyspearheaded wedge type non-stickingpiston rings. During World War II,Waukesha did its part by meeting avariety of prime mover demands todefeat the enemy.

Its post-war diesel engines, withpatented spherical combustionchambers, exclusive among Ameri-can manufacturers, set a new stan-dard for smoothness, power andefficiency.

And so the list goes on.

Today, the company is applyingits reservoir of engineering expertiseto the two-fold challenges of engineefficiency and emissions control.

At Waukesha, we never stop tryingto convert problems of the timesinto opportunities to better serveour customers.

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The Companyand the CFR Engine

By Ivan BaxterCFR Engine Program ManagerWaukesha Engine DivisionDresser Industries, Inc.

The Waukesha Motor Company (which later became theWaukesha Engine Division of Dresser Industries, Inc.) wasformed in 1906 by Harry L. Horning, Fred Ahrens, and AllanStebbins for the purpose of building a more reliable gasolineengine than was then available to local marine engine users.Their first engine cost $12,000 to produce and was sold for$500 to power a boat on nearby Pewaukee Lake. The reputa-tion of this first model A engine spread and more orders camein. The four-cylinder model A was built for eight years, withimprovements to enclose the gears and valve springs to make ita suitable tractor and truck engine.

By 1909, the factory was being enlarged, with furtherexpansion in 1913. The company was powering many farmtractors, cars and trucks by the time World War I started.H.L. Horning was named chairman of the engine designcommittee for the Army’s Class B military truck. The firstof these engines was produced and shipped to PresidentWilson’s attention in Washington in just eleven days after thespecifications reached Waukesha.

Mr. Harry L. Horning was President of Waukesha MotorCompany from shortly after its formation in 1906 until hisdeath in 1936 and was an engineer of vast ability and inspira-tion. He hired Arthur W. Pope, Jr., as Chief Research Engineerin 1924. These two men were instrumental members of theCooperative Fuel Research (CFR) Committee which wasformed to respond to the need of refiners and engine buildersto develop a means of measuring and defining gasoline combus-tion characteristics. In 1928 the committee had reached thedecision that a standardized single cylinder test engine wasneeded as a first step in developing a gasoline knock-testmethod. In early December, 1928, the decision was made toproceed with a design, and the Fuel Research Engine wasdesigned and built in 45 days to be ready for the January, 1929SAE meeting! It is this engine which we have preserved atWaukesha today.

The people deeply involved at the beginning of theproject were Arthur W. Pope, Chief Research Engineer, JamesB. Fisher, Chief Engineer, and Howard M. Wiles in the

This group photo, circa 1931, shows various coop- Top row from left are: J. M. Campbell, General

erative fuel research committee members with the Motors Corp.; S. P. Marley, U. of Pittsburgh;early CFR. First row from left are: A. W. Pope, Jr., W. G. Ainsly, Sinclair Refining Co.; W. M. Holaday,J. B. Fisher, and J. E. Delong, all of Waukesha Standard Oil of Indiana; H. W. Best, Yale U.;Motor Co.; K. T. Winslow, affiliation unknown; K. L. Hollister, The Texas Co.; H. K. Cummins,J. R. Sabina, Atlantic Refining Co.; C. B. Veal, National Bureau of Standards; T. C. Schulze andsecretary. CFR Steering Committee; N. R. White, E. R. Rutenber, both of Waukesha Motor Co.affiliation unknown; L. A. Hunt, Ethyl GasolineCo.; G. A. Hope, Socony Vacuum Co.; and A. C.Rodgers, National Bureau of Standards.

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Experimental Laboratory. Wiles made many of the parts forthe engine on a little old bench lathe in the experimental lab,including the crankshaft. This was made in five pieces (frontend, rear end, two crank cheeks, and crankpin) from bar stockbecause there was no time to get forging dies made on suchshort schedule. The production run of engines had a forgednitralloy shaft after this initial engine was approved for pro-duction.

Wiles had participated in an undergraduate thesis projectat Iowa State University involving the design and constructionof a variable compression single cylinder engine, and he cameto Waukesha after graduation with this experience and histhesis in hand and was hired in 1928. The basic design there-fore probably represents an amalgamation of the ideas ofHorning, Pope, and Wiles, with actual construction ofnumerous parts in very long days and nights by Pope andWiles and assembly by them in the laboratory.

