History of the Universal Motor Company 3
Part 3 - The Modern Marine Engine
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RESEARCH
IN PROGRESS
IF
YOU HAVE ANY INFORMATION OR PHOTOS OF THESE ENGINES PLEASE GET IN
TOUCH AT roberthess@hessmarine.ca
All American Six
Arrow
Automatic Four
Ultimate Four
Bluefin
Bullet
Knight
Marlin
Tarpon
Explorer
Master
Super Six
OK
OL
Ultimate Four
Z series
Super 4
Little King
BR (racing)
Super 6
Z Super 6
Universal 6-75
Universal 6-85 (1929)
125 BR
125 BR (with IHC engine)
Big King V8
Commodore
Cruiser
Diesel Light Plant
HCSR
HCS Industrial Engine
Sea Lion 6 (LHS)
AF Industrial engine
HFVD
Knight (6 cylinder)
LHS
Little King
M
M (with IHC engine)
Master
Sabre V6
Super Sabre V6
Sea Lion
Sheppard
Stevedore
Strato King V8-350
Super 6
Super Sabre V6 I/O (inboard outboard with Volvo outdrive)
VJ-VD
OL: 6 cylinder
BFA: 4 cylinder
AF-IND: 6 cylinder
AF, AFR: 4 cylinder
ACS: 6 cylinder
AB, AR: 4 cylinder
Master Super 6 cylinder
Atomic 3
Bullit
Colt
Elf
Z-Drive
Atomic Four model "UL"??
... based on the Sheppard engine
Explorer Six
Master Six
Little King: 8 cylinder V / 283 cu in / 188 hp - Model LEV / LEVH
Big King: 8 cylinder V / 430 cu in / 277 hp - Model NKEV
Strato King: 8 cylinder V8-350 cu in
UJ Automatic: 4 cylinder (a variation of the Atomic Four "UJ")
AB4, AB6
4-25, 4-30, 6-60
CE
BNMR, ECO., ECOL
KN light plant
BR, FA, AF
198, 225
Make Years Engine Model information Carburetor Number/Code Type Kit
Universal 1931 1936 OWN 8-347 Zenith 6473 157MVM2 2611
Universal 1932 1936 OWN AB4, AB6 Zenith 6656 124.5T 617
Universal 1933 1936 OWN BN, UTILITY 4 Zenith 7367 124.5T 617
Universal 1933 1936 OWN AF, FLEXI 4 Zenith 6686 124.5T 617
Universal 1933 1936 OWN AFS, BLUE Zenith 6687 124.5T 617
Universal 1936 OWN LSG, SUPER 4 Zenith 7503 124.5T 617
Universal 1936 OWN AD, BLUE JACKET Zenith 7368 124.5T 617
Universal 1936 1951 AFS, IND Zenith 9952 62M2A9 689
Universal 1936 1942 4-25 Zenith 485 S 62M2A9 689
Universal 1936 1947 4-30, 6-60 Zenith 486 S 62M2A9 689
Universal 1937 AMS Zenith 8207 655.5M2 1789
Universal 1937 1939 HCS, Cruiser 6 Stromberg 39 13 F-4615 SFM-3 1524
Universal 1937 Generator Zenith 8488 124.5XT 617
Universal 1937 1940 HCS Stromberg 39 15 F-4648 SFM-4 1483
Universal 1937 1939 CE Stromberg 39 17 380506 SFM-4 1483
Universal 1938 Utility Four Zenith 8715 524.5M2
Universal 1938 1941 Flexible Four Zenith 8522 524.5M2
Universal 1938 1941 Cruiser Six Zenith 310 S 556M4 1052
Universal 1938 1941 Blue Jacket Twin Zenith 8728 593.5M2
Universal 1939 SLG Zenith 8926 524.5M4
Universal 1940 1951 BN, BNM, BNR Zenith 9738 61M2AEX7 693
Universal 1940 1951 BNMR, ECO. ECOL Zenith 9738 61M2AEX7 693
Universal 1941 AFS Zenith 469 S 62M2A9 689
Universal 1941 1946 Sea Lion 6, LHS, Stromberg 425066 SFM-4 1483
Universal 1941 Super Four Zenith 8974 524.5M2
Universal 1941 1951 All American Six Zenith 9777 63M2E10 703
Universal 1941 1951 Super Four Zenith 9911 63M2E10 703
Universal 1941 1946 Cruiser 6, HCS, Stromberg 425081 SFM-3 1524
Universal 1942 Super Four Zenith 527 S 62M2A9 689
Universal 1942 1943 Light plant Zenith 823 S 61AX7 694
