A

A. C. MOTORS - Oakland, CA(Charlie Anderson & Walt Cave)

A. C. SPECIAL - 1938 - .607in3 spark. Actual predecessor to theHornet racing engine. Sand castcase halves, head, timer and cylin-der. Cylinder has “AC SPL” cast onbypass. Ball bearing shaft. Ringedpiston. Very few made.

A.C.E. MODEL WORKS Brooklyn, NY (Adams-Collins Mfg.Co., Pittsburgh, PA)

A.C.E. - September 1937 -Carbide & Dry Ice. Twin cylinderinline. Sheet metal stamped parts.Rocking valve for timing cylindersattached to crank at rear of shaft.Available as kit for $1.95 or finishedready to run for $3.00.

A.C.E. - 1938 - Carbide & DryIce. Twin cylinder inline. Sheetmetal stamped parts. Timing valvenow attached to center of shaft.

See also Mercury Models

A.J.C. MOTORS - Ingleside, ILA.J.C. - 1936 - .604 in3 spark.

Sand cast. Built up cylinder with bolton exhaust. Finless head. Lappedpiston. Radial mount. Few built. Noknown examples.

A.J.C. - 1937 - .604 in3 spark.Like 1936 model, but with finnedhead and ringed piston. Few built.No known examples

A. L. ENGINES - 1938 - 1.687

in3 spark. 4-cycle. Overhead valve.Sand cast. Large enclosed timer atrear of case. Float carburetor. Photofrom March-April, 1968 MECABulletin, #20.

KRAMER & GROW Mfg.San Diego, CA(John Kramer & Sam Grow)

ACE TWIN - 1947 - .639 in3

spark. Opposed Twin with offsetcylinders. Timer & mount at rear.Dual shaft intake via manifold on topof case. Single venturi. Dual ballbearings on shaft. Name on cylin-ders. 100 engines built.

ACUNTRA TOOL & DIE Co.New York, NY (Continuation of theKnight engines) (All models spark)

1 - FIREBALL 500 MARINE -1936 - .687 in3 (measured). Sandcast split crank case. Cast iron cylin-der. Lapped piston. Sand cast radialfinned alloy head. Plain venturi withbrass tank beneath. Water jacket oncylinder. 12mm Bosch spark plug.NOTE: In using up parts from theKnight engines, many 12mm plugheads and alloy cylinders were usedon early Acuntra engines.

2 - FIREBALL 500 - 1937 -.785 in3. Blind bore cast aluminumcylinder includes head. Flat topexcept protrusion for spark plug

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File Photo

Ad picture from Model Airplane News

Ward Hallenberg

Jim Dunkin

Dwight Hartman

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Bob Cowles

boss. Venturi at rear of cylinder withsmall plastic tank under venturi. Noknown examples.

3 - FIREBALL 500 - 1938 -.785 in3. Similar to 1937 model, butwithout breather in case. Added finon spark plug boss. Larger plastictank under venturi. No known exam-ples.

4 - “37” - 1938 - .375 in3. Newdesign. One piece crankcase withscrew in back cover. Brazed upcylinder screws into case. Bolt-onspoke finned head. Enclosed timerhousing. Exhaust on left side withsideport venturi under exhaust. Aircleaner choke on venturi. Brass tankon back cover. No known examples.

5 - FIREBALL 500 - 1939 - .78in3. Spoke head. Split sand castcrankcase. Cast iron cylinder. Longexhaust stack (some streamlined,some rectangular). Curved intakeextension. Head, venturi extensionand tank are brass sand castings.Some have screw in rather than bo l ton head. NOTE: The two d i f -

ferent engines pictured are of basi-cally the same model.

6 - FIREBALL 500 - 1940 - .78in3. Similar to 1939 model exceptbrass head now has parallel fins. Aircleaner and choke unit on end ofventuri rather than the curved exten-sion. Enclosed timer housing. Noknown examples.

7 - MARVEL 60-C - 1941 -.605 in3. New design. One piececrank-case with screw in back cover.Cylinder has rounded fin profile.Enclosed timer housing. Exhaust onleft side with sideport venturi likeO&R. Air cleaner choke on venturi.Brass tank on back cover. “MAR-VEL 60-C” on bypass cover. Noknown examples.

8 - “V” TWIN - 1940-41 - 1.57in3. Cylinders similar to “37” engineexcept both exhausts point downwith intake manifold across top of“V”. Radial mounting. Enclosedtimer. No other data available. Noknown examples.

AERO ACE - AERO LITE -AERO MIDGET

See Gil

AERO-DYNE - Detroit, MI

AERO-DYNE 60 - 1946 - .597in3 spark. Sand cast. Ringed piston.Ball bearing shaft. Front rotary portin crank web. Venturi offset to leftside at front. Back cover mountedtank. Dual swept back exhausts.Very low production.

AERO PRECISION MACHINEWORKS - Pasadena, CA

See Precision

AERO RESEARCH & DEVEL-OPMENT - Buffalo, NY(Neil Savage & John Piston)

See also Savage 60

AERO 35 - 1963 - .3469 in3

glow. Die cast. Ringed piston.Cylinder parallel to crankshaft.Cylinder head in line with prop.Standard venturi. Uses a “T” shapedrod to transmit motion to piston.Intake timing by notch in shaft wall,not a crankshaft as normally found.

AERO 35 R/C - 1963 - .3469 in3

glow. R/C carburetor bolted on toreplace standard carburetor usingsliding restrictor to vary speed.

AEROCRAFTERS - Chicago, IL(Robert Miller)

See Condor Midget Motors Condor Kopper King

AEROMARINE Co.See Dyna-Jet - Jet Section

AMERICA’S HOBBY CENTERNew York, NY

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Ward Hallenberg

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Bill Bickel

Tim Dannels

AHC Diesel - 1947 - .125 in3

diesel. Sideport, variable compres-sion. Die cast case. Only a coupleactually built by AHC. Listed herebecause close to 1000 case castingswere made and a number have beencompleted. Pictured for identifica-tion purpose is a representativeexample of an engine built from thecasting and resembling the onlyknown original. Tank from theGenie 29 was used on original.

