COOPER-BESSEMER TYPE GMV INTEGRAL-ANGLE GAS ENGINE-COMPRESSOR

AN ASME HISTORIC MECHANICAL ENGINEERING LANDMARK Knox County Historical Museum Mount Vernon, Ohio August 26, 2006

HISTORIC MECHANICAL ENGINEERING LANDMARK

COOPER-BESSEMER TYPE GMV INTEGRAL-ANGLE GAS ENGINE-COMPRESSOR 1938
THE GMV INTEGRAL-ANGLE GAS ENGINE-COMPRESSOR WAS AMAJOR CONTRIBUTOR TO THE WORLDS ECONOMY FOR MORE THAN HALF A CENTURY, PROVIDING COMPRESSION ENERGY FOR THE NATURAL GAS TRANSMISSION, GAS TREATMENT, PETROCHEMICAL, REFINERY AND POWER INDUSTRIES IN THE UNITED STATES AND FORTY-FOUR COUNTRIES AROUND THE WORLD. THE BASIC MECHANICAL DESIGN OF THE GMV IS UNIQUE IN ITS SIMPLICITY AND PROVIDES HIGH EFFICIENCY AND RELIABILITY FOR CONTINUOUS, HEAVY-DUTY INDUSTRIAL APPLICATIONS. DESIGN IMPROVEMENTS DURING THE GMVS EVOLUTION DOUBLED ITS POWER OUTPUT, IMPROVED THERMAL EFFICIENCY TO 37 PERCENT, AND LED THE WAY IN EXHAUST EMISSION REDUCTION FOR NATURAL GAS ENGINES.

THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS

2006

Fig. 1 Typical Installation, Lone Star Gas GMV-8s

Introduction
The modern industrial world became dependent upon large scale exploitation of fossil fuels in the latter half of the nineteenth century. Energy use from fossil fuels began with coal, and was supplemented with petroleum production, beginning in 1859. Extraction of petroleum was usually accompanied by natural gas, which was at first considered to be a nuisance and was flared. Gaseous fuel had the disadvantage that it could not be transported in batch quantities like coal and petroleum, but required pipelines for economical transportation from the well-head to the consumer. The first pipelines were short affairs where the available gas could be sold in towns near the oil and gas fields. In these short distribution networks, the gas would flow to the consumer simply from the well pressure. Later, as markets for natural gas developed far from the oil and gas fields, and as pressure declined in the older fields, compression of the gas was required to move the fuel through pipelines. The earliest compressors in the oil and gas fields were stand-alone reciprocating piston type compressors with their own connecting rod, crankshaft, bearings, and frame. They were powered by stationary steam engines usually via a belt drive. Operating a steam plant requires a steady supply of clean water for the gas fired boiler, but at most sites in the oil field, clean water was not available and boiler life was short. In the last decade of the Nineteenth Century, some enterprising individuals with knowledge of the petroleum industry decided to try burning natural gas directly in a power cylinder, hoping to eliminate the need for a boiler. In 1898, Dr. Edwin J. Fithian and John Carruthers formed the Bessemer Gas Engine Company and produced kits to convert steam engines into new internal combustion engines, fueled with oil-field natural gas. The Bessemer Conversion Engine, designated an ASME Historic Mechanical Engineering Landmark in 1997, is a kit conversion of an 1880s Innis steam engine with a Bessemer natural gas burning power cylinder. (see Fig. 2) The success of these converted gas engines in the field quickly led manufacturers to offer complete gas

engines with cylinders, connecting rods, crankshaft, bearings, and frames. First introduced in 1898, these engines became universal in the oil field (see Fig. 3).