Universal 1942 1948 BN Zenith 532 S 62M2A9 689
Universal 1943 1951 Blue Jacket Twin Zenith 10118 61M2AE7 693
Universal 1944 KN, Light plant Zenith 1014 S 161X7 694
Universal 1944 1945 FA Zenith 9960 S 62M2A9 689
Universal 1944 1948 Fisherman Zenith 955 S 61M2AE7 693
Universal 1945 1948 FA Zenith 10252 62M2AJ9 1023
Universal 1946 1951 HCS, IND Zenith 10304 62M2AX9 689
Universal 1946 1949 Super Four Zenith 1416 S 62M2A9 689
Universal 1947 1951 AF Zenith 10620 61M2AEX7 693
Universal 1947 1951 UJ Zenith 10621 61M2AE7 693
Universal 1949 1950 BR Zenith 10896 28BV11 1018
Universal 1949 1951 FA Zenith 10852 63M2E10 703
Universal 1950 1951 Super Six, Zenith 11110 263M2E14 1039
Universal 1951 Sea Lion Zenith 11264 263M2E14 1039
Universal 1951 Cruiser Six Zenith 11260 263M2E12 1043
Universal 1952 HF Zenith 11482 63M2E10 703
Universal 1952 HF-HFR Zenith 11423 63M2E11 1028
Universal 1963 6 198 Rochester 7023081 2GC 2861
Universal 1964 6 225 Rochester 7024083 BC 2862
Universal 1965 6 225 Rochester 7025181 2GC 2863
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Universal marine engine being tested on a Sprague dynamometer after assembly
The Unimite Four: 4 cylinder inline / 141 cu in / 70 hp - Model HF (6 volt generator, direct drive) / HFR (6 volt generator, 2:1 reduction gear) / HFVD (6 volt generator, V drive, 1:1, 1.29:1, 1.67:1, 2:1 reduction gear options) was introduced in 19??, and still available in 1955. The Unimite Four was a marinized version of the Hercules IXA and/or IXB 4 cylinder engine. Parts were available for this engine until 1996.
1955 Universal Unimite Four (installed in a 1955 Shepherd Ski-Bee) - from the collection of Daniel Robichaud: Danieli95@hotmail.com
The Arrow 6 cylinder inline / 230 cu in / 100 hp - Model 230 (direct drive) / 231 (1.88:1 reduction gear) / 232 (2.44:1 reduction gear) / 233 (3.32:1 reduction gear) / 234 (4.12:1 reduction gear) was introduced in 19?? The Bluefin 6 cylinder inline / 230 cu in / 113 hp - Model SY230 (direct drive) / SY231 (1.5:1 reduction gear) / SY232 (2:1 reduction gear) / SY230P (direct drive, hydraulic reverse gear) / SY231P (1.5:1 reduction gear, hydraulic reverse gear) / SY232P (2:1 reduction gear, hydraulic reverse gear) / VSY230P (hydraulic reverse gear, V drive, 1:1, 1.5:1, 2:1 reduction gear options) was introduced in 19?? The Bullet: 6 cylinder inline / 240 cu in was introduced in 19??. The Arrow, Bluefin, and Bullet were marinized versions of the Hercules QXD3 6 cylinder engine.
The Marlin: 6 cylinder inline / 320 cu in / 110 hp - Model 320 (direct drive) / 321 (1.88:1 reduction gear) / 322 (2.44:1 reduction gear) / 323 (3.32:1 reduction gear) / 324 (4.12:1 reduction gear) was introduced in 19??
The Tarpon: 6 cylinder inline / 320 cu in / 140 hp - Model Y330 (direct drive, manual reverse gear) / Y330P (direct drive, hydraulic reverse gear) / Y331P (1.5:1 reduction gear, hydraulic reverse gear) / Y332P (2:1 reduction gear, hydraulic reverse gear) / Y333P (2.5:1 reduction gear, hydraulic reverse gear) / 330 (direct drive, 1 1/4" coupling) was introduced in 19??
