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Multi-Cylinder Stationary Gasoline Engines and Power Units Waukesha, Buda, Climax, LeRoi and others.

Multi-Cylinder Stationary Gasoline Engines and Power Units

Waukesha FC info needed


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  #1  
Old 01-13-2013, 03:58:29 PM
Mike in CA Mike in CA is offline
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Default Waukesha FC info needed

My dad just bought a waukesha 4 cyl engine and he is looking for some info on it. The tag says its a model F. C. 30 C, 3 1/4 X 4 bore and stroke. The serial number is 477552. The man that my dad bought it from says it came off of a spray rig for an orchard. Dad is looking for some parts for this engine, a fan, and the water outlet that bolts to the head are both broken. Are parts and manuals still available for this engine? Any Idea what year it might be?
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Old 01-13-2013, 07:34:37 PM
dkamp dkamp is offline
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Default Re: Waukesha FC info needed

Hmmm... can't help you with year or other details, but I'd bet that it looks surprisingly similar to the FC-140 on my '42ish Kohler generator... lemmie guess... flathead four, magneto on the left, intake/exhaust/carb on the right, and water pump down low, in front of the magneto?

They made lots of little flathead fours, like Hercules and Continental...

You may be able to find exact parts... whatever you do, don't discard any of the broken components, as they can be used as patterns to make replacements. The water neck can be fabricated... it won't look quite like a cast original, but it'll put her back in the land of the living...
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Old 01-13-2013, 10:18:15 PM
Mike in CA Mike in CA is offline
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Default Re: Waukesha FC info needed

You are correct the mag is on the left and the carb and intake are on the right. There is no water pump that I can find. The water outlet is below the mag. There is not a starter on the engine but there is a spot on the bell housing with a cover plate where a starter could be installed. The carb is a Stromberg UR 3/4.
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Old 01-14-2013, 12:27:02 AM
casertractor casertractor is offline
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Default Re: Waukesha FC info needed

Early Waukesha model FC's were also used in the Case model R series tractors and power units R,RC,RO,RE,RI, and use eather a Case or a split dorf mag.John
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Old 01-14-2013, 12:27:29 AM
Heins Heins is offline
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Default Re: Waukesha FC info needed

I have a FC 16 X for parts that might be like yours. Mine is missing the water outlet on the head but I do have the fan. What is broken on the fan, is it the cast piece that bolts to the front of the block that holds the fan hub to tighten the belt? I have that, I could e mail a picture of it if that is what you need.

This engine doesn't have a water pump, it is a thermosiphen [sp].
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Old 01-14-2013, 12:59:16 AM
Bud Tierney Bud Tierney is offline
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Default Re: Waukesha FC info needed

The FC was one of Wauks little workhorse engines, something like 70 or 80 thousand built late 20s/early 30s?? up into late 70s/early 80s?? (got a note somewhere but can't find it) and put into almost everything...which means (1) lots around but (2) lots of people looking for parts...
FC is the basic engine ID, the "30C" and "140" being the works code for the accessories (ign, carb,maybe water outlets etc)...there're works numbers up into the high 200s...
Some had water pumps, some not; some had elec start, some not (see if your flywheel has teeth for elec start)...
Lots of manuals on EBay, BUT these manuals updated every so often, usually shown by "edition #--"; the Wauk Eng Hist Soc (wehs.net) says the latest edition should be used. They have manuals no longer available thru Wauk dealers but no parts.
You might want to check with them to see if a specific manual was issued for the FC sprayer engines. If you buy a manual off Ebay etc, make sure that whatever its title is that it includes full overhaul info, fits and clearances, as some don't...they should also be able to tell if a starter was available for yours, and maybe the Delco/whatever number...
Early FCs had all poured bearings; later ones were inserted, and Wauk made inserted rods to replace the old poured ones...
Assuming no parts are available thru the usual local sources, you might review earlier FC threads here for parts references; arrowengines supports some of the larger Wauks, but I don't know about the FC. There's a pretty good list of the profe$$ional obsolete engine parts dealers on the "Parts and Services" section of aths. Good luck.