This engine gave the engine and fuel industries the firstuniversally accepted standard test engine which could beproduced in sufficient quantity to meet industry needs. Therewere other knock test engines in the running, but each of thesehad drawbacks which prevented universal acceptance, so thatby the early 1930's most of these had gone out of use in favorof the new Waukesha CFR engine. The initial plan was thatWaukesha would build 75 of these engines to satisfy theentire needs of the industry. This was changed before produc-tion began, and we have been building them ever since, andexpect to produce the 5000th engine within the next twoyears. The engine is used world-wide and a fairly close metriccopy has been produced in Russia since their trade was cut offafter the lend-lease days of World War II when they obtaineda number of our engines as allies.

This design has survived and flourished through two up-gradings of the crankcase to the present time without anychange in combustion chamber shape, valve gear arrangement,or variable compression arrangement, so that a rating made onthe earliest engine will still match the octane rating made ontoday's engine fifty years later. A number of the very first onehundred engines are still in use and well-maintained.

The means for quickly and accurately varying the com-pression ratio without affecting valve clearances or basic com-bustion chamber configuration was probably what caused thisdesign to prevail over all other rivals. Moving the entire cylinderup and down with respect to the piston was far better thanchanging shims, moving a plug in the combustion chamber, orrunning with fixed compression as was done with some of theaforementioned other engines.

The improved ability of the automotive and petroleumrefining industries to tailor their products to perform bettertogether because of a recognized standard for defining fuelquality undoubtedly led to rapid evolution of both fuels andengines. This would have been more difficult without theoctane scale and the better understanding of fuel/enginerelationships which use of this engine in both industries pro-moted. The engines are still sold today for basic research insuch new areas as exhaust emissions and alternate fuels suit-

ability, contributing to tomorrow's problem solutions. Theseengines were produced on a three-shifts-per-day basis duringWorld War II, making principally the supercharged aviationgasoline test unit which helped in the development of 100octane and eventually 115/145 grade fuel which gave theallied air forces an edge over the axis nations which did nothave such fuel at the time, thus contributing to the fall of thetotalitarian powers.

Waukesha manufactured the original design from 1930 to1948 as the low-speed crankcase design. The high-speed crank-case was made from 1936 to 1953, and the 1948 crankcasedesign from 1952 to the present time.

The company has developed many accessories and modifica-tions for this engine to apply it to special uses other thanknock testing and it appears to have a solid future ahead as long as piston engines are still in use.

Arthur W. Pope, Jr., with one of the first CFR productionengines. Circa 1930.

This is the first CFR dynomometer unit built for the U.S.Army. Circa 1931. This unit permitted testing of fuels at varioushorsepowers.

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Currently, the Waukesha CFR engineis offered in five basic packages accordingto the method of testing involved. Theseinclude:

1 .

2 .

3 .

4 .

5 .

The motor method for rating fuels

under severe engine conditions.

The research method for rating

fuels under mild conditions.

The motor (LP) method, which hasspecification details similar to themotor unit with the addition ofspecial equipment for rating liquifiedpetroleum (LP) gases.

The diesel cetane method forindicating a diesel fuel's ignitiondelay (Long ignition delay, or lowcetane number, generally causesengine roughness or tendency toirregular firing at light loads).

The supercharge method for ratingaviation fuels under conditionssimulating maximum power with ahigh fuel/air ratio.

Above, G. A. Hope, left, of Socony

Vacuum Oil Co., and A. C. Rodgers,of the National Bureau of Standards,operate a CFR unit during the early

1930’s in a CFR Committeeevaluation program.

At right, this group is engaged in acooperative test program at Waukesha

in the early 1930’s. They are validatinga test procedure on the new CFR units.

During the 1950's, the U.S. Army 983rdQuartermaster Reserve Petroleum Unit

trained in the Waukesha engineeringlaboratory two nights per month on CFR

engines. Carl Borgstrom, right, CFRassembly supervisor at Waukesha, was the

lieutenant in charge.

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The First Brochure "CFR"FUEL TESTING ENGINE

On these pages, the first brochure of the fuel re-search engine has been reproduced. Note that it wasoffered in both a variable-compression overhead valveversion and a fixed-compression ratio side valve ver-sion in the beginning. The side valve version was dis-continued many years ago as less usable for octanerating work. SINGLE-CYLINDER

.... LABORATORY ENGINES.FOR FUEL KNOCK TESTING ANDOTHER LABORATORY PURPOSES

"CFR" [?]