The Knight 6 cylinder inline / 340 cu in / 165 hp - Model Y350 was introduced in 19??. The Marlin, Tarpon, and Knight were marinized versions of the Hercules JXD 6 cylinder engine.
Universal's
main competitor Kermath placed a very strange ad just before they
went out of business (note the inclusion of an address for a Canadian
“plant” in Toronto).
Kermath made a famous “Straight
8” used extensively by rum runners (& Humphrey Bogart in
the book “To Have and Have Not” by Ernest Hemingway).
The Atomic Four
In 1947 the Atomic Four was introduced. It was a 4 cylinder inline / 1 litre (64.46 cu. in.) / 30 hp engine, Model UJ - 5101 (direct drive) / UJR - 5102 (2:1 reduction gear) / UJVD - 5103 (V drive, 1:1, 1.29:1, 1.67:1, 2:1 reduction gear options) L head (flat head) engine incorporating an integral reverse gear, with roots stretching back to the earliest Universal 4 cylinder engines. It was not a modified Jeep or Farmall tractor engine (the early military and civilian Jeep engine was a 4 cylinder, L head design like the Atomic Four, but it was twice the size of the Atomic Four at 2.2 litres (134 cu. in.) and had 3 main bearings - the Atomic Four has 2. In 1953 Jeep switched to an F head engine) and if anything was based on the successful Utility Four life boat engine. Sales of the Atomic Four grew strongly after 1955 as the recreational sailboat market expanded.
Universal
Atomic Four (pre 1967 model)
All Atomic Four engines were fitted with Paragon marine reverse gears, and were also available with an optional Paragon reduction gear assembly or Walter V drive assembly mounted on the end of the reverse gear. Paragon reverse gears and reduction drives were built at the Paragon Gear Works factory in Taunton, Massachusetts. Walter V drives were built by the Walter Machine Company in Jersey City, New Jersey. They were available in several different ratios. When a reduction drive or V drive is fitted the Paragon reverse gear requires a different final output drive shaft than the one fitted to direct drive model.
The Walter V drive has a V angle of 22 degrees, which means it is hard to replace a V drive Atomic Four with a Kubota or Yanmar based V drive diesel engine because most common V drives sold with diesels (ie Hurth) have a V angle of 15 degrees. The difference in V angle necessitates extensive modification of engine mounts, stern tube, and rear propeller shaft support strut in order to mount the new engine at the correct angle.
Universal Atomic Four 1950 trade show ad
Most Universal engine parts were cast in-house at the Universal Foundry building near the factory, which was torn down in 2000. Engine parts cast at the foundry are marked with the cast-in foundry mark "UF" (for "Universal Foundry") as well as a cast-in engine code and part mould number (ie the Atomic Four engine code is "UJ", and the Atomic Four cylinder head mould number is "2"... so Atomic Four cylinder heads have a cast-in "UJ-2".
circa
1957 Atomic
Four - V
drive model (note aftermarket electric solenoid choke
modification)
photograph by Brian Boaz
Universal used a Prestolite distributor, coil, generator, regulator, and starter on the Atomic Four until 1967 (initially 6 volt and later 12 volt), and in 1968 began using 12 volt Delco Remy ignition / starter components and Motorola alternator on the upgraded version released that year. The Prestolite starter has a different bendix gear / ring gear tooth pitch than the Delco starter bendix gear / ring gear, which means that the newer Delco starter cannot be fitted without also changing the ring gear. The Delco ring gear diameter is .5" wider than the Prestolite part, and so the flywheel housing casting must also be changed or machined to accommodate the larger Delco ring gear.
early model Atomic Four - circa 1959
The new version had a new cylinder head design which incorporated a full flow bypass thermostat housing, a modified lubrication system, and upgraded valves / valve followers / valve springs. Many minor design changes were made to the Atomic Four over the 37 years it was in production.
late model Atomic Four - circa 1974
A special Canadian version of the Atomic Four was produced for several years starting in 1975?. Called the Stevedore (Model UJS - 5111 (direct drive), Model UJSR - 5112 (reduction drive), Model UJVD - 5113 (V drive), it was exactly the same as an Atomic Four except it had a restrictor in the intake manifold which limited maximum power to 13.8 kW / 18.5 hp at 3,000 rpm, and different carburettor jets. The Stevedore was intended to comply with a Canadian federal or provincial regulation (possibly the province of Ontario, where the Canadian sail boat industry was centred) regarding maximum horsepower, or to gain a tax, insurance, or import duty advantage. The Atomic Four produces 22.3 kW / 30 hp at 3,500 rpm, however the Atomic Four and the Stevedore produce nearly identical power (approximately 11 kW / 15 hp) at a typical sailboat engine maximum speed of 2,000 rpm.
