PURE GRUNT: HERCULES DIESEL
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Editor’s note: “Tractor Talk” will be back next month. In the meantime, here’s a double dose of vintage diesel goodness!
Harry Timken—of roller bearing fame—had a personal dream. He looked forward to a day in the future when America could create a modern highway system that would efficiently carry the bulk of the country’s freight. Effectively operated motor carriers would be able to supply the larger cities and also link the vast numbers of existing towns and villages generally left to fend for themselves by the railroads.
Timken, a well-known manufacturer and supplier of quality roller bearings, had an endless client contact resource list to contact in order to expand his business. He paid particular attention to developing markets. He also recognized that moving a wide variety of freight throughout any road or highway system required larger motor-powered platforms that were basically non-existent in 1915. In short, he recognized an opportunity for stronger engine designs utilizing much stronger internal components that were glaringly necessary to power the heavier-duty truck platforms that were increasing in both volume and payloads.
Few engine manufacturers of this period were interested in anything but profitable passenger car components. Of the main players, only a few had shown either interest in, or the strengthening of, their internal components. Timken began quietly planning a totally new powerplant that would feature and utilize heavy-duty components, as well as incorporate his own personal criteria of lighter weight with the reserve power necessary to operate economically. The new unit had to perform under heavy load and at increased highway operating speeds.
Wanting to move his subtle project ahead further, Timken began researching for automotive engineering candidates who had motor truck backgrounds. A person of interest, Charles Balough, held a position at Kelly-springfield Truck Company in Springfield, Ohio. Before coming to Kelly, he had held positions at Ford Motor Company, Reliance Motor Truck and Rapid Motor Vehicle of Pontiac, Michigan. Timken contacted Balough at the same time he (Balough) was going through some turmoil at Kelly due to management changes. The two men met secretly, with Timken generally laying out his parameters for his truck-specific engine application. Although Balough was only 32, he impressed Timken and was offered the unique opportunity.
The L Series
Two separate inline powerplants were designed in tandem—a four and a six. Both prototypes were unique in that they incorporated more internal bearings and utilized larger internal components. Both received heaver crankshafts. The goal, of course, was increased dependability, longevity, lighter weight and improved performance. Two pilot mules were field-tested, and the resulting data generated both the interest and the
orders necessary to prove that Timken’s personal and financial gamble had paid off.
Utilizing a strong order base, the new Hercules Company focused on its component roots expanded further in diversification as a means to offset the automotive industry seasonal business trends. In any case, Hercules was now supplying Ford tractors, farm machinery, construction equipment and the oil industry. It rapidly became considered a premier engine power source. Increased profitability generated the capital necessary for the firm to delve deeper into product research and development. High on the list was to develop powerplants that could run on a variety of combustible fuels.
Diesel Development
1931 found company engineers studying and analyzing a variety of combustion ignition engine concepts. During this period, it was felt that diesel applications were generally limited due to their size and weight. Portability was another factor. Marine and stationary customers generated most of the demand.
Engineering began developing the diesel lineup, utilizing the same established principles from its successful gas-powered units. It continued on its established program of lighter weight, high-speed operation and greater low-end lugging power. Cost savings in regard to fuel was also a major consideration. Engine flexibility of application remained a huge consideration for the company’s continued success.
Irrespective of its new diesel interest, Hercules management of this period still felt that with the availability of cheap gasoline supplies, the preference for diesel-powered units would be best achieved by targeting major export markets, along with its U.S. partners.
World War II
Hercules sales and marketing efforts had produced a large number of orders from the military before the beginning of hostilities in World War II.
At the war’s outbreak, Allied demand for specialized Hercules-powered units outstripped the company’s production capacity, thus forcing an immediate expansion program. Over three-quarters of a million engines were produced in a seemingly endless supply for military needs during this time period. Hercules-branded engine products powered military vehicles (including Jeeps and 2½- and 5-ton trucks) and power generators, while marine applications included PT boats, a variety of landing craft and amphibious tractor platforms.
The global need for agricultural and construction equipment also intensified. Industrial user requirements rounded out the market with rail and industrial locomotives, material handling, water distillation units, and oxygen and hydrogen generating platforms.
In 1945, with the war’s end, peacetime production returned. Company management again began searching for additional civilian power applications.
Hercules engine products could now be found in forklifts, stationary off-road and generator markets. A percentage of gasoline unit output had been marketed continually to a small number of marine manufacturers. Generally, these were conversion companies utilizing outside vendors, purchasing long- and short-block
assemblies, adding the marine components and selling the complete units under private label.
