Attention: TDR Forum Junkies As we prepare for next year’s TDR Rally I have had the great fortune to meet a handful of Cummins employees that are volunteering their time to capture many of the engine and vehicles that were a part of Mr. Clessie Cummins' and Cummins Engine Company’s formative years.
Please hit "continue" to access several videos that I recorderd of Cummins' first diesel engine (the Hvid) in operation.
LET'S WATCH SOME HISTORY
So, do you want to see and hear Mr. Cummins' Hvid engine operate?
I mentioned that Cummins is getting ready for their 100th Anniversary celebration and that I was invited to their Historical Restoration Center for a visit. In our Issue 102 magazine I’ll provide lots of further details of the trip. But, for now, let’s do a quick demonstration of the Cummins engine (the Hvid) that was first sold to the public through the Sears and Roebuck catalog.
Using the amazing technology of my cell phone (really, it is amazing) here are four quick videos that will take you back to the technology-of-the-day in 1919. Enjoy.
Now, here is a story about those early days at the engine company. In this collection Kevin Cameron provides some modern-day insights and then there are quotes from Mr. Cummins’ book, “My Days With The Diesel.” Enjoy.
The esteemed Kevin Cameron did an article for the TDR, “why Diesel Power Was Adopted” Here are several quotes from Mr. Cameron’s story:
“On rails, the first US Diesel-electric locomotive appeared in 1918 and improvement came rapidly.
“The book ‘Hall-Scott – the Untold Story of a Great American Engine Maker’ discusses that Hall-Scott built a well-respected large gasoline engine for trucks and buses. But, after WWII, their market shrank so rapidly from the proliferation of Diesel power that they were unable to continue in business. Diesel engine production jumped tenfold in the years 1940-1945 with Cummins, Mack and General Motors building most of them.”
Finally, Cameron tells us: “In 1968 the Queen Elizabeth II launched with traditional steam turbine power. It was redesigned with Diesels in 1986.”
And, truthfully, had the folks at Volkswagen played by the rules there may have been a Diesel renaissance in automobiles. Alas, that will not happen, electric vehicles have made too many inroads to the market. Just think, diesel-electric hybrid—what a concept.
Now that Mr. Cameron has helped us understand the importance of Diesel power, let’s get back to the story, Cummins History.
Back in 1967 Mr. Cummins wrote a book “My Days with the Diesel” to tell his story about the development of the diesel-design engine that bears his name. If you take a minute to search the book’s title you’ll find that it is no longer in print and used copies go for about $100.
Back in the early days of the TDR (Issues 2, Fall 1993 – Issue 24, Spring 1999) we would use excerpts from “My Days” and draw a parallel to current events in the diesel world. These collections were published in the “Clessie’s Column” portion of our magazine. Since this is a historical perspective, it is fitting to bring back one of those stories.
From Clessie Cummins: Cummins Incorporates; 1919
It’s hard to believe that Cummins has been in business since 1919. And, as is the case with many a business venture, those first few years weren’t easy.
To set the stage, the year is 1919. This is the year Cummins Engine Company officially incorporates. Mr. Cummins acquires the rights to produce a small diesel engine from a European design firm. The first engine Cummins produces is 6hp with a 5” bore and 7” stroke. Sears & Roebuck are looking for a contractor to manufacture a small engine for use in farming applications. Cummins is the successful vendor.
From Mr. Cummins’ book, ‘My Days with the Diesel’:
“Among the scores of catalog items offered in 1919 by the big Chicago mail-order firm, Sears, Roebuck and Company, was an eight-horsepower diesel engine built on the Hvid design and supplied by the Hercules Engine Company of Evansville, Indiana. When management of the mail-order company’s farm equipment division learned that we had produced and sold several of the smaller, six-horsepower engines, they became interested in exploring that market. Late in the year, W.M. Tippett, general manager of farm equipment sales for Sears, arrived at our little factory in Columbus. He was accompanied by B.F. Watson, his assistant, and a consulting engineer named Blakely.