AIR-O-MODEL SUPPLY Co.Hawthorne, CA Ray Accord re-designed continuation of the“Bunch” line of engines. NOTE:Usage of shaft, prop nut and propwasher type seems to follow no setpattern. A mixture of these parts canbe found on most Air-O engines.Early and late style cases were alsoused randomly as the engines werebeing built.

1 - AIR-O-MIGHTY MIDGET- 1946 - .451 in3 spark. New stylecrankcase with web added aboveshaft housing. Six bolt aluminumfinned head. Gloss black paintedcylinder with “AIR-O” decal in cir-cle on bypass. 6 square exhaustholes. No exhaust stack. Enclosedtimer with clicker. Point cam onshaft. “D” hole style black drivewasher is slightly larger than timerhousing. Assorted unusual knurl pat-terns on drive washer. Flat blacksteel prop washer early, die cast onlater engines.

2 - AIR-O-MIGHTY MIDGET

- 1946 - .451 in3 spark. New stylecrankcase with web added aboveshaft housing. Bolt on aluminumfinned head. Clamp on exhaust.Enclosed timer with clicker. Blackcylinder with “AIR-O” decal in circleon bypass. 4 splined cadmiumplated Ohlsson type drive washerfits new splined shaft. Die cast alu-minum prop washer with 1/4” holeto fit shaft. No shoulder on prop nut.

3 - AIR-O-DIESEL - 1948 -.278 in3 diesel. Same crankcase cast-ing and crankshaft as .451 in3 dis-placement engines, but case is notmachined for timer. Variable com-

pression adjustment with Allenwrench. Tank on back cover. Pin typedrive washer with no cam. Cast alu-minum front prop washer. Earliestversions (3a) had black finish oncylinder. (3b) and (3c) show bothcase styles. Other variations known.

4 - AIR-O-COBRA - 1948 -.451 in3 spark. Like Bunch TigerAero, but with 10 fin cadmium plat-ed cylinder. No name in circle onbypass. Pin type attachment of drivewasher/cam unit. 3/8” spark plug.Back cover mounted tank. No namein circle on bypass. No shoulder onprop nut. Die cast front prop washerwith 1/4” hole.

5 - AIR-O-MIGHTY MIDGET- 1948 - .451 in3 glow. Bolt on fin-less head. Clamp on exhaust. Notimer. Most have shaft with 4 splinesfor Ohlsson type stamped drivewasher. NOTE: 5 or 6 .50 in3 glowengines were made special for theAir Force flying team. These werenot marked in any way, but wouldhave an oversize piston and/orstroke.

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Bert Striegler

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6 - AIR-O-DIESEL (Numerousvariations for car use.) - 1949 - .278in3 diesel. Horizontal needle valve.Pin through shaft keys into hub oncar wheel in most applications.Heavy back cover threaded for axleshaft for opposite car wheel (6a).One mounting lug is sometimes cutoff to fit in pan. Mounting holesfrequently not drilled. NOTE: Anumber of diesels with the crossmounted needle valve exist with propdrive washer, front washer and nutas aircraft engines (6b).

7 - AIR-O-COBRA - 1949 -.451 in3 spark. Like 1948 Cobra #4,

but has new shorter 8 fin cylinderwith top two fins partly filled in.Shorter venturi tube. 1/4-32 sparkplug. No shoulder on prop nut. Noname in circle on bypass.

8 - AIR-O-COBRA - 1949 -.451 in3 glow. As #7, but no timer ortank. 1/4-32 glow plug. No photo.

AIRCRAFT INDUSTRIESSee Cyclone, Baby & Super

AIREQUINESee Dynamic Manufacturing Co.

St. JOHN MODEL SHOPWinnipeg, CANADA

AJAX - 1938 - .359 in3 spark.Sand cast case and front cover withname cast in. Sideport. Open timeron front. Long exhaust stack on leftside. Advertised and brochures print-ed. No known examples.

ALLYN SALES Co.6425 McKinley Ave., Los Angeles,CA (All models glow)

NOTE: The Fury engines weredesigned by Perin Culver and manu-factured by Allyn Sales Co. prior totheir merger with K&B at which timeall manufacturing was done in onefacility. The Sky Fury .049, MarFury .049 and Sea Fury .049 out-board and inboard were all manu-factured by Allyn Sales. Theseengines all had “049” and “FURY”on the left side of the crankcase. Thelarger displacement engines andtwins were designed at this time, butwere not produced until after theK&B/Allyn merger.

1 - SKY FURY - December,1953 - .049 in3. Dual exhaust stacks.“049” cast on case. Back covermounted tank . Standard glow plug.Slight taper to fin profile. Thin portsin cylinder liner. Short prop driver.Small size venturi. Sold with plainback cover and tank.

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Bob Cowles

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Bob Cowles

Brochure Photo

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Tim Dannels

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Tim Dannels

2 - SEA FURY OUTBOARD -May, 1954 - .049 in3. Sky Furyengine mounted on an outboardframe with flywheel. No knurl in fly-wheel starter groove on earliestengines. Air cooled. Bevel gearsdrive 13/16" diameter prop. Transommounted. No spring steel steeringratchet device. Ported for clockwiserotation.

3 - MAR FURY MARINE -December, 1954 - .049 in3. Like SkyFury. No knurl in flywheel startergroove on earliest engines. Aircooled. Back cover mounted tank.Inboard design. Special stud and nutfor prop shaft attachment.

4 - SEA FURY INBOARD -February, 1955 - .049 in3. Sky Furyengine mounted on frame designedto mount through hull rather than on

transom. 13/16" diameter prop.Knurl in flywheel starter groove.Ported for clockwise rotation.

ALTERNATE FIRING TWINSee Chunn

AMALGAMATED SALES and SERVICE Corp.