Hercules researchers noted that there was a hidden market to expand upon with the creation of a lightweight, high-speed, diesel-powered marine unit. Marketed for the first time under the Hercules label, the company distribution centers and boat builders were now partners with the expansion of diesel units into the marine market.
The L-head Cousins
A company standard until 1954, the Hercules “L-head” engine was now supplemented by a new and upgraded series. Available in both gasoline and diesel versions, the new units carried on the Hercules tradition of economically producing parallel engine lineups with the maximum use of parts interchangeability. Company engineers designed the engine blocks with the same cubicinch displacements for both gasoline or diesel applications. Thus, they both could be turned end for end, permitting the flywheel housing to be mounted at either end. The new design also permitted accessory mountings on either side of the block. The exhaust manifolds also utilized this feature.
Two distinct styles of Hercules diesel engines were now offered: the old, reliable “L-head” and the latest OHV (overhead valve) unit featuring direct injection. The new OHV offerings were available in either fouror six-cylinder variants. These mills were dubbed “G.O.” for the OHVS and “D.D.” for the direct-injection units. Three different bore sizes were offered with each of the four series: 3½-, 3¾- or 4-inch, all utilizing a 4½-inch stroke.
Market Changes
Market changes of a severe competitive nature were affecting Hercules business by the late 1950s. The Big Three had improved their production engine durability and output to the point that they, too, were being utilized in specialty and heavy-duty applications.
The automakers also had massive production capacity. Specialty competitors such as Caterpillar and International Harvester also increased market share. The small independents such as Hercules were left trying to maintain their “footprint” with the military business and specialty civilian firms. The military, however, had begun its own researchand-development programs, forcing Hercules to further allocate increased funding on its own in an attempt to “catch up.” In addition, export sales began to decline due to new import quota restrictions and offshore competitors from Europe and the Far East. Production volume also decreased as a result of the loss of the company’s vendor base. These established players had either merged, were swallowed up by larger firms or had left the market entirely. Hercules continued to rely on its existing contracts, but other measures were sorely needed.
An attempt to broaden the company’s engine line was made in 1957 with the purchase of two small, air-cooled engines from Lycoming. This company had been a division of the old Auburn-cord empire of the 1930s and was now primarily involved in aviation. In any case, both of the purchased units—although going through several design changes and modifications— failed to bear fruit in the marketplace, and the project was quietly abandoned.
A year into the Lycoming effort, the company purchased the assets of Hall-scott, a California-based firm that produced heavy-duty gasoline engines. This same year found Hercules closing all its factory branch offices to cut operational costs. An independent distributor network followed. The UAW entered the mix in 1959.
The game of management "musical chairs" continued until 1961, when the remnants of Hupp Corporation purchased the firm. Hupp was an old-line automotive and appliance manufacturer that was interested in the engine line. Sadly, after the purchase, Hupp’s goal appeared to be the further downsizing of Hercules. Although the company balance sheet showed a breakeven point in its first year as a Hupp member, the firm continued to pass through several other so-called “movers and shakers” in the industry.
The White Motor Company of Cleveland, Ohio, owned the firm for a brief period and changed its name to White Engines. The struggling firm’s continued reliance on military contracts evaporated with the government’s decision in the late 1980s to increase its use of standard production powerplants instead of specialized units. In addition, the development of the Humvee as its next-generation all-purpose platform also utilized standard production power. The company struggled onward until its operations ceased on August 16, 1999.
Hercules Engine Components
Autumn of that same year saw the creation of Hercules Engine Company LLC. This new firm was created by purchasing the former assets of the earlier Hercules operation to continue to support its previous customer base. Hercules-branded products and services thus continued to be available. In addition, the new firm managed to purchase 8 million dollars’ worth of existing Hercules parts inventory. All prior unencumbered vendor and in-house tooling, production machinery and support equipment had also been acquired. Original Hercules intellectual property, trademarks, trade names and supporting blueprints, and CAD system materials were again under one roof.
The new firm set up its operations in Massillon, Ohio, in a 30,000-square-foot facility supported by many prior Hercules employees. The company currently utilizes 50 distributors, along with 20 OEMS worldwide, to supply its products.
2003 saw the firm expanding into the engine remanufacturing business. As a result, established brands, including Hercules, GM Industrial, Perkins, Deutz and MWM, could be rebuilt in a modern, stateof-the-art facility.
January 2005 found the concern becoming a Perkins Master Service and Remanufacturing Center. In early 2006, the firm expanded into the re-manufacturing of aircraft support ground vehicles with another 10,000-square-foot facility. Because of its broad range of product and niche services, the company is now positioned for a solid future.