Atomic Four lifters - 4 different styles
V drive Atomic Four
The price of a new Atomic Four in 1976 was $US1,970 FOB Oshkosh, Wisconsin. Approximately 40,000 Atomic Four engines were sold between 1947 and 1984, with an estimated 20,000 still in use in 1998. Paint colours available for the Atomic Four in 1960 were listed in the parts manual as green, aqua-blue, epoxy tan, and copper metallic, but by 1970 the only colour available for the Atomic Four was copper metallic, which was the colour most engines were painted.
In 1948, the Universal Motor Company of Oshkosh, Wisconsin, introduced a new engine model that soon began to play an important role in the Canadian and American sailboat industry which has continued right up to the present day. In recognition of the dawning nuclear age in which it was born, the engine was called the Atomic. Including the number of cylinders in the name of its engines was a Universal Motor Company tradition, and so because the new engine had four cylinders, the full name of the new engine was the Atomic Four, with the Universal model code UJ.
Like all Universal marine engines, the Atomic Four’s roots stretch back to the earliest Universal 4-cylinder marine engine - the Universal Model C, first manufactured in 1915 — and even further back to 1898 and the very first engines built by the Fahrney, T&M (Termaat and Monahan), and Badger companies. These companies were the ancestors of the Universal Motor Company, which was formed by their incorporation in Oshkosh, Wisconsin, in 1913.
The new Atomic Four was not a modified Jeep engine or tractor engine. Rather, it was based on the earlier Universal Utility Four engine, which was very similar to the Atomic
Four. In fact, one of the Universal Motor Company’s advertising slogans was “100% marine motors,” because all its engines were designed from the ground up as marine engines, instead of being adapted from automobile or tractor engines. The early military and civilian Jeep engine was a 4-cylinder, L-head design (also known as a flathead, with
the valves in the block on same side of the cylinder) like the Atomic Four, but it was twice the size of the Atomic Four at 134 cubic inches and had three main bearings, whereas the Atomic Four has just two. In 1953 Jeep switched to an F-head engine (with exhaust valve in the block and intake valve in the head), which bears even less resemblance to the
Atomic Four than the original Jeep engine. Atomic Four engines, small tractor engines, early Jeep engines, and many other types of small marine and industrial engines (such as Hercules and Continental) had similar 4-cylinder L-head engines, and used the same Prestolite distributors, starters, coils, and Zenith carburetors as the Atomic Four, so to the inexperienced eye, they looked so similar they were often assumed to be the same engine. The immediate predecessor to the Atomic Four, the Utility Four, Universal
Model BN, was introduced in 1933. It was a 4-cylinder L-head engine with a capacity of 95 cubic inches, which developed 25 horsepower at 2,500 rpm. Unlike the Atomic Four, it was fitted with a Joes Gears integral reversing gear, not a Paragon. Joes Gears were manufactured by the Snow & Petrelli Manufacturing Company in New Haven, Connecticut. The Utility Four was used extensively all over the world during World War II to power lifeboats for the ships, barges, and tankers of many navy and merchant marine fleets. It was available with an optional magneto ignition and a dual carburetion system that allowed it to run on gasoline or kerosene/light diesel fuel. To burn kerosen/light diesel the engine was started on gasoline from a small engine-mounted tank and then switched to kerosen/light diesel when it warmed up. The hot exhaust system was used to pre-heat the kerosene/light diesel so it could be used as fuel.