See Ott, Joe

AMERICAN STANDARDSee Tlush Super Ace

AMETEK-CALMECLos Angeles, CA

See also Four Aces Bancroft & Martin

1 - XA902 - 1968 - .30 in3 glow.Simultaneous firing opposed twinutilizing two Cox Medallion .15engines. Investment castings. Ballbearings on central gear driven propshaft. A single K&B multi-speed car-buretor supplies both enginesthrough internal ports. Radialmounting.

2 - XA904 - 1968 - .61 in3 glow.Four cylinder radial utilizing fourCox Medallion .15 engines.Opposing cylinders simultaneous

firing. Fully machined components.Ball bearings carry central propshaft. Dual K&B Multi-Speed carbu-retors linked together. NOTE: Anadvertising brochure shows theengines with a dark case. Very lowproduction on the dark engines. Themajority seem to have been pro-duced by Bancroft & Martin.

AMFSee Wen-Mac

MODEL MOTOR SUPPLYTulsa, OK (Ancil Rouch)

ANCIL 60 - 1946 - .604 in3

spark. Race car engine. Frontrotary. Sand cast cylinder. Bar stockcase. McCoy style timer.

ANCIL 65 - Like .60, but withbore increased. Low Production.

ANDERSON, MEL Mfg. Co.Los Angeles, CA (Mel Anderson)

NOTE: In early 1946 an enginecalled “Thunderbolt” was adver-tised. This actually became theAnderson Spitfire in early 1948.“Watch For” ads started running inApril, 1946 for the Spitfire.

1 - ANDERSON SPITFIRE -1948 - .604 in3 spark. In appearance,this is a larger, more robust versionof the Super Cyclone. It is a totallynew engine. .937 x .875 bore andstroke. Inboard ball bearing on shaft.All die cast. Four bolts holdingexhaust stack. 6 mounting bolt holesin beams. Clear plastic back cover

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Ward Hallenberg

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Willie Schuhaibar

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mounted tank. No induction ports infront or back of cylinder. Point camis on drive washer. Low production.

2 - ANDERSON SPITFIRE -July, 1948 - .647 in3 spark. Brochuresays, “After July 1, 1948, allSpitfires go to .65 cu. in. displace-ment.” .937 x .937 bore and stroke.Two induction ports in front andback of cylinder. NOTE: Blueanodized bar stock high compression“Denver” head offered as accessory.

3 - BABY SPITFIRE - 1949 -.045 in3 glow. Die cast. Namearound bottom front of case. Verydelicate three piece needle valveassembly. Back cover mountedsquare edge fuel tank with namestamped into back. Brass head.NOTE: Nickel plating on early nee-dle valve jets and tank filler tubes.No plating on later engines.

4 - BABY SPITFIRE - 1949 -.045 in3 glow. As #3, but with a vari-ety of different colored heads andbypasses, ie gold, blue, green, red,etc. Sold as a promotional item.Originally sold in a large display boxwith stamped metal mounting brack-et, prop and wrench. Last sold invery small box with engine and tankonly. No accessories except wrench.

5 - BABY SPITFIRE - 1949 - .045 in3 glow. As #4, but with plainaluminum head. Rounded end tankwith no name. Various accessorymounts.

6 - BABY SPITFIRE - 1950 -

.045 in3 glow. Built for Wen-Macfor use in the first “Aeromite” Ready-to-Fly (RTF) model. Longertank screw serves as mounting inmodel. Long tank with tall brassfiller vents. With red plastic spin-ner. Some have red heads.

7 - SPITZY - 1950 - .045 in3

glow. Short fuel tank cast under case.Screwed in back cover. Aluminumhead. One piece spray bar. No ven-turi insert. Different numbers onfront of tank supposedly indicate diecavity number.

8 - SPITZY Sr. - 1951 - .045 in3

glow. As #7, but long tank castunder case. Most have a brass head.

9 - ROYAL SPITFIRE - 1951 -.065 in3 glow. Cast in exhaust stack. Needle valve angled back. Tank onback cover. Natural aluminum head.Beam mount. “ROYAL SPITFIRE”

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Woody Bartelt4

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Tim Dannels

Tim Dannels

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cast on exhaust band. Tank ventsand needle valve parts either platedor plain brass.

10 - ROYAL BABY SPITFIRE- 1952 - .049 in3 glow. Two pointradial mount. Cast in exhaust stack.“SPITFIRE” on exhaust collectorring. “049” on right side of cylinder.Needle valve angled back. Lightblue anodized cylinder muff.NOTE: The Mel Anderson ad in theJune 1953 issue of Model AirplaneNews shows the “New Spitfire

Hornet .09!” It is doubtful thisengine was ever more than a con-cept. The ad photo was of aretouched Royal Spitfire. This alsoappears to be the last ad by MelAnderson!

SPITFIRE PRODUCTS Co.Compton, CA (Lew Mahieu)

11 - JIM WALKER “FIRE-CRACKER’ - 1954 - .065 in3 glow.Built for American Junior Aircraft (Jim Walker). Identical to RoyalSpitfire except “JIM WALKER” onbypass opposite exhaust. No tanksupplied.

12 - SPITZY SR. - 1955 - .045in3 glow. Similar to last Spitzy Sr.,but most have pressed in back cov-ers. Aluminum Head.

13 - ROYAL BABY SPITFIRE- 1955 - .049 in3 glow. Like last .049,but with either natural alu-minum orblack anodized cylinder muff.

14 - JIM WALKER “FIRE-CRACKER” - 1955 - .065 in3 glow.Built for American Junior Aircraft(Jim Walker) for use in a ready-to-fly U/C model. Regular Jim Walkerengine fitted with pneumaticallyactuated exhaust baffle and venturicap for speed control. No tank sup-plied.

McCORD PRECISION PRODUCTS/PESCO - Anaheim, CA(Bob McCord)

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Dale McCord

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15 - SPITFIRE 65 - 1958 - .647in3 spark. Built using remaining partsfrom original project. Most withfinned head anodized blue. Lastengines used a machined barstockhead anodized a light blue. Pointcam on drive washer.

16 - SPITFIRE 65 - 1958 -.647 in3 spark. Point cam now onshaft rather than drive washer as onall earlier Spitfires. Snap ring onshaft behind cam. No inductionports in case. Light blue anodizeddie cast head early. Square profilebar stock head anodized dark bluelater. Available ringed or lapped.Also available with an R/C throttle.