“After looking over our six-horsepower model and studying our designs for the one-and-a-half and three-horsepower models, Tippett and Watson proposed drawing a contract whereby Cummins Engine Company would manufacture for Sears a total of forty-five hundred engines in three sizes. The proposition nearly took my breath away. Visions of instant success started swimming in my head. Calming down from the initial giddiness, however, I began to assess the idea more soberly. I pointed out to Watson that there could be a number of problems in the smaller, untried models. ‘I honestly don’t know how they will work out,’ I declared, frankly. Watson, on the other hand, insisted that the design was fine and that there couldn’t be any trouble. Tippett also reassured me. ‘We’ve sold thousands of these larger engines, and we know what we are doing,’ he said.
“It pleased WG. [W.G. Irwin, Cummins Engine Company financial backer] that the big mail-order merchandising firm wanted to do business with our small concern. Following a conference with Tippett, he approved the plan. The contract was signed. Because Sears wanted deliveries to begin just as soon as possible, I found myself immediately snowed-under with tooling, parts ordering, and production details.
“The Sears, Roebuck catalog offered our engines sixty days’ free trial. If an engine was returned, the catalog further stated, the purchaser would receive a full refund, plus freight charges. The guarantee, as announced by Sears, covered any defect in material and workmanship for the life of the engine. ‘Defective parts will be replaced at any time free of expense to the customer.’ As you can see, here was a deal where the customer could scarcely lose.
“In fact, it developed that a number of ‘alert’ farmers in the north-woods region of Wisconsin and Minnesota made quite a good thing out of Sears, Roebuck sixty-day offer. The mail-order house turning up a rash of orders from customers throughout the region. In each instance, however, the engine was returned as unsatisfactory just before the sixty-day period ended. After this continued periodically for about two years. Sears sent a man north on an investigation trip. He discovered that the farmers in various neighborhoods were taking turns ‘purchasing’ and engine which was then used to saw wood for all concerned. One farmer, it was reported, unaware that he was speaking to a company representative, lavishly praised the Sears, Roebuck policy. ‘Why, they take back the engine, give me back my money, and pay the freight bill, too! It’s mighty pleasing to do business with an outfit like that.’
“Despite improvements in production and assembly, along with price reductions which virtually eliminated all profit for our company, the engine were not successful. The sales policy established by the mail-order house was simply too generous for this kind of product. In most cases, we learned later, the engines were purchased by customers in rural areas who had nether the mechanical understanding nor the inclination to properly service and maintain them. Before the end of 1921 it became more than obvious that both Sear, Roebuck and Cummins Engine Company were losing money faster than either could afford.”
Please hit "continue" to access several videos that I recorderd of Cummins' first diesel engine (the Hvid) in operation.
LET'S WATCH SOME HISTORY
So, do you want to see and hear Mr. Cummins' Hvid engine operate?
I mentioned that Cummins is getting ready for their 100th Anniversary celebration and that I was invited to their Historical Restoration Center for a visit. In our Issue 102 magazine I’ll provide lots of further details of the trip. But, for now, let’s do a quick demonstration of the Cummins engine (the Hvid) that was first sold to the public through the Sears and Roebuck catalog.
Using the amazing technology of my cell phone (really, it is amazing) here are four quick videos that will take you back to the technology-of-the-day in 1919. Enjoy.
Now, here is a story about those early days at the engine company. In this collection Kevin Cameron provides some modern-day insights and then there are quotes from Mr. Cummins’ book, “My Days With The Diesel.” Enjoy.
CUMMINS HISTORY
From Kevin Cameron
From Kevin Cameron
The esteemed Kevin Cameron did an article for the TDR, “why Diesel Power Was Adopted” Here are several quotes from Mr. Cameron’s story:
“On rails, the first US Diesel-electric locomotive appeared in 1918 and improvement came rapidly.
“The book ‘Hall-Scott – the Untold Story of a Great American Engine Maker’ discusses that Hall-Scott built a well-respected large gasoline engine for trucks and buses. But, after WWII, their market shrank so rapidly from the proliferation of Diesel power that they were unable to continue in business. Diesel engine production jumped tenfold in the years 1940-1945 with Cummins, Mack and General Motors building most of them.”
Finally, Cameron tells us: “In 1968 the Queen Elizabeth II launched with traditional steam turbine power. It was redesigned with Diesels in 1986.”
And, truthfully, had the folks at Volkswagen played by the rules there may have been a Diesel renaissance in automobiles. Alas, that will not happen, electric vehicles have made too many inroads to the market. Just think, diesel-electric hybrid—what a concept.
Now that Mr. Cameron has helped us understand the importance of Diesel power, let’s get back to the story, Cummins History.