The Atomic Four was built at the Universal Motor Company factory in Oshkosh, Wisconsin in 3 main configureations: direct drive – UJ, reduction drive – UJR, and V drive – UJVD. The Paragon reverse gears and reduction drives used on the Atomic Four were built at the Paragon Gear Works factory in Taunton, Massachusetts, and the Walter V drives fitted to the V drive models were built by the Walter Machine Company in Jersey City, New Jersey. Most Universal engine parts were cast in-house at the Universal Foundry, which was in a separate building near the factory in Oshkosh (the foundry was torn down in 2000; the factory is still there). Universal engine parts cast at the foundry were marked with the cast-in foundry mark UF (for Universal Foundry) as well as a cast-in model code and part mould number. The Atomic Four model code is UJ, and the Atomic Four block mould number is 1, so Atomic Four blocks are marked UF and UJ-1, cylinder heads are marked UF and UJ-2, oil pans are marked UF and UJ-4, and so on. Parts on early engines used the same casting numbers as later engines, even though in some cases the design of the parts was changed. For example, besides cylinder head and manifold redesign for newer engines, the belt pulley UJ-79 used on early engines with generators was cast with thinner sheave sides than later pulleys intended for use with alternators.
Many design changes were made to the Atomic Four over the 32 years it was in production however there were three main variants. The early model engine's main distinguishing feature was a cylinder head without a thermostat housing and a “flip-top” oil filler cap on the side of the gear housing. These were built until around 1967 (up
to serial number 79475). Early-model transition engines were identified by the oil filler cap in the gear inspection cover plate and were built around 1967 to 1969 (serial number 79476 to 170508). Late-model engines with an integral thermostat housing in the cylinder head (incorporating a modern full-flow bypass thermostat) and an oil filler cap in the front of the block were built from 1969 to 1980 (serial numbers higher than 170509). Other major changes to the engine during its production life included a switch from Prestolite (initially 6-volt and later 12-volt) to Delco Remy electrical components; a modified lubrication system and oil-pressure release valve; a better carburetor (Zenith 68), a different water pump (Oberdorfer), upgraded valves guides, followers, and springs; a revised flywheel housing and cover plate (the new plate was a flat piece of sheet metal instead of the
earlier cast piece); and a revised oil viscosity specification (SAE 30 – hot weather or SAE 10-30 multigrade – year round). Universal also issued several bulletins, including a modification to the oil-pressure release valve to stop fluctuating oil pressure, a modification to the thermostat housing to help cure overheating in hot weather, and a revised fastener torque specification for connecting rod nuts from 33 to 25 foot-pounds. A lower-power version of the Atomic Four, the Stevedore, was produced for several years starting around 1974. The Stevedore model designation simply added an S to the Atomic Four model, (model UJS for direct drive, model UJSR for reduction drive, and model UJVD for V drive). The Stevedore was built to comply with lower Canadian federal import duties on engines with less than 20 horsepower, because truckloads of Atomic Four engines were being shipped north from Oshkosh into southern Ontario and fitted in sailboats built in the busy Canadian sailboat manufacturing industry centred there (C&C,
Hinterhoeller, Grampion, Alberg, Hughes, Northstar, Bayfield, and others), which was shipping most of the boats they built back to customers in the US (all this before the introduction of the North-American Free Trade Agreement, NAFTA!). In 1978, changes to U.S. and Canadian Coast Guard regulations made it necessary for Universal to replace the AC Delco mechanical fuel pump used on all engines built since 1948 and they switched to a Facet electric fuel pump with an oil-pressure safety switch. The previously unused automotive ballast resistor bypass “R” terminal on the Delco starter solenoid was incorporated in the system as an oil-pressure safety switch bypass to allow the electric pump to supply fuel while starting the engine before it had built up enough oil pressure (10 psi) to activate the oil-pressure safety switch. Over the years, Universal also increased the optional equipment available for the Atomic Four directly from the factory: a bypass oil filter (made by Fram), adjustable rubber engine mounts (made by Bushings Unlimited), high-capacity alternators (made by both Motorola and Leece-Neville), different control panels (some made by Teleflex), and freshwater cooling (made by Sendure). Even after the engine had been out of production for 15 years, Westerbeke (which later acquired Universal) introduced minor design changes in the form of a new-style graphite head gasket (only one gasket is required as long as compression is under 125 psi), and an optional 180°F thermostat that raises engine operating temperature for longer life and lower fuel consumption, which is designed to be used in freshwater-cooled engines only.
Sales
of the Atomic Four grew strongly after 1955
as the recreational sailboat market
expanded. In 1961 the Universal Motor Company was sold to the J. M.
