The Hall-Scott Motor Car, Truck & Engine Co.®

The Hall-Scott Motor Car, Truck & Engine Co.®  

Gallery #1 - Engines

This engine was laying in the dirt for a number of years before I got it.

The color was chosen by Capt. Bill Heins, Culver City Fire Dept. CA.  

(I owe the Capt & the Dept. a shout out for letting me work on this engine, while working on their old fire truck with a Hall-Scott 935, an old 400 series engine.  Photo's of their truck can be found on the fire truck pages )  

A 590 ci., 5" bore x 5" stroke, dual plug, Holley downdraft 4 barrel carb. (carb model #2140), 240 H.P., dual plugs

This engine came in vertical and horizontal versions, gas and LPG fuels.  Some models had dual Holley 4-barrel carbs. 

This engine came from a Crown Fire Truck from Compton, CA.

These engines, both vertical and horizontal were used in fire trucks, buses, commercial trucks.

I'm thinking of putting this one in a 1930 American LaFrance Chain Driven fire truck from Ohio.
The above engine is a Hall-Scott 779 ci. horizontal bus engine.

This engine also ran with a Holley 4-barrel downdraft carb model #2140, dual plugs, dual points, with a metal water proof cap over the Delco-Remy cap.  (These type of metal caps were also used on other Hall-Scott engines for buses, fire trucks and marine engines.)

5 1/4" bore x 6" stroke,  240 H.P. @ 2200 rpm,  aluminum alloy, 3 ring pistons.

Still waiting to get one of these.  This is a Hall-Scott factory photo.

It just does not get any better than this........

The above photo is of a Hall-Scott V-12 Stationary or Industrial engine.  Models 2268-0 & 2269-0 and 2181-B2 & 2182-B2

5 3/4" bore x 7" stroke;  2181 ci.

Water cooled exhaust manifolds.

575 H.P. @ 2200 rpm. (gasoline or butane, running w/ 2-2 1/2 " carbs, two magnetos) 24 spark plugs, 4 magnetos

These engines ran on gas, butane and LPG fuel.

Cylinder heads and cylinder blocks were cast from chrome nickel molybdenum iron.  Camshaft and accessories on each side of the engine are driven by separate triple strand roller chains.
 
We are still looking for more information about these engines.

We have three of these engines that run on LPG fuel and are looking forward to hearing them run.

Note: Hall-Scott made a bigger engine than this one with a 7" bore x 9" stroke, we are still looking for information and photos of that engine. 
Here's a couple photos of the engines we have, just like the factory photo, all three lined up.  As you can see, we have some work a head of us.  We are hoping that we can get at least one good running engine out of the three.  These three ran on propane and were used to run pumps in a gas and oil field in California.

We think they weight in at approx. 2 1/2 tons.

As you can see by comparing the factory photo to the one above, there have been items removed over time from our three.  Even if we can't get one running, it will be a nice museum piece just to look at.  We have a manual for these engines and can't wait to start on them.

Back in the fifties a man put one of these engines in his Kenworth truck.  Hall-Scott played around with a truck version.  I have no idea what the man hauled or planned to.
The above two photos are of a Model 177. 855.3 ci.  5 1/2 " bore x 6" stroke.  It runs at max 1800 rpm.  This runs approx. 245 H.P.

Top Photo:
Two Zenith updraft carbs.  The magneto under the water hose in front runs six of the spark plugs.  The long rod with the round knob at the end is to adjust the rpm for pumping operations at the carbs.

Bottom Photo:
Right in front of the distributor is the oil fill with a brass breather post.  The distributor is a Delco-Remy #4545, six plug cap with dual point set up, which comes from the airplane engines Hall-Scott made.  Behind that is the water pump.

From the top of the exhaust manifold going over the engine valve cover is a heat exchange cross over that Hall-Scott used to heat the air-fuel mixture before it was burned.