Back in 1967 Mr. Cummins wrote a book “My Days with the Diesel” to tell his story about the development of the diesel-design engine that bears his name. If you take a minute to search the book’s title you’ll find that it is no longer in print and used copies go for about $100.
Back in the early days of the TDR (Issues 2, Fall 1993 – Issue 24, Spring 1999) we would use excerpts from “My Days” and draw a parallel to current events in the diesel world. These collections were published in the “Clessie’s Column” portion of our magazine. Since this is a historical perspective, it is fitting to bring back one of those stories.
From Clessie Cummins: Cummins Incorporates; 1919
It’s hard to believe that Cummins has been in business since 1919. And, as is the case with many a business venture, those first few years weren’t easy.
To set the stage, the year is 1919. This is the year Cummins Engine Company officially incorporates. Mr. Cummins acquires the rights to produce a small diesel engine from a European design firm. The first engine Cummins produces is 6hp with a 5” bore and 7” stroke. Sears & Roebuck are looking for a contractor to manufacture a small engine for use in farming applications. Cummins is the successful vendor.
From Mr. Cummins’ book, ‘My Days with the Diesel’:
“Among the scores of catalog items offered in 1919 by the big Chicago mail-order firm, Sears, Roebuck and Company, was an eight-horsepower diesel engine built on the Hvid design and supplied by the Hercules Engine Company of Evansville, Indiana. When management of the mail-order company’s farm equipment division learned that we had produced and sold several of the smaller, six-horsepower engines, they became interested in exploring that market. Late in the year, W.M. Tippett, general manager of farm equipment sales for Sears, arrived at our little factory in Columbus. He was accompanied by B.F. Watson, his assistant, and a consulting engineer named Blakely.
“After looking over our six-horsepower model and studying our designs for the one-and-a-half and three-horsepower models, Tippett and Watson proposed drawing a contract whereby Cummins Engine Company would manufacture for Sears a total of forty-five hundred engines in three sizes. The proposition nearly took my breath away. Visions of instant success started swimming in my head. Calming down from the initial giddiness, however, I began to assess the idea more soberly. I pointed out to Watson that there could be a number of problems in the smaller, untried models. ‘I honestly don’t know how they will work out,’ I declared, frankly. Watson, on the other hand, insisted that the design was fine and that there couldn’t be any trouble. Tippett also reassured me. ‘We’ve sold thousands of these larger engines, and we know what we are doing,’ he said.
“It pleased WG. [W.G. Irwin, Cummins Engine Company financial backer] that the big mail-order merchandising firm wanted to do business with our small concern. Following a conference with Tippett, he approved the plan. The contract was signed. Because Sears wanted deliveries to begin just as soon as possible, I found myself immediately snowed-under with tooling, parts ordering, and production details.
“The Sears, Roebuck catalog offered our engines sixty days’ free trial. If an engine was returned, the catalog further stated, the purchaser would receive a full refund, plus freight charges. The guarantee, as announced by Sears, covered any defect in material and workmanship for the life of the engine. ‘Defective parts will be replaced at any time free of expense to the customer.’ As you can see, here was a deal where the customer could scarcely lose.
“In fact, it developed that a number of ‘alert’ farmers in the north-woods region of Wisconsin and Minnesota made quite a good thing out of Sears, Roebuck sixty-day offer. The mail-order house turning up a rash of orders from customers throughout the region. In each instance, however, the engine was returned as unsatisfactory just before the sixty-day period ended. After this continued periodically for about two years. Sears sent a man north on an investigation trip. He discovered that the farmers in various neighborhoods were taking turns ‘purchasing’ and engine which was then used to saw wood for all concerned. One farmer, it was reported, unaware that he was speaking to a company representative, lavishly praised the Sears, Roebuck policy. ‘Why, they take back the engine, give me back my money, and pay the freight bill, too! It’s mighty pleasing to do business with an outfit like that.’
“Despite improvements in production and assembly, along with price reductions which virtually eliminated all profit for our company, the engine were not successful. The sales policy established by the mail-order house was simply too generous for this kind of product. In most cases, we learned later, the engines were purchased by customers in rural areas who had nether the mechanical understanding nor the inclination to properly service and maintain them. Before the end of 1921 it became more than obvious that both Sear, Roebuck and Cummins Engine Company were losing money faster than either could afford.”
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