Nash Company of Milwaukee and in 1967 the Nash Company became
Medalist Industries. Thus Universal changed its name to Medalist
Universal Motors, which changed the Atomic Four model
designations several years later. The UJ became the 5101; the UJR, the 5102; and the UJVD, the 5103.In the 1970's Universal also manufactured a single cylinder engine called the Atomic One, and a twin called the Atomic Two, but neither had nearly the sales of the Atomic Four and are not well known. At the end of the 1970s, sailboat manufacturers increasingly began to switch from gas to diesel engines, and sales of the Atomic Four tapered off. Production was stopped in 1980. The price of an Atomic Four at that time was $2,324. Freshwater cooling was a $398 option. By 1974 Westerbeke had already begun importing Kubota diesel engines from Japan and adapting them for marine use, so the company was ready for the sailboat market shift to diesels. The company’s early Universal diesels were named Atomic in order to take advantage of the reputation of the Atomic
Four. Catalina, the largest U.S. sailboat manufacturer for many years, fitted Atomic Four engines to most of its smaller boats until around 1985 (the engines fitted between 1980 and 1985 were produced in 1979 and 1980 and stored until they were sold), when they switched to Universal diesels. Westerbeke dealers continue to sell new Universal marine
diesels and parts for the Atomic Four, but blocks, oil pans, valve lifters, and crankshafts, as well as several transmission components, such as Paragon gear throw-out bearing assemblies, are not available. However, most common rebuild and repair parts still can be obtained, including cylinder heads, pistons, thermostats, gaskets, and manifolds. Many people have wondered if it would be feasible for Westerbeke to begin building brand-new Universal Atomic Four engines. Many engine shops have approached foundries to evaluate the feasibility of manufacturing new blocks, only to discover that although it is possible to cast new blocks at a fairly reasonable price, the cost of custom machining each casting to create a viable engine is prohibitive due to the lack of the original Universal factory tooling and assembly line. If Westerbeke did begin building a 21st-century Atomic Four, it would no doubt require many design changes to bring the engine up to date, the most important design decision being the fuel the new engine would use... gasoline, diesel, propane, natural gas, hydrogen, or electricity. Nevertheless, even without a new design the legacy of the Atomic Four is assured. Like the “Little Engine That Could”, thousands keep on chugging away in classic sailboats around the world.
The Nash and Medalist Years
In 1956 Universal purchased the gasoline engine division of the Nordberg Manufacturing Co. of Milwaukee Wisconsin. Nordberg manufactured a line of 6 cylinder engines: the 230 cu. in. 90 hp Model 230, the 320 cu. in 103 hp Model 320, and the 340 cu. in. 135 hp Model 340.
Nordberg 6 cylinder Model ?
1954 Nordberg 6 cylinder Bullet top view (photograph courtesy of Tom, Michigan, USA)
1954 Nordberg 6 cylinder Bullet front view (photograph courtesy of Tom, Michigan, USA)
All Nordberg engines were fitted with a Nordberg designed and manufactured marine gear and reduction gear. In 1957 Universal advertised the Nordberg line as the "Universal Motor Company - Nordberg Gasoline Engine Division", and listed 7 models from 60 hp to the 100 hp Nordberg Arrow (the same engine was sold as the Universal Explorer Six), and 155 hp Nordberg Knight.
Universal
Explorer 6 (actually a Nordberg Arrow in Universal colours - and
apparently with a different manifold)
[photo courtesy of Steve
Hornsby - if you have any information on the Explorer Six please
contact him at hornsby@post.queensu.ca
]
1957 ad for the Universal Motor Company - Nordberg Gasoline Marine Engine Division
The Nordberg 6 cylinder engine was a more advanced design than the Bluejacket 6 being built by Universal, so the next year the Bluejacket 6 was dropped, and in 1958 Universal began selling the Nordberg engines under the name Norseman, including a new model called the Norseman 240, model designation Y240P. Norseman engines were built until 1965, when materials became so expensive that Universal could not compete with the V8 conversion engines being offered by the competition and discontinued the whole line.