Fig.2 Bessemer Conversion of Innis Steam Engine

Fig.3 Early Bessemer Gas Engine

Once stand-alone market gas compressors driven by stand-alone gas fired engines became the norm, it was not too much of a stretch for someone to conceive of joining the gas fired power cylinder and the compression load cylinder on a common frame to share flywheels, crankshaft, bearings, and frame. Thus began the integral gas engine- compressor, first introduced in 1909. The horizontal double-acting power cylinder design of these first integral gas engine- compressors was a logical development from previous steam engine experience. By arranging the double-acting power cylinders in tandem it was possible to have four power ends working per crank-throw, and by locating a twin unit on the other side of the flywheel a total of eight power ends became available for driving, via tie-rods,

two compressor cylinders on the opposite ends of the frames (see Fig. 4)

Fig. 4 Cooper-Bessemer Type 22 In all human endeavor, economics provides incentive for technological improvement. As pipeline and process gas flows increased, the compression plants became larger and larger, and the search was underway for ways to reduce the floor space required by these horizontal behemoths. The development of a compact gas engine-compressor, more readily transportable and easier to install than the "classic" horizontal twin-tandem, became a priority in the industry in the 1930s. The first step in that direction was that of the integral-angle gas engine-compressor. In this development, the power cylinders were mounted vertically above the crankshaft, while the compressor cylinders were mounted horizontally in their traditional location for the convenience of the high pressure process gas piping.

with Cooper-Bessemer in Mount Vernon, Ohio, and Clark Brothers in Olean, New York, utilizing twostroke cycle power cylinders; Ingersoll-Rand in Painted Post, New York, using a four-stroke cycle power cylinder design, and Worthington Pump and Machinery in Buffalo, New York, following later with a Uniflow two-stroke design. All of these products featured vertical power cylinders and horizontal compressor cylinders. This improvement was to prove to be only a step toward the ultimate economic solution. Sometime during 1936 the Mount Vernon Engineering Department of Cooper-Bessemer decided to adopt the Vee-Angle concept, Ingersoll-Rand had introduced their XVG engine with success in California. This engine was of the Vee-Angle design and incorporated an articulated connecting rod arrangement. This configuration permitted placing twice the number of power cylinders on a frame with dimensions not significantly larger than an in-line vertical unit. The new engine design was designated the GMV. It was rated at 100 BHP per cylinder and was produced in great haste and secrecy in 1937 and put to work on a pipeline in 1938.

Worldwide Use of the GMV

The number and variety of GMV installations during pre World War II and the immediate post-war period is impressive. Gas pipelines and field gas production and treating plants represented primary markets, but the engine found numerous other applications. GMV gas engines were also used in petrochemical plants and for driving water and oil pumps, as well as a number of DC and AC generating plants in Alaska, Arkansas, New Mexico, Peru, and Venezuela. That preparations for the war were underway were evidenced by the delivery of 24 units to Dow Chemical at Velasco, Texas in 1941 and the shipment of fifty GMV-10 (ten cylinder unit) DC Generating units to the Alcoa aluminum plant at Hot Springs, Arkansas during 1941-42. War led to a large part of Coopers capacity being allocated to Diesel engine production (marine and generator applications) and GMV production was held steady at about sixty units per year. Large
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Fig. 5 Cooper GMR Engine The Cooper GMR Engine illustrated in Fig. 5 was of this type. Production of integral-angle gas enginecompressors got underway during the mid-1930s

users in the United States during this period were Lion Chemical; El Dorado, Arkansas, (24 units), Humble Oil; Baytown, Texas, (26 units), and Tennessee Gas for four stations on their new pipeline, (31 units). After the war, GMV production was increased rapidly, reaching a peak of 189 units in 1950, with engines being exported to Peru, Venezuela, Sumatra, Mexico, Belgium, and France. Major US users were Cities Service (73 units), Shell Chemical, Panhandle Eastern (89 units), Tennessee Gas Transmission (168 units), Dow Chemical (56 units), El Paso Natural Gas (236 units), Humble Oil Company (58 units), Magnolia, Southern Natural Gas (103 units), Warren Petroleum (38 units), Lone Star Gas, Texas Eastern (40 units), Pure Oil Company (36 units), United Fuel Gas, Lion Oil, Tennessee Eastman, and Mathieson Chemical, a veritable Whos Who of the United States Oil, Gas, and Petrochemical Industries. The impact of the GMV on the gas engine world marketplace was also pronounced. Various models of the engine were produced, under a number of different contractual arrangements in eight foreign countries: Cooper-Bessemer of Canada; Harland & Wolff in the United Kingdom (Ireland); CreusotLoire in France; Conjunto Manufacturero in Mexico; Termomechanica in Italy; Bremer-Vulkan in Germany; Kobe Steel in Japan and Dvigatel Revolutsii in the Soviet Union. The first 24 engines in the USSR were shipped under a Lend-Lease agreement in 1945 and installed in six stations of the first major natural gas pipeline in Russia. The 25th unit went to the Dvigatel Revolutsii Engine Works in Gorky where 1591 GMV clones (Russian Type 10GKN) were produced during the 1952-1991 period. Excluding the United States, Canada and the Soviet Union, 225 units were produced by the other licensees. In all, 4667 GMV engines were produced, making it one of the most prolific of its kind, and it made an important contribution in the oil, gas, and chemical industries over a 55 year period.