17 - SPITFIRE 65 - 1958 -.654 in3 glow. Dark blue anodizedsleeve cover cam on shaft. Blueanodized head. No tank supplied.Available ringed or lapped.

18 - SPITFIRE 65 R/C - 1958- .654 in3 glow. Dark blue anodizedsleeve cover cam on shaft. No tanksupplied. Available ringed or lapped.K&B Throttle in cut down venturi.

REMCODenver, CO (Ralph Mroch)

19 - SPITFIRE 65 - 1970 -.647 in3. Identical to the lastMcCord built Spitfires includingsnap ring shaft retainer. Available ineither spark or glow. Most withuncolored cast finned head. Somenew parts cast. No photo.

MILLER, MARVIN - Soquel, CA

20 - ANDERSON SPITFIRE65 - 1972 - .647 in3. New investmentcastings have matte/sand blast fin-ish. Cast finned head, otherwiseidentical to the last McCord builtSpitfires including snap ring shaftretainer. Point cam on drive washer.Available in either spark or glow.

APEX MOTORS - Berkley, CA

APEX “SKYLARK” - 1936 -.562 in3 spark. Kit engine, but somesaid to have been made and sold ascomplete engines by Apex. Sandcast head, timer and case. Brazed upcylinder with shrunk on aluminumfins. Split case with through bolt

clamping. Lapped piston. REPROby Don Stroot.

APEX “120” - 1936 - 1.20 in3

spark. Sand cast engine resemblingForster 99 but with many differ-ences. Overall larger in size. Bypasscast into cylinder. NOTE: Not con-nected in any way with Forsteralthough several parts appear to beinterchangeable. Most existingengines are from original patterns,but recently built.

MICRO-BUILT, Inc.Danbury, CT (Ray Arden)

1 - ARDEN 09 -1946 - .099 in3

spark. Magnesium castings. Plainbearing shaft. Throttle valve (noneedle valve). Clear plastic tank.Black fuel proof tank offered later.NOTE: Only around 1000 .09’s werebuilt with magnesium heads. All therest were aluminum. NO magnesiumhead .19’s.

18 - R/C

Ted Enticknap

17 glow

Gil Greenberg

Don Hitzfield

Art Swift

Russ Baker

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2 - ARDEN 09 - 1946 - .099 in3

spark. As #1, but with ball bearingmounted shaft. Case has two holesbehind front bearing on bottom. Noother visible difference in plain bear-ing and ball bearing engines.

3 - ARDEN 19 - 1946 - .198 in3

spark. Enlarged version of .09. Ballbearing shaft. Clear plastic tank.Throttle valve. Same timer as .09.

4 - ARDEN 09 - 1947 - .099 in3

spark. Now has needle valve.Aluminum venturi insert and blackfuel proof plastic tank. Red tanks

accessory items for hot glow fuels.Plain bearing.

5 - ARDEN 09 - 1947 - .099 in3

spark. As #4, but with ball bearingshaft. Outwardly identical to plainbearing engine except two holes onbottom of shaft housing behind bear-ing.

6 - ARDEN 19 - 1947 - .198 in3

spark. Like throttle valve .19, buthas needle valve. Aluminum venturiinsert and black plastic tank.

7 - ARDEN 09 - 1949 - .099 in3

glow. Like .09 #2, but with alu-minum cover over cam. Sold onlywith a ball bearing crankshaft. Lateproduction went to aluminum cast-ings.

8 - ARDEN 19 - 1949 - .198 in3

glow. Like .19 #6 but with aluminumcover over cam. Late productionwent to aluminum castings. NOTE:There are numerous Arden Dieselconversions for both size engines.These were not built nor offered byMicro-Built. A few early Ardens hadmagnesium heads. There were noplain bearing Arden 19’s.

9 - ARDEN 09 & 19 FREEFLIGHT CHASSIS - 1946Accessory item available for allArden engines. Sold with or withoutthe engine. Unit contains built incoil, flight timer, condenser, enginemounting flange, wheels and struts(not pictured on this example) andbooster jack connections. Pen cell(AA) batteries also fit into the unit.Body of unit is bright red plastic andmounting plate is black plastic.Pictured engine has magnesium head.

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Bill Bickel

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ARLINGTON MOTOR Co.San Mateo, CA

ARLINGTON ENGINE -1946 - .512 in3 spark. Advertisedcastings kit engine. Sideport.Available as rough castings kit($5.00) or partly machined kit($7.50). Only a line drawing shownin ads. No other data available. Noknown examples.

ARM (American Racing Machine)Built and designed by RogerTheobald & John Barr at the K&Bfactory, but not strictly a K&B prod-uct.

ARM - 1972 - .152 in3 diesel.Investment cast case includes frontshaft housing. “15” over “ARM”cast into bypass bulge. Rear drumvalve intake. Designed as a teamrace engine mounted inverted, so theCox supplied venturi and needlewould point up in actual use. Approx90 made.

ATHEARNSee POGO

MICRODYNE ENGINESDanbury, CT (Ray Arden)

1 - MIGHTY ATOM - 1939 -.097 in3 spark. Rounded, bulb-likealuminum cylinder fins. Fuel passesthrough valve in center of piston.No bypass grooves in cylinder.Holes drilled around cylinder forexhaust. Magnesium castings. Serialnumber stamped around back ofcylinder boss. Fuel mixing valvehas straight sides with rounded end.“Thimble” tank snaps into stampedtop with three ears. “Teeth” around

rim of drive washer. Serial numberrange approximately 0 to 04000.(See accompanying chart.)

2 - SUPER ATOM - 1940 - .097in3 spark. Same case and lower endas Atom #1. Serial number moved toedge of mounting lug on last produc-tion. Straight fin profile. Flat headwith 8 wrenching holes. Serial num-bers range 04001 through approxi-mately 10000.