1958 Norseman Model Y240P (from the collection of Robert Becker)
Norsdburg Type DBM-24 announcement
In 1957 Universal was proud of the fact that more electric power and light plants had been added to its line during 1956 than in any previous year. Included in the products being manufactured by Universal were a dozen air-cooled four-cycle portable generating sets with 5 starting options: manual, electric starter, remote, automatic, and automatic standby. Single cylinder units included the 450 watt 08-B and 08-ES (electric start); the 650 watt 012-B and 012-ES; the 700 watt 011-B and 011-ES; the 800 watt 014-B, 014-ES, 014-BR (12 volt remote), 014-BA (12 volt automatic), and 014-M (manual start DC version); the 1,200 watt 21-B, 21-ES, and 21-BR; 1,500 watt 20-B, 20-ES, 20-BR, 20-BA, and 20-M; 2,200 watt 41-B, 41-ES, 41-BR, 41-M, 42-B, 42-ES, 42-BR, 42-BA, and 42-M; the 3,500 watt 71-B, 71-ES, and 71-BR, and the 3,800 watt 70-B, 70-ES, and 70-BR... a total of 34 models.
All models in the 5,500 watt 2 cylinder series - the 102-B, 102-BH, 102-BL, and the 102-BW - had manual starting, with electric and remote variations available. Remote control was optional as an alternative to the standard electric starting with the 4 cylinder units in the 10,000 - 12,000 watt category; the 210-B, 210-BH, 210-BL, 210-BW.
The existing line of gasoline generators, designed for below-deck installation and ranging in size from 250 watts to 6,000 watts AC and DC, was augmented with a new line of water-cooled gasoline and diesel generators - the gasoline line included generators from 5,000 watts (5 Kw) to 35,000 watts (35 Kw), and the diesel line included generators from 10,000 watts (10 Kw) to 35,000 watts (35 Kw).
By 1957 there were 4 models of Universal marine engines available with Walter V drives. Designated "Aqua-paks", they were available with the Universal Utility Four, Unimite Four, Explorer Six, and Super Six Commodore engines.
Also available in 1957 were 7 six cylinder engines: the 60 hp Bluejacket Six, 90 hp Cruiser Six, 100 hp Explorer Six - Model OK, 110 hp Master Six, 110 hp Sea Lion Six, 130 hp Super Six Stevedore, and 145 hp Super Six Commodore. 5 four cylinder models were available: the 25 hp Utility Four, 30 hp Atomic Four, 45 hp Flexifour, 50 hp Super Four, and 65 hp Unimite Four. Still available was the single cylinder 8 hp Fisherman, and the twin cylinder Blue Jacket Twin. In 1957 Universal introduced a new 18 month free parts replacement warranty.
The Explorer Six - Model OK was a 6 cylinder, 100 hp @ 3,200 rpm engine built on a 230 cu in Chrysler side-valve ("L" head) block. It was fitted with a single barrel updraft Carter carburetor, a Delco 6 volt starter, and a Paragon reversing gear. Standard prop was a 3 blade 15” X 10”, which gave 3,200 rpm with the boat fully loaded. [information on the Explorer Six courtesy of Ed Lukacs - thank you Ed]
The Universal Stratoking - Model SEVH20 was a V8, 215 hp at 4,000 rpm engine built from a 327 cu in GM block. It was built by Chris Craft for Universal with only with minor changes. Chris Craft called the same engine a Chris Craft Model "Q".
Universal Stratoking V8 (fitted in a 1954 motor yacht designed & built by Pezzola - photo courtesy of owner Alejandro Bastin, Argentina)
In 1958 several models of small centrifugal pumps were added to the Universal product line under the name Universal Aquamaster.
By 1960 growing Atomic Four sales had effected sales of the Bluejacket Twin and the Utility Four, and they were finally discontinued that year.
In 1961 Mr. Kleiforth sold Universal to the J.M. Nash Co, and Mr. W.R. (Bill) Murphy was appointed General Manager of the Universal Motor Division.
In 1963 the Sabre V6 (a Buick V6 conversion) was added to the Universal marine engine line, aimed at the inboard/outboard market. It had a displacement of 198 cu in, and was rated at 140 hp. This model was renamed the Super Sabre V6 (Model DX) in 1965 after an engine redesign by Buick. The Super Sabre had a displacement of 225 cu in, and produced 155 hp.
Super Sabre ad
From 1965 to 1975 Universal had about 80% of the sailboat market. Universal engines, nearly all Atomic Fours, were fitted to sailboats from 7.6 metres / 25 feet to 12 metres / 41 feet.
January 12, 1968 - 25th Annual Miami Boat Show.