satisfaction of customers. The following is an engineering description of the salient features.

The GMV design uses a master connecting rod attached directly to the compressor crosshead pin and incorporating power cylinder articulated rod pin connections via bolting, unique to the GMV, directly to the master rod pins and the power pistons (see Fig, 6). This design provides much greater bearing area for the piston pins; extremely important for two-cycle engines, since the load on the piston pins in two-stroke engines is never relieved. Connecting rod bearing area is also greater than conventional side-by-side Vee-Rod Design, and the crankshaft overall length is reduced. The standard GMV is a two-cycle loop scavenged engine of 14-inch (355.6 mm) bore and 14-inch (355.6 mm) nominal stroke. The early, so-called, short-stroke models had a master connecting rod design that provided a 14-inch (355.6 mm) stroke for the compressor cylinder and also for each of the Vee power cylinders (see Figs. 6 & 7). In 1946 the master rod geometry was changed to eliminate piston knuckling, and advantage was taken of the elliptical orbit of the articulated piston pins to increase actual stroke of the power cylinders to approximately 14.6-inches (370.8 mm), the so-called long stroke GMV which continued as standard for the rest of the engines history. The 300 rpm for compressor service remained standard until the introduction of the GMVE and GMVG models in the 1960s, running at 330 rpm. The supply of scavenging air, required for two-stroke engine operation was provided in a most logical manner by utilizing the dead space around each compressor crosshead to accommodate a 22-inch (558.6 mm) diameter single-acting piston to pump air to the power cylinders (see Fig. 6). The scavenging versus power piston areas gave a theoretical excess air ratio of 1.24, for removal of exhaust gases and the supply of fresh combustion air each stroke. Air supply for the GMV was via cored inlet passages in the crankcase base (see Fig. 6) at each throw center-line, then via the scavenging pistons to another cored volume in the upper base frame which was common to the bottom inlets of the power cylinders, which are individually bolted to the crankcase. The various air passages and volumes made the crankcase casting rather complicated, but also did serve to make the base structure quite rigid, which was beneficial for absorbing compressor loading. The GMV cylinder design utilizes what is known as Curtiss porting. It has proven very successful and was used without major modifications throughout the GMVs history. High speed photography taken inside the cylinder, during operation, confirm the presence of high turbulence, to assist in fuel-gas and air mixing.

Unique Mechanical Engineering Features

The GMV incorporated special features for Integral-angle gas engine-compressors. These features were unique and contributed to the

Fig. 6 GMV Cross-Section, Showing scavenging air flow

Development Progression of the GMV

The GMV engine was successful in incorporating changes that permitted commercial uprating in both speed and torque; horsepower increased 225 per-cent from the original engine to the latest model. The following is a chronological narrative of that development progression GMV
The GMV started life with a rating of 100 BHP per cylinder and a 300 rpm operating speed. It was manufactured in 4, 6, 8, 10 and 12 cylinder configurations; 937 units were produced. GMV-TF In 1948, the first Turboflow GMV-TFs were introduced. Turboflow was a cover word for going to high compression heads, increasing the compression pressure from 120 psi (8.4 kg/cm2 ) to 250 psi (17.6 kg/cm2 ). The application of high compression allowed raising the GMV power rating to 110 BHP per cylinder and improved fuel thermal efficiency from 25% to 30% (see Fig. 8). A total of 604 GMV-TFs were installed from 1948 through 1963
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Fig. 7 GMV Components