3 - SUPER ATOM - 1941 - .098in3 spark. Aluminum castings. Tankhas wire bale. Radial or “spoke”type head fins, tapered fin profile.Drive washer has 6 “bumps” aroundedge. Fuel mixing valve has “bump”

end. Serial numbers in the 12000+range.

4 - SUPER ATOM -1946 - .098in3 spark. Like last Atom above, butwith all magnesium castings. Serialnumbers in the 30000 range.NOTE: Large quantities of finishedengines and unfinished parts“turned up” in the 1960’s. Many ofthese have been converted into fin-ished engines. Most will not haveserial numbers. These have beenbuilt into all four models. REPROSEXISTSee Issue #84, May, 1968 EngineCollectors’ Journal for the completeAtom story.

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Original Micro-Dyne Ad Slick

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ATOMIC ENGINES - Bill Cubitt

ATOMIC - 1946 - .60 in3 spark.Racing engine similar to Hornet 60.Three bolt front and back coverattachment. All sand cast. Name castdiagonally on bypass. Double ballbearing supported shaft. Dural rodbushed both ends. Hemi arrange-ment on piston and head. Low pro-duction. REPROS EXIST

ATWOOD - NOTE: This listing isbeing presented as best as can bedetermined of engines designed andmanufactured by Bill Atwood with-out regard to the particular manu-facturing company name he hap-pened to be using at the time. It is achronological listing running 20years from Phantom Motors (1938)thru Signature Engines (1958).

PHANTOM MOTORSHi-Speed DivisionLos Angeles, CA (All models spark)

1 - ATWOOD PHANTOM -1938 (early) - .276 in3. Roundexhaust. Two bolt cylinder attach-ment. “PHANTOM MOTOR” onbypass. Spark plug in center of head.Separate cadmium plated brass fueltank mounted on engine bearers. “K”in serial number. Five cylinder fins.

2 - ATWOOD PHANTOM -1938 (late) - .276 in3. Teardropexhaust stack. Two bolt cylinderattachment. Six cylinder fins.

Separate cadmium plated brass fueltank mounted on engine bearers.

3 - ATWOOD PHANTOM -1938 (later) - .276 in3. Teardropexhaust stack. Four bolt cylinderattachment. Six cylinder fins. “G” inserial number. No paint. Cadmiumplated brass fuel tank attaches to reartwo cylinder screws.

4 - HI-SPEED - 1938 - .276 in3.Virtually identical to the 1938Atwood Phantom #2 with teardropexhaust except that the name “HI-SPEED” is cast on bypass and thehead is larger in diameter giving atapered fin profile. Spark plug offsetand angled. Two bolt cylinderattachment. Last ones were painteddark blue or black crackle.

5 - HI-SPEED - 1939 (early) -.276 in3. Same as the last paintedversion above, but with four boltcylinder attachment. Flatter profileon head.

6 - HI-SPEED TORPEDO -1939 (July) - .299 in3. Black wrinklepaint (some unpainted). Red bake-lite tank. Four head bolts extending

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ATOM DATA SHEET

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into case (the last of these had eighthead bolts, four through to case andfour just into top of cylinder). Firstsmall Atwood with intake abovecrankshaft.

7 - HI-SPEED BULLET - 1939(late) - .275 in3. “BULLETMOTOR” now cast on bypass.Black wrinkle paint changing to redwrinkle, Feb. 1940. Last enginesunpainted. Tank mounted by a brack-et attached to two rear cylinder bolts.

CHAMPION PRODUCTS Co.Los Angeles, CA (All models spark.)Brochure photos used to illustratemost designs as no examples areknown of many of these engines -Engine Collectors’ Journal, Issue#143 has complete Champion details.

8 - BLUE CROWN CHAMPION- March, 1940 - .604 in3. Thisappears to be the highest productionof any of this line. Bottom frontrotary valve and rear drum valve.Two needles. “Spoke” head fins.Embossed name plate riveted tobypass. Flywheel. NOTE: Eventhough these engines are called BlueCrown, Red Crown, Green Crown,etc., none of them had colored heads.All were natural aluminum.

9 - RED CROWN CHAMPION- April, 1940 - .604 in3. Like BlueCrown but with only single frontrotary and single needle valve. Notank. Car engine.

10 - GREEN CROWNCHAMPION - April, 1940 - .604in3. Aircraft version. Single frontrotary valve. Tank on back cover.

11 - PURPLE CROWNCHAMPION - April, 1940 - .604in3. Boat engine. Dual topmounted carburetors. Flywheel.No known examples.

12 - SILVER CROWN CHAMPION- 1940 - .90 in3 (15cc). Boatengine. Dual carburetors mount-ed above shaft. Large swept exhauststacks. Parallel head fins. Clamp onbypass and exhaust manifold.Flywheel. Offered by severalbuilders as a kit engine, many varia-tions exist and are still being made.

13 - CHAMPION RACE CAR- 1940 - .597 in3. Combination drum

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Charlie Bruce

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Toby Blizzard

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and shaft rotary. Single needle valveon “stove pipe” venturi. Spoke headfins. No “H” cast on bypass.Aluminum castings polished, possi-bly tumbled. No flats on shaft fordrive washer. No arm on timerframe. Has flywheel.

14 - CHAMPION AIRCRAFT- 1940 - .611 in3. Combination drumand shaft rotary. Single needle valveon “stove pipe” venturi. Spoke headfins. No “H” cast on bypass.Magnesium castings. Has flats onshaft for drive washer. Cast arm ontimer frame.

PHANTOM MOTORSLos Angeles, CA (All models spark)

15 - PHANTOM “BULLET” -1940 (June) - .276 in3. “PHANTOMMOTOR” cast on bypass. Fuel tankhas three ears for attachment tomounting ring trapped between caseand back cover. Early engines paint-

ed black wrinkle, later red wrinkleand by Sept. 1940 were unpainted.Early engines have needle valveangled back from prop arc (Figure15). Later needle valves were paral-lel to prop arc (Figure 15a)!Alternating use of aluminum andmagnesium/dowmetal castings.