Hall-Scott used this set up on many of their engines.
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This engine is in our 1929 American LaFrance type 285 Straight Pumper #6575 fire truck, which we believe is the last one out of four that the LAFD purchased in 29'.  There were also five Triple Combos purchased that same year.  From what we know, none of those survived.

This truck was repowered with the Hall-Scott in 1942 by the HS Company.

In the early 50's they replaced the ALF rear end with a Timken 4200 series top loader rear end.  This truck went out of service in 1960.

We will add photo's of this truck on the Fire Truck pages.
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You can see a complete list and photos of the fire trucks from the very begining of the Los Angeles Fire Deptpartment by going to LAfire.com.  Our truck is listed there also.

Many trucks in the deptpartment were either repowered with Hall-Scott's or purchaced new with Hall-Scott engines. 
This is a Hall-Scott V-8, first designed and made in 1908-1909.
The first V-8 was made by Mr. Hall before the Hall-Scott partnership.
 
It was in 1909 that these V-8's first started to be used in aircraft.  In 1911 in California, Mr. Glen Martin flew a bi-winged plane with the engine installed behind where he sat, the radiator between him and the engine.
 
How many V-8 engines were made is not known and we don't know how many are out there today.

But in the "V" family, in 1910, there were 3 related engines,
A-2, 4" x 4", 402 ci. 60 HP. @ 1400 rpm.
A-3, 4" x 5", 502.6 ci. 80 HP. @ 1400 rpm.
A-4, 5" x 5", 785.4 ci. 100 HP. @ 1200 rpm.

The second generation V-8's were named the "Comet", which is the same name Mr. Hall gave a car he designed and sold.  The first cars with that name had a 4 cylinder engine, 4" x 4", over head valve, 201 ci. 18-25 HP, which would have also been the first square engine to be built by Mr. Hall.  (The last being the 590, 5"x5")

Mr. Hall did put these V-8's into cars, which later on was just referred to as the "Special Car" by the family.  It was a small runabout, two-seater type.

As the story goes, the research chief for General Motors, Charles F. Kettering, bought one of these cars with a V-8, for $5000 dollars and had it shipped back to Detroit.  Cadillac's V-8 turned out different, but it's pretty obvious that Mr. Hall's V-8 was influential in Cadillac's design.  Cadillac's design had the valves on the side and changes with the cooling system.

Facts compiled from Ric Dias book, "Hall-Scott: The Untold Story of a Great American Engine Maker".  Ric is a friend and board member of our future Hall-Scott Engine Museum.  You can purchase a copy of Ric's book by going to the SAE web site.
The Hall-Scott Diesel. 1930.

The two photos of the diesel engine show, model 140, which was a 175 model, 707 ci. engine.

Hall-Scott liked the 175 engine as a plattform for the diesel.  They sold 10 diesels to a Los Angeles bus company, even before they had any built.  They broke down, they under performed and were pulled at the first chance Hall-Scott got.

This was not a Mr. Hall and Mr. Scott engine.  By this time they were both gone from the compny that bore their names.

The Hercules DHXB &  the Waukesha 6D-125 both outperformed the Hall-Scott engine.  They had basiclly the same ci., more horsepower, more ft. lbs. of torque.

The whole design and production of the diesel was rushed by management, and it's too bad too, because had they taken their time they might have produced a high quality engine that maybe would have still been around today, worthy of the Hall-Scott name.

The two factory photo's are of prototypes.

The top photo shows the engine plate for the model 142.  Named "The Chieftain" 1936-37.
This was just the same engine as the 140, only they sold it as a marine engine and not a truck or bus engine.  They didn't sell very many of these, maybe a couple dozen, who knows when they stopped production of it.

As of today, we know of no Hall-Scott diesels that survived.  If anyone knows where one might be, please let us know.  We would like to see one and if it needs rebuilding or some maintenance, we would like to contribute.

The book has much more detail of the Hall-Scott Diesel.
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