WAUKESHA MOTOR COMPANYWAUKESHA. . . . . . . . . WISCONSINEastarn Sales Offices Eight W. 40th Street, New York City

ENGINE BULLETIN No. [850]

Figure 2—Rear view ofcomplete testing Unit withBelt-Guard Removed toShow Water Pump, Induc-tion Motor and GeneratorDrivers, Enclosed MagneticStarting Switch, and flex-ible Exhaust Pipe withVariable Compression In-tegral Head Engine.

FUEL RESEARCH ENGINEThe joint committee of the AmericanA Universal Petroleum Institute and Society of

Yardstick Automotive Engineers, in studyingthe question of universal fuel tests,

found that a standard engine for measuring fuel operatingcharacteristics, and built to certain uniform specificationswas a basic need. The fuel research engine, herein de-scribed, is the result of the joint efforts of these twoengineering societies, and follows the recommendations oftheir Sub-Committee on Detonation. It is built to accom-modate two cylinder assemblies; one for fixed compression,and one for variable compression, both interchangeable onthe same crankcase.

The fixed compression combinationFixed (figure 3) is a simple single cylinder

Compression all head engine with three standardheads for compression ratios of 5:1,

Engine 6:1, and 7:1. For fuel refiners, thisis the simplest design for the routine

tests required for production control. In this form, it isalso an ideal type for any laboratory study of combustionchamber shapes, as the experimentor needs only to casta new head of whatever design is required—a relativelyinexpensive procedure.

For testing with variable compressionVariable ratios, changing cylinder assemblies

Compression converts the engine to an overheadvalve type (figure 4). A hand crank

Engine which engages through a worm andscrew, raises or lowers the cylinder,

and a micrometer insures precise settings for any com-pression ration between 3:1 and 30:1. In making compres-sion ratio changes, a compensating mechanism permits theraisking or lowering of the cylinder with respect to thepiston without changing any of the valve adjustments, anda linkage between the cylinder and the spark advancelever automatically gives the correct spark position forall compression ratios. Thus, the engine need not be

stopped while making compression changes. A gas-tightflexible exhaust connection accommodates itself to variouscylinder positions. Two types of cylinders are availablefor the variable compression engines; one type is madewith an integral cylinder head, the other with separatelycast head. Either construction is optional with the pur-chaser. The variable compression cylinder with integralhead is piloted by guides at each end which preventcylinder rocking during adjustment of the compressionratio. Four springs, equally spaced around the outside ofthe cylinder, climinate allvertical back lash.

Long The engine isbuilt with great

Life sturdiness to in-sure long life and

to withstand the strain ofcontinuous detonationtests. The crankcase is ofcast iron with front andrear walls one inch thick.The counter-balancedcrankshaft is carried inlarge closely-spaced,sleeve-type bearings ofdouble the normal dimen-sions for an engine of thissize. Full pressure lubri-cation reaches the mainbearings, the crankpin,piston pin, the camshaft,the timing gears and byspray, the piston and cyl-inder. the cast-iron pis-ton is equipped with five Figure 3—Fixed Compressionrings, and is unusually Engine showing Battery lgni-long, and of heavy section System, Steam Coolingtion. With such a long Condenser, and Water Pump.

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piston skirt, and the long connecting rod, wear is reduced to a minimum.

Steam The engine is equipped with a steam cooling system and a built-in condenser which maintains a uniform water jacket temperature

Cooled of about 208° F. A. belt driven water pump insure positivecirculation. To vary the temperature, solutions of alcohol may

be used for cooler-runing, while higher temperatures can be secured byusing ethylene-glycol solutions.

Other Engine A neon tube spark position indicator, standard battery,

Featuresinterrupter and coil for ignition, a combination oil filler,.sight-gauge, and drain, a three-beat electric element tobring the crankcase oil up to working temperature

quickly, cylinder indicator openings, a crankshaft extension for indicatordrive mechanisms and a set of spare parts and wrenches are the standardaccessories with which each engine is equipped. A carburetor and magnetoignition are available at extra cost.

CFR Carburetor A carburetor has been developed by the Committee,with the U. S. Bureau of Standards cooperating,

which meets the special requirements of fuel testing. It is of the air-bled fueljet type with a fixed fuel jet, and adjustable air bleed. A very small fueljet is required, and experience has shown that adjusting the air bleed insteadof the fuel jet for various mixture ratios is a more dependable and accuratemethod where such small fuel jets are used. It can be had with either two orfour float bowls connected by quick acting valves for rapid shifting from onefuel sample to another.