At the Miami Marine Engines booth, Universal Motor Company Sales Manager L. T. Grill, centre, shows off the redesigned Atomic Four.
During this period the 1 cylinder 18 cu in / 5 hp Atomic One (model AM) and the 2 cylinder 33 cu in / 10 hp Atomic Two, Model 5610 were also sold as small sailboat auxiliaries to take advantage of the sales appeal of the "Atomic" name. Although these engines were similar to the older Fisherman and Blue Jacket Twin models respectively, they were smaller engines. The Atomic One was actually a Kermath Sea Pup... block cast by Kermath, not Hercules, and the Atomic Two was actually a Kermath Sea Twin, which used a Hercules block.
Universal Atomic Two drawing from brochure
Universal Atomic One drawing from brochure
Kermath Sea Pup / Universal Atomic One
In 1967 the corporate name was changed from J.M. Nash Co. to Medalist Industries and thus Universal became a division of Medalist Industries.
New York Boat Show, Feb. 7, 1968, Sales Manager L. T. Grill left, General Manager William Murphy centre
In 1968 the V6 series was discontinued when Volvo suddenly refused to sell Universal any more inboard-outboard drive units because they had sold their entire production run to the Chrysler Corporation. At that time 80% of Universal’s sales consisted of Super Sabre V6 inboard engines with Volvo outboard units, and so Universal lost 80% of its business.
Kermath Sea Pup / Universal Atomic One
In 1968 Universal purchased the Nordberg Power Chief line of heavy duty diesel engines from Caysco Inc. of Washington DC. Nordberg diesel engine models included a 10 hp 1 cylinder (Model 4FS1), and a ?? hp 2 cylinder engine ( Model 4FS2) which was introduced in 1951. The Model 4FS2l was available with a 15 to 20 kW generator.
Universal Motor Company, 1969 (note flag pole and height of shrubs)
In 19?? Medalist Industries moved the rest of their operations to the Universal factory at 1552 Harrison St. in Oshkosh.
November
1967, Medalist Nash-Bell-Challoner division plant in Oshkosh.
Bernard
Morgan demonstrates new Universal milling machine
In January 1970 Bill Murphy was assigned to other duties in the Medalist organisation, and Medalist employee Jerry Watson was given the additional duty of Managing the Universal Motor Division. Under his direction the pump line was expanded, with the addition of a complete line of electric motor powered pumps, including a stand pipe sump pump, a submersible sump pump, and a diaphragm pump.
In 19?? a small portable battery charger was introduced. It was simply an automotive alternator driven by a small engine, possibly a Briggs and Stratton.
Canadian Universal dealers in 1975
included:
H&H Marine Engine Service, Vancouver, BC
False
Creek Yacht Service, Vancouver, BC
Harbour Machine, Victoria,
BC
Interior Twin Anchors, Sicamous, BC
Richardson's Marine,
Nanaimo, BC
Shlegel's Yacht Service, North Vancouver, BC
Sidney
Propeller, Sidney, BC
Southcoast Marine, Burnaby, BC
The Yacht
Shop / Scotia Trawler Equipment, Lunenburg, NS
Nauticus Marine,
Armdale, NS
(Note: there were other dealers in Ontario and Quebec,
and probably New Brunswick and Newfoundland)
Many Vancouver boaters had their Universal engines repaired by ? Chappell, who had a garage behind his house in the Kitsilano area of Vancouver during the 1950s, 60s, and 70s. Chappell had been trained in diesel mechanics in Germany before World War II, and his father had been a marine mechanic with a shop in the South Creek area of Vancouver before World War I. Another well-known Vancouver marine mechanic in the 1970s was Harold Hatch... the "H" in H&H Marine Engine Service, which is still in business as Marine Engine Service owned by Peter Chong.
American Universal dealers in 1975
included:
Sintes Boat Works, New Orleans, LA, USA
Boatswain's
Locker Inc, Newport Beach, CA, USA
Bill's Marine Service, Seal
Beach, CA, USA
Ala Wai Marine, Honolulu, Hawaii, USA
(Note: and
many more which I'll will add when I get time)
Other dealers were:
Fajardo
Marine, Fajardo, Puerto Rico
Port-O-Call, St. Thomas, US Virgin
Islands
Pitts Bay Boat Co. Ltd., Hamilton, Bermuda