16 - PHANTOM “TORPEDO”- 1940 (June) - .299 in3. Fuel tankmounts to flange as on PhantomBullet, but has a “float” and gaugeadded. Eight bolt head attachment.Early engines painted black wrinkle,followed by red and then unpainted.First engines had no web betweenlugs and side of case. This was

added around the time the cases wereleft unpainted. Name “TORPEDO”cast vertically on bypass.

NOTE: Phantom P-30 listed under“P”. Not Atwood engines!

WETZEL and ATWOOD MOTORSLos Angeles, CA

17 - ATWOOD CHAMPION(Model “H”) - 1945 - .603 in3 spark.Spoke head fins. “H” cast on bypassand various internal parts.Magnesium castings, otherwisesame as 1941 Champion. NOTE:The last Phantom Bullets also pro-duced by Wetzel & Atwood Motors.

ATWOOD and ADAMS Mfg.Burbank, CA (All models spark)

18 - ATWOOD CHAMPION(Model “H”) - 1946 - .611 in3.“H23” cast vertically on bypass.Lapped Piston, .930” bore. Parallelhead fins. 1/4-32 spark plug. Steel(instead of cast iron) cylinder.

19 - ATWOOD CHAMPION13

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(Model “J”) - 1946 - .625 in 3.Similar to Model “H” #18, but withminor cosmetic differences.Available in either ringed (.940 bore)or lapped (.930 bore) so displace-ment will vary from .625 (ringed) to.611 (lapped)

20 - ATWOOD SUPERCHAMPION (Model “JH”) -1946 - .611 in3. Lapped or ringedpiston as #19. Exhaust now onopposite side from all previousmodels. “JH” in circle above verti-cal “ATWOOD” cast on bypass.Large bypass.

21 - ATWOOD CHAMPION(Model “J”) - 1946 - .625 in3.Similar to Model “H”, but has blackwrinkle painted case and back cover.Timer, head and “smoke stack”unpainted. Paint applied to coverrough castings from worn out dies!

ATWOOD Mfg. Co.Burbank, CA

22 - SUPER CHAMPION -1948 - .630 in3 spark. Similar toAtwood “JH” Champion, but has“SUPER CHAMPION” on bypass.Small narrow bypass.

23 - GLO-DEVIL - 1948 - .625in3 glow. Similar to previous“SUPER CHAMPION”, but notimer. Small narrow bypass.

24 - GLO-DEVIL - 1948 -.625 in3 glow. Same case casting as“JH” Champion, but “GD” replaces“JH” in circle above “ATWOOD”on large bypass. (NOTE: Some

“GD” engines were reported tohave been sold with timer as anignition engine.)

25 - ATWOOD CHAMPION Model “DR” - 1948 - .625 in3

spark. Similar to Glo-Devil, butwith increased bypass and exhaustareas. “DR” on bypass. Stub intakestraight out back. No vertical stack.

26 - GLO-DEVIL Model“GD” - 1948 - .625 in3 glow. Likeprevious but without timer. “GD”on bypass.

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27 - TRIUMPH 49 - 1948 -.491 in3 spark. New Atwood design.Two piece case split below mount-ing lugs. Front rotary valve. Backcover mounted tank. Enclosedtimer. “49” stamped on top ofmounting lug. No other name ormarkings on engine.

28 - TRIUMPH 51 - 1948 -.503 in3 spark. Two piece case splitbelow mounting lugs. Front rotaryvalve. Back cover mounted tank.Enclosed timer. “51” stamped ontop of mounting lug.

29 - TRIUMPH 49 - 1948 -.491 in3 glow. Two piece case splitbelow mounting lugs. Front rotaryvalve. Back cover mounted tank. Notimer and case not machined forone. “49” stamped on top of mount-ing lug on most engines. NOTE:Control line engines (picturedexample) in both sizes sold withouttank and back cover tank screwboss not threaded. Needle valve onleft side.

30 - TRIUMPH 51 - 1948 -.503 in3 glow. Two piece case split

below mounting lugs. Front rotaryvalve. Back cover mounted tank.No timer and case not machined forone. “51” stamped on top of mount-ing lug. NOTE: Not all enginesreceived the “49” or “51” stamp onthe lug. Also most, but not all,Triumphs were serialized inside theback cover.

ATWOOD Mfg.Pico, CA (All models glow.)NOTE: The last “Triumph” 49 and51’s were manufactured under theAtwood Mfg. company name. TheAtwood 1/2A engine listing will haveit's own numbering series.

1 - WASP - 1950 - .049 in3.First Atwood built 1/2A engine.“WASP” over “049” on both sides ofcase. Thin drive washer splined onto5-40 size shaft with prop nut. Glowplug. First engines sold had the backcover only, no tank. Shown with orig-inal brown and yellow box (#1a).NOTE: Variations in venturi lengthare not a good indicator of differentmodels. These were production vari-ations.

2 - WASP - 1950 - .049 in3.“WASP” over “049” on both sides ofcase. Thin drive washer splined onto5-40 size shaft with prop nut. Tank

part of back cover. Fuel pickup frombottom of tank.

3 - WASP - 1950 - .049 in3.“WASP” over “049” on both sides ofcase. Thin drive washer splined onto5-40 size shaft with prop nut.Pictured engine shows optionaltimer tank.

ATWOOD MOTORSMontrose, CA (All models glow.)

At this point, identification ofspecific Atwood 1/2A’s becomes mostdifficult. Advertising is of no helpbecause the same ad was often runover and over. Some of the adver-tised engines have never been found.Identical engines were sold in differ-ent boxes with different names.Identical boxes were sold containinga variety of different engines. Partsinterchangeability was used exten-sively by Atwood to market newengines.

The following progression offeatures would be a logical way toapproach the evolution of Atwood1/2A’s.

1 - Crankcase castings remainfairly constant. Differences are inventuri length, shaft size and deckheight. The one outstanding differ-ence is the late “U-Control” engineshaving a heavy web cast underneaththe shaft and the very last with no

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displacement designation. This lackof displacement numbers alsoappeared on “regular” crankcases.