Figure 5 — End Section ofVariable Compression Engine

Performance T h e e n g i n e s t r o k e i s 3 ¼ × 4 ½ ,and its performance under fuel testing con-

Characteristics ditions is shown in the curve (figure 7).The most convenient speed for fuel testing

is 600 rpm, although the engine will operate satisfactorily athigh speeds. To secure normal power at higher speeds, a specialcamshaft and a light weight piston are needed, and can besupplied.

A Complete A complete fuel testing unit embodying therecommendations of the Cooperative Fuel

Testing Unit Research Committee is shown on the cover(figure 1). Mounted on a substantial cast-

iron base is a fully equipped variable compression engine, com-plete with carburetor, magneto and all other accessories. It isbelted to a special induction motor which has the constant speedcharacteristic of a synchronous motor, and which is mountedon a sliding base for belt adjustment. Above this is mounted asmall belt driven direct current generator which serves thebouncing pin and the ignition circuits when a breaker and coilis used instead of a magneto. On the same base a frame towhich is bolted an “Ebonite” panel which carries the switches,meters and gas evolution burette and engine oil pressure gauge,Below this control panel and mounted on the same angle ironsis a desk with a drawer, shelf and back board. The standard

F i g u r e 4 — V a r i a b l eCompression Enginewith Separate Head. In-tegral Head constructionis shown in Figures 1and 2.

equipment of this unit also includes the V-belt drives, pulleys,main line enclosed starting switch, and a grilled belt guardmounted on a substantial, well braced frame.

Knock To save time in making fuel tests, an electric knock-

Metermeter is a available, which is shown in figure 1 at thetop of the unit control panel. This is special equip-ment, and an extra charge is made for it. Bouncing

pin reading can be indicated either on the standard gas evolutionburette or on the knock-meter as desired. The knock-meter isespecially advantageous where speed of testing is important.

Fuel Testing A pamphlet is now in preparation giving therecommended practice for conducting anti-

Technique knock fuel tests as at present devised for se-curing the greatest possible uniformity of re-

sults. A mimeographed copy of the Committee's advice in thismatter is available pending the completion of the printed pamphiet.

Your If you have some special laboratory requirements,we will be glad to make recommendations, and

Problem co-operate in any practicable manner to help youto solve them. Figure 6 — Side Section of

Variable Compression Engine

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The First PurchasersIt was first thought that 75 CFR engines would probably satisfy the needs of all the interested laboratories.

However, orders poured in after the first engine was exhibited and demonstrated, and by November 1931, thefirst hundred engines had already been produced.

Many familiar names appear in the list of the first 100 purchasers while others have disappeared in mergersand some are unknown today. Many of the 13 engines built for Waukesha stock were later sold to oil com-panies, while some were kept for laboratory and development test work.

Amazingly, there are some of the engines in this first hundred which are still in regular usage today.

THE FIRST 100 CFR ENGINES AND THEIR PURCHASERS,FROM JANUARY 7, 1929 FOR S/N 1 TO NOVEMBER 17, 1931 FOR S/N 100

NUMBER DESCRIPTION

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

10

Waukesha Motor Company 21


The Texas Company 23


Standard Oil Company 25


Bureau of Standards 27

Ethyl Gasoline Corporation 28

General Motors Corporation 29

The Atlantic Refining Company 30

Phillips Petroleum Company 31


Marland Refining Company 33

Waukesha Motor Company Stock 34

Waukesha Motor Company Stock 35

Vacuum Oil Company 36

Petroleum Conversion Corporation 37

University of Wisconsin 38

Anglo American Oil Company Limited 39

Shell Petroleum Corporation 40

Motor Fuel Products Company

Gulf Refining Company

Massachusetts Institute of Technology

Fiat

The Atlantic Refining Company

Standard Oil Company

Society of Automotive Engineers

The Texas Company

Waukesha Motor Stock

Houston Oil Company of Texas

Atlantic Refining Company

Atlantic Refining Company

Vacuum Oil Company

The Texas Company

Polytechnic Institute of Brooklyn

Waukesha Motor Company Show

Crown Central Petroleum Corporation

General Electric Company

Standard Oil Company of New Jersey

Vacuum Oil Company (Paris)