---------- Post added at 11:59 PM ---------- Previous post was at 11:40 PM ----------

Just remembered I have an old May 1957 FC parts book--it just shows one fan, listed as "Fan (Thermo Syphon)"...
It shows four different water pumps, but no "fan, Water Pump"...why label the one fan "Thermo Syphon" if the water pump (gear driven) engines used the same one?? If they were different, why aren't two listed??...
Under both "flywheel" and "ring gear" it says "send serial #", so there must've been several...
This parts book isn't complete as it doesn't include a vacuum governor used on FCs in Fairmont Railcars, altho my manifold (center exhaust up) illus shows the (unlabelled) connections...
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Old 01-14-2013, 01:45:21 AM
Mike in CA Mike in CA is offline
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Default Re: Waukesha FC info needed

I appreciate the info, Since they seem to have had a long production run maybe parts won't be so hard to find. I will be checking ebay and the swap meets for parts and info. I will have to figure out a radiator and see if the mag still works. I had the engine turning over today.

@heins, Pm sent
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Old 01-15-2013, 01:11:36 PM
casertractor casertractor is offline
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Default Re: Waukesha FC info needed

I belive somebody mentioned the Waukesha Engine Historical Society.here is a link to their web site.John





www.wehs.net
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Old 01-16-2013, 11:43:28 AM
dkamp dkamp is offline
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Default Re: Waukesha FC info needed

Thermosyphon systems come in two varieties... Evaporative (dry), or convective (wet) transfer

First is the evaporative transfer, which is what's found in say... a Fairbanks-Morse ZC-118. In this engine, the radiator is directly above the engine, and runs at essentially zero pressure. When water exceeds 212f, the water evaporates, steam rises into the radiator, where it cools, condenses, and falls back into the hopper... it cools in both the rising, and falling direction, and as long as the radiator can keep up with load, the engine will stay right at 212F.

The second is convective or 'wet' transfer. This is where a system has a radiator ABOVE the engine block, and the radiator is filled to the top. As water in the engine warms, it's density decreases ( water, in liquid state, warm expands slightly when warm, contracts slightly when cool). This causes cold water to settle to the block, while warm water rises into the radiator. As the water in the radiator cools, it contracts, hence, becomes heavier, and falls to the block.

Both concepts work, however, they work slowly, as the coolant and radiator's materials' coefficient of thermal transfer is the limiting factor... heat passes through a given material, at a constant rate.

In an attempt to make the thermosyphon cooling system work faster, there's three things one can do- first is reduce the flow restriction between the hot and cold sides, second is to make the hot and cold sides distribute evenly (so there's no extreme hot or cold spots in the engine or radiator), and finally, increase the temperature differential between the hot and cold sides.

The latter, frequently happens when the engine is put under substantial load... and unfortunately, it leads to boiling on the aforementioned hotter surfaces... and where boiling is occuring, the amount of coolant contact is reduced, which creates a viscious cycle of heating and boiling... and likewise, as the steam found it's way to the top of the radiator, the LIQUID in the radiator gets forced to the bottom, so the amount of cooling capacity falls drastically (a given volume of liquid water, carries substantially more thermal transfer capacity than the same volume of steam). To combat this, manufacturers tended to made tall, skinny radiators... and would NEVER make a wide, cross-flow radiator like we have today.

So to make the temperature differential greater WITHOUT boiling, the basic idea is to move more air through the radiator... a more aggressive fan.

After switching to a circulatory pump system, a whole mess of these dependancies just plain vanished. A more compact radiator, and less aggressive fan was required... and the side-benefit, is that the fan draws less engine power (more flywheel HP) and need not turn as fast (quiet). Another manufacturing benefit (but somewhat to our chagrin), is that the engine design and block casting need not be so well made... positive flow overcame restrictions in the block, forced coolant through hot spots, and allowed the engine to maintain effective cooling even if the head gasket leaked a fair amount. While the industrial engine manufacturers stuck to their guns, the automotive manufacturers saw this as an opportunity to save manufacturing costs... so no good deed goes unpunished, right?
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Old 12-08-2013, 07:34:43 AM
ncmercer ncmercer is offline
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Default Re: Waukesha FC info needed

Hello. Found this old thread. Just bought a case RC w an FK Waukesha. Looks like no water pump on it either. So how can I tell if the engine is getting cooled properly assuming it has the thermosyphoning system?
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