2 - Crankshafts progressed froma 5-40 shaft with nut, to a crankshaftwith tapered seat for longer propdrive washer and threaded in propscrew, to an 8-32 size shaft with nut.At “the end” engines apparentlywere assembled with whatever couldbe salvaged from the parts bin.

3 - Anodizing of cylinders andparts maintained their originalintent as to model designation.Exceptions include, but are not limit-ed to, a gold drive washer and spin-ner as found on engine #29.

4 - Drive washers were thin onthe 5-40 thread shafts, long on thetapered shafts, and a return to thinon the 8-32 thread shafts.

5 - 3 styles of head fins wereused. 1st version was tapered with aglow plug. 2nd was a return to therounded profile of the Wasp. Thesewere intermixed according to model.3rd was the glow head used on thefinal production. This was adver-tised as being recommended for useon earlier engines.

6 - Atwood also produced theearly models of the Wen-Macengines and there is interchangeabil-ity here as well - especially on inter-nal parts and cylinders.

With all of these overlapping dif-ferences in mind, here is a suggestedprogression of the Atwood 1/2Aengines. Not all types are pictured.

4 - ATWOOD “F/F” - 1953 -.049 in3. New crankcase casting has“ATWOOD” on right side of case,“049” on left side. Retains 5-40 sizeprop shaft with nut. Thin drivewasher. Slightly different shape tocastings. Back cover mountedtank with fuel line hole on top.Straighter fin profile. Sold at $4.75

5 - ATWOOD “U/C” - 1953 -.049 in 3. Ident ical to #4, butsold with only the plain back cover.Straighter fin profile. Sold at $4.50

6 - ATWOOD “F/F” - 1953 -

.051 in3. “ATWOOD” on right sideof case, “051” on left side. 5-40size prop shaft with nut. Thin drivewasher. Increased stroke. Sold withback mounted tank. Fuel pickupfrom top of tank. Straighter fin pro-file. Sold at $4.75.

7 - ATWOOD “U/C”- 1953 -.051 in3. Identical to #6, but soldwith plain back cover and no tank.Straighter fin profile. Sold at $4.50

8 - ATWOOD “F/F” - January,1954 - .049 in3. “ATWOOD” onright side of case, “049” on left side.5-40 size prop shaft with nut. Thindrive washer. Red anodized head.Back cover mounted tank. Taperedfin profile. Sold at $4.75.

9 - ATWOOD “U/C” - January,1954 - .049 in3. “ATWOOD” onright side of case, “049” on left side.5-40 size prop shaft with nut. Thindrive washer. Blue anodized head.

Tapered fin profile. No tank. Sold at$4.50.

10 - ATWOOD - January, 1954- .051 in3. “ATWOOD” on right sideof case, “051” on left side. 5-40size prop shaft with nut. Thin drivewasher. Yellow anodized head.Packaged with both back cover styletank and U/C back cover with notank. Tapered fin profile.

11 - ATWOOD “CADET” -February, 1954 - .049 in3. “ATWOOD”

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on right side of case, “049” on leftside. 5-40 size prop shaft with nut.Thin drive washer. Silver head. Notank. Lower price engine.

12 - ATWOOD “CADET” -February, 1954 - .051 in3. “ATWOOD”on right side of case, “051” on leftside. 5-40 size prop shaft with nut.Thin drive washer. Silver head. Notank. Lower price engine.

13 - ATWOOD OUTBOARD -April, 1954 - .049 in3. Air cooled.Cadet engine mounted on out-board motor unit using flexible shaftin lower housing. Red flywheel.“ATWOOD MOTORS” on top of fueltank. NOTE: First marine engines,both outboard and inboard, used the5-40 size shaft with nut. Later goingto the shaft with tapered seat andscrew in prop shaft.

14 - ATWOOD OUTBOARD -April, 1954 - .051 in3. Identical to aircooled outboard #13, except has .051size engine. Blue Flywheel

15 - ATWOOD OUTBOARD -April, 1954 - .049 in3. Water cooledCadet engine mounted on outboardmotor unit using flexible shaft inlower housing. Silver fins. “ATWOODMOTORS” on top of fuel tank. Hasa water jacket over cylinderfins. Water pickup tube. Red flywheel.

16 - ATWOOD OUTBOARD -April, 1954 - .051 in3. Identical towater cooled outboard #15, excepthas .051 size engine. Blue flywheel.

17 - ATWOOD INBOARD -April, 1954 - .049 in3. Air cooled.Cadet engine. Silver fins. Longerneedle. Red flywheel.

18 - ATWOOD INBOARD -April, 1954 - .051 in3. Air cooled.Cadet engine. Silver fins. Longerneedle. Blue flywheel.

19 - ATWOOD INBOARD -April, 1954 - .049 in3. Water cooledCadet engine. Silver fins. Longerneedle. Red flywheel.

20 - ATWOOD INBOARD -April, 1954 - .051 in3. Water cooledCadet engine. Silver fins. Longerneedle. Blue flywheel.

21 - ATWOOD 049 “F/F” -August, 1954 - .049 in3. Similar toprevious Atwood, but has crankshaft

with tapered seat for longer propdrive washer and screw in propshaft. Crankcase machined shorter.Prop spinner standard equipment.Back cover mounted tank. Redanodized cylinder.

22 - ATWOOD 049 “U/C” -August, 1954 - .049 in3. Similar toprevious Atwood, but has crankshaftwith tapered seat for longer propdrive washer and screw in propshaft. Crankcase machined shorter.Prop spinner standard equipment.Plain back cover with no tank.

23 - ATWOOD “CADET” -August, 1954 - .049 in3. Shortercrankcase and crankshaft withtapered seat for longer prop drivewasher and screw in prop shaft. Nospinner. No tank.

24 - ATWOOD “CADET” -August, 1954 - .051 in3. Shortercrankcase and crankshaft withtapered seat for longer prop drivewasher and screw in prop shaft. Nospinner. No tank.

25 - ATWOOD “SIGNATURE”- September, 1954 - .049 in3. LikeCadet #23, but with green anodizedfins. NOTE: Supposedly hand

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selected to turn 17,000 rpm or better.“Signature” name was applied tobox the with a sticker. It would bedifficult to tell a “Signature” from a“Standard” model without theanodizing or the box.