41

42

43

44

45

46

47

48

49

50

51

52

53

54

55

56

57

58

59

60

61

62

63

64

65

66

67

68

69

70

Crown Central Petroleum Corporation 71

Crown Central Petroleum Corporation 72

Standard Oil Company of New York 73

The College of the City of New York 74

Waukesha Motor Show 75

Not Identified 76

The Atlantic Refining Company 77

Associated Oil Company 78

The College of the City of New York 79


Chalmette Petroleum Corporation 81

Vacuum Oil (Cairo) 82

Yale University 83

Tide Water Oil Company 84

State University of Iowa 85

Asiatic Petroleum Corporation 86

U. S. Navy 87

Standard Oil (Wood River) 88



Harold Moore 91

Penn Valley Refining Company 92

Waukesha Motor Company - First Diesel 93

U. S. Army Air Corps 94


Louisiana Oil Refining Corporation 96

Shell Petroleum Corporation 97

U. S. Army Air Corps 98

Texas Pacific Coal and Oil 99

Gray Processes Corporation 100

Shell Eastern Petroleum Products

Cities Service Refining

Ethyl Gasoline Corporation

Ethyl Gasoline Corporation

Magnolia Petroleum Company

Union Oil Company

Derby Oil Company

Tide Water Oil

White Eagle Oil

Standard Oil of New York

Waukesha Industrial Engine Sales & Service Company

Phillips Petroleum

Shell Petroleum

Waukesha Sales - San Francisco

Waukesha Sales - San Francisco

Kellogg Company

Independent Oil and Gas

Independent Oil and Gas

Kanotex Refining

Lion Oil

Waukesha Motor - CPI Show

Waggoner Refining

El Dorado Refining Company

Atlantic Refining

Pan American Petroleum (Lago Oil & Transport Company)

French Government Technical Department

Garber Refining Inc.

Phillips Petroleum

Ethyl Gasoline Còrporation

Continental Oil Company

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Some Drawingsof Interest

This cross section of the combus-tion chamber area of a motormethod CFR engine shows asegment of the engine which

has remained unchanged sincedevelopment of the first model.

Exploded view of an early modelCFR engine.

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The diagrams on this page are early cross-sectional views of the CFR engine. Thenumbers in the drawings above refer tothe following: 1) Condenser coolingcoils; 2) water return from condenser tocylinder; 3) cooling water drain; 4) electri-cal oil heater; 5) oil pressure controlvalve; 6) oil pump; 7) spark timingindicator ring; 8) ignition timing unit;9) springs to compensate for cylinderweight; 10) flexible valve gear supportcasting; 11) valve tappet and tappetguide; 12) crankcase breather check valve;13) oil passage to main bearings; 14) oilpressure gauge connection; 15) crankcaseoil level sight glass; 16) oil filler ventpassage; 17) cylinder guide plate;18) cylinder elevating worm gear;19) cylinder height micrometer.

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The National HistoricMechanical EngineeringLandmark Program

The American Society of Mechanical Engineers re-activated its history and heritage program in Septem-ber 1971 with the formation of the National Historyand Heritage Committee. The committee’s overallobjective is to promote a general awareness of ourtechnological heritage among both engineers and thegeneral public.

One of the committee’s responsibilities is to gatherdata on all works and artifacts with a mechanicalengineering connection that are historically significantto the profession. It’s an ambitious goal, and oneachieved largely through the volunteer efforts of thesection and division history and heritage committeesand interested ASME members.

Two major programs are carried out by the sec-tions, under the direction of the national committee.

One is a listing of industrial operations and relatedmechanical engineering artifacts in local historicengineering records, and the other is the nationalhistoric mechanical engineering landmark program.The former is a record of detailed studies of sites ineach local area, while the latter is a demarcation oflocal sites which are of national significance – peopleor events which have contributed to the generaldevelopment of civilization.

ASME also cooperates with the Smithsonianlnstitutution in a joint project to contribute historicmaterial to the National Museum of History andTechnology in Washington, D.C. The Smithsonian’spermanent exhibition of mechanical engineeringmemorabilia is directed by a curator, who also servesas an ex-officio member of ASME’s national historyand heritage committee.

Other Historic LandmarksWaukesha CFR Engine is the firstinternational and 49th historic land-mark to be designated since the pro-gram began in 1973. The others are:

Ferries and Cliff House Cable RailwayPower House, San Francisco, Calif.

Leavitt Pumping Engine, ChestnutHill Pumping Station, Brookline, Mass.

A.B. Wood Low-Head High-VolumeScrew Pump, New Orleans, La.

Portsmouth-Kittery Naval Ship-building Activity, Portsmouth, N.H.

102-Inch Boyden HydraulicTurbines, Cohoes, N.Y.

5000 KW Vertical Curtis StreamTurbine-Generator, Schenectady, N.Y.

Saugus Iron Works, Saugus, Mass.

Pioneer Oil Refinery, Newhall, Calif.

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Chesapeake & Delaware Canal, Folsom Power House No. 1,Scoop Wheel and Engines, Folsom, Calif.Chesapeake City, Md.

Crawler Transporters of LaunchU.S.S. Texas, Reciprocating Steam Complex 39, J.F.K. SpaceEngines, Houston, Texas Center, Fla.

Childs-Irving Hydro Plant, Fairmont Water Works,Irving, Ariz. Philadelphia, Pa.

Hanford B-Nuclear Reactor, U.S.S. Olympia Vertical ReciprocatingHanford, Wash. Steam Engines, Philadelphia, Pa.

First Air Conditioning, Magma 5-Ton “Pit-Cast” Jib Crane,Copper Mine, Superior, Ariz. Birmingham, Ala.

Manitou and Pikes Peak Cog State Line Generating Unit No. 1,Railway, Colorado Springs, Colo. Hammond, lnd.

Edgar Steam-Electric Station, Pratt Institute Power GeneratingWeymouth, Mass. Plant, Brooklyn, N.Y.

Mt. Washington Cog Railway, Mt. Manongahela Incline, Pittsburgh, Pa.Washington, N.H.

Duquesne Incline, Pittsburgh, Pa.

Great Falls Raceway and Power RL-10 Liquid-Hydrogen RocketSystem, Paterson, N.J. Engine, West Palm Beach, Fla.

Vulcan Street Power Plant,Appleton, Wis.

Wilkinson Mill Pawtucket, R.I.

New York City Subway System,New York, N.Y.

Baltimore & Ohio Railroad,Baltimore, Md.

Ringwood Manor Iron Complex,Ringwood, N.J.

Joshua Hendy Iron Works,Sunnyvale, Calif.

Hacienda La Esperanza Sugar MillSteam Engine, Manati,Puerto Rico

A.O. Smith Automated ChassisFrame Factory, Milwaukee, Wis.

Reaction-Type Hydraulic Turbine, Equitable Building Heat PumpMorris Canal, Stewartsville, N.J. System, Portland, Oregon

Experimental Breeder Reactor(EBR-1), Idaho Falls, Idaho

Drake Oil Well, Titusville, Pa.

Springfield Armory,Springfield, Mass.

East Wells (Oneida St.) PowerPlant, Milwaukee, Wis.

Watkins Woolen Mill,Wawson, Missouri

First All Welded Steam Drum,Chattanooga, Tennessee

Georgetown Steam Plant,Seattle, Washington

Shipping Port Atomic PowerStation, Pittsburgh, Pennsylvania

Jumbo Nine Engine-Driven Dynamo,Greenfield Village, Dearborn, Michigan

Triple Expansion Engine-Driven Dynamo,Greenfield Village, Dearborn, Michigan

Port Washington Power Plant,Port Washington, Wisconsin

AcknowledgementsAmerican Society of Mechanical EngineersDr. Donald N. Zwiep, presidentDr. Charles E. Jones, president-electWarren C. Fackler; vice president, Region VIDonald MacDougall, field service director, Region VICleo J. Quinn, chairman-history and heritage, Region VI

ASME Milwaukee SectionMichael C. Jakus, chairmanCarl J. Lock, vice chairmanLarry W. Weidmann, secretaryDennis L. Carlson, treasurerRobert F. JakobHarold E. MondeDr. Walter T. FeldtJoseph M. DerraThomas H. Fehring, history and heritageJerome B. Weeden

ASME National History and Heritage CommitteeProf. J. J. Ermenc, chairmanDr. R. Carson Dalzell, secretaryProf. R. S. HartenbergDr. J. Paul HartmanRobert M. Vogel, Smithsonian InstitutionCarron Garvin-Donahue, ASME staff liaison

Credits

Presentation cremony arrangements by Ivan Baxter, Joe Derra,Bill Gross, and Bruce Yeo. Brochure written and edited byIvan Baxter and Bruce Yeo. (Photographs courtesy of WaukeshaEngine Div. files.)

Waukesha Engine Division Officers

PresidentC. E. LeeVice President–EngineeringDr. Warren E. SnyderVice President–MarketingPeter C. TrombleyVice President–ControllerManuel H. HirataVice President–Manufacturing OperationsRichard A. Gabriel

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WAUKESHA ENGINE D IV IS I ONDRESSER INDUSTRIES INC.

WAUKESHA, WISCONSIN 53187

Bulletin No. 1163June, 1980

H050

waukesha cfr engine

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