26 - ATWOOD “SIGNATURE”- September, 1954 - .051 in3. Like.049 #25, with increased stroke.“051” on case. Green anodized fins.

27 - ATWOOD SHRIEK “F/F”- March, 1956 - .049 in3. Slightlylonger shaft and shaft housing. 8-32prop shaft with nut. Thin prop wash-er splines to shaft. Shaft counterbal-anced with larger shaft porting. Backcover mounted tank. Glow headintroduced. FF model sold for $6.50.

28 - ATWOOD SHRIEK “F/F”- March, 1956 - .051 in3. Slightlylonger shaft and shaft housing. Shaftcounterbalanced with increased port-ing. 8-32 prop shaft with nut.Back cover mounted tank. Glowhead. Increased stroke.

29 - ATWOOD SHRIEK “U/C”- March, 1956 - .049 in3. Heavy webunder shaft housing. Shiny case. 8-32 size prop shaft with nut. Shaftcounterbalanced. Thin drive washer.Gold anodized drive washer andspinner nut. Glow head. No tank.U/C model sold for $5.95. NOTE: A

“Super Signature” engine was alsoadvertised at $6.95. Further detailsunknown.

30 - ATWOOD SHRIEK “U/C”- March, 1956 - .051 in3. Heavyweb under shaft housing. 8-32 sizeprop shaft with nut. Shaft counter-balanced. Thin drive washer. Glowhead. Increased stroke.

31 - ATWOOD SHRIEK SUPERCADET - 1956 - .049 in3. Similarto Shriek F/F, but no tank. Steelshaft bearing. Thin drive washer.Glow head.

32 - ATWOOD SHRIEKSUPER CADET - 1956 - .051 in3.As .049, with increased stroke.“051” on case. Glow head.

33 - ATWOOD SHRIEK SPE-CIAL U/C - July, 1957 - .049 in3.Basically identical to 1956 Shriek

Free Flight, but with no tank.Advertised at $4.95. NOTE:Pictured in #33 is an example ofAtwood’s parts mixing. This is a NewIn Box engine and the box is actu-ally signed by Bill Atwood himselfas a gift to one Dick Robinson.What’s wrong? The engine has theglow head but with internallythreaded shaft for a screw. Thescrew used on this engine is a lengthof all-thread and the front washer isa short rear prop washer from earli-er engines installed backwards. Totop it off, the prop nut is not theproper thread.

34 - ATWOOD SHRIEK SPE-CIAL U/C - July, 1957 - .051 in3.Basically identical to #33, but with“051” on case. The boxes for #’s 33and 34 were orange and dark blueand the engine cutouts were obvious-ly for different engines. The enginename was rubber stamped on theinsert, and in the case of the .051engine, this was marked out andhand written in. Advertised at$4.95. NOTE: The last Atwood adsappeared in 1958 and were for asteam engine powered model boat.

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SIGNATURE ENGINES, Inc.Tulsa, OKNo advertising can be found forSignature Engines in Tulsa, OK.

35 - ATWOOD SHRIEK “F/F”- 1958 - .049 in3. Identical toAtwood Shriek “F/F” #27 exceptdisplacement disk on left side isblank. No “049” or “051” shown.

36 - ATWOOD SHRIEK “F/F”- 1958 - .051 in3. Sold, but can’t beidentified without measuring.Possibly has an extra gasket shimbetween cylinder and case.

37 - ATWOOD SHRIEK “U/C”- 1958 - .049 in3. Identical toAtwood Shriek “U/C” #29 exceptdisplacement disk on left side isblank. No “049” or “051” shown.U/C model $5.95. NOTE: A “Super Signature”engine was presumed to have beenstill been offered, but details areunknown.

38 - ATWOOD SHRIEK “U/C”- 1958 - .051 in3. Sold, but can’t beidentified without measuring.Possibly has an extra gasket shimbetween cylinder and case.

39 - ATWOOD SHRIEK SPE-CIAL “U/C” - 1958 - .049 in3.While this appears to be a newengine, the use of a glow plug typecylinder muff indicates the using upof older parts.

40 - ATWOOD SHRIEK “U/C”- 1958 - .049 in3. While this appearsto be a new engine, the use of aglow plug type cylinder muff indicatesthe using up of parts. Or collectorassembled at a later time.

AVIATION INDUSTRIESSee New Hurricane

AVIATION PRODUCTS Co.See New Hornet

AVION MACHINE & TOOLWoonsocket, RI

1 - AVION MERCURY - 1938- 1.503 in3 spark. Webbed case frontwith lugs at rear for rear cover with5 screws. “Duralumin” castings.Supplied tank not attached to ven-turi as with later models.Instructions call for tank beingplaced at CG of model. Left handshaft threads. Exhaust on right side.

NOTE: Early timers were analmost exact copy of the Forster 99timer, including straight timer arm. Cast, keyed, styled timer armappeared later in production of thisfirst model.

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41 - ATWOOD SHRIEK SUPER CADET - 1958 - .049 in3. Anothermixing of parts. Note early Wasp type fuel tank. Engine is new in SignatureEngines, Inc. box. Box is bright yellow with red print. Probably built as an.051 also.

NOTE: Pictured Tulsa built engines have a variety of glow plugs which areprobably not what came new on the engine. Most original plugs were a fair-ly low profile design.

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Ted Enticknap

2 - AVION MERCURY - 1938- 1.503 in3 spark. Webbed case front with lugs at rear for rear cover with5 screws. Magnesium castings.Tank is mounted directly beneath

venturi. Left hand shaft threads.Exhaust on right side.

3 - AVION MERCURY - 1945- 1.609 in3 spark. Bore increased.Exhaust on left. Rear of case hasboss for screw in rear cover. Plainfront housing. Aluminum castings.

4 - AVION MERCURY - 1946- 1.609 in3 spark. Like #2 with theaddition of a throttle on venturi.Smooth crankcase and front cover.Return to exhaust on right side.

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