Fig. 9 GMV-STF Supercharging

.installing a low-pressure, double-acting, air
compressor cylinder on a blank compressor throw, which was common for most units in pipeline service. The supply of the additional scavenging air proved successful, so much so that the butterfly valves could be removed. GMVA Having established that an increased supply of scavenging air would permit a valid 135 BHP per cylinder capability, the next question was to find the best means of providing it. In testing of the STF units, it was found that carry-over of lubricating oil from the crosshead pistons, and heating of the scavenging air in its passage through the engine base plenum chambers contributed to the engines detonation sensitivity. In view of these observations, it was decided that the new STF, the GMVA, should have a scavenging air system completely separate from the crosshead piston pumps. This led to the use of an independent air blower gear driven from the crankshaft flywheel end. Air supply from the blower would be delivered to the power cylinders via outside air manifolds, one to each cylinder bank of the engine Initially a Read Standard blower was used but because of cost, an in-house centrifugal blower was designed. The GMVA was a very successful engine, with a total of 790 units being installed. The engine was rated at 135 BHP per cylinder at 300 rpm through 1972, then uprated to 150 BHP per cylinder at 330 rpm from 1973 onward. GMVE Another uprating of the engine, known as the GMVE, to 167 BHP per cylinder at 330 rpm, was produced during the 1971-85 time period. The GMVE was equipped with aftercoolers to cool the blower discharge air. The engine was used primarily for high altitude and high ambient temperature installations; 35 units were produced.

Fig. 8 Fuel Efficiency Improvement GMV-STF In the late 1940s, the Research and Development Laboratory in Mount Vernon had been investigating methods for increasing power output of the standard engine and had developed a way of supercharging. This method was based on a Sulzer two-stroke Diesel marine engine design, which utilized butterfly valves immediately outside the cylinder exhaust ports to trap extra air in the power cylinder. The butterfly valves were of rotary vane design and timed to block the exhaust gas flow during the period the inlet ports were still open, thereby trapping more combustion air in the cylinder, enabling higher power output. The Cooper-Bessemer STF design was similar, using a rotary valve in each cylinder exhaust elbow driven by an auxiliary drive shaft from the flywheel end of the engine (See Fig. 9). Laboratory testing during 1947-48 indicated that a power rating of 135 BHP per cylinder was feasible. During 1949-50 94 GMV-STF engines were placed in the field. During 1951, however, severe complaints were received from operators in high ambient temperature areas, that the "STF engines could not produce rated load, due to severe detonation. After various modifications to butterfly valve timing failed, Cooper-Bessemer concluded that additional scavenging air supply was required Field modifications included the installation of a commercial rotary blower, driven by V-belts from a sheave mounted on the engine flywheel and/or 7

GMVB Following Cooper-Bessemers success in manufacturing turbochargers for its line of four- stroke engines, it was logical to examine the possibilities of turbocharging the GMV. The problem was that turbocharger component efficiencies, turbine and compressor, were not yet up to levels permitting pure-turbocharging of a two-stroke engine, so alternate methods would have to be found.

Fig. 10 GMVBs at Tennessee Gas

The use of tuned exhaust pipes from each cylinder to the turbine inlet of the turbocharger, taking advantage of the exhaust pulse kinetic energy per Dr. Buchis patents, was one method. A GMV-10 without crosshead pistons was set up with two vertical-shaft ET-13 turbochargers in the center of the engine Vee with an array of 4-inch (101.6 mm) diameter exhaust pipes leading from each cylinder to one or other of the turbine inlets. The compressed air from the turbocharger blower was conducted to two external manifolds for delivery to the power cylinders. Only two GMVB engines were factory produced, however, eight field units at the Cambridge, Ohio compressor station of Tennessee Gas were converted. These engines are still in operation (See Fig. 10). GMVC Another method to achieve the turbocharging of a twostroke engine in the 1950s was to apply the turbocharger in series with a centrifugal blower as successfully used on the GMVA. A depiction of the turbocharger and blower arrangement for the engine, the GMVC is shown in Fig. 11. The GMVC was rated 180 BHP per cylinder at 300 rpm and 224 units were produced from 1956 through 1973.

Fig. 11 Series Turbocharging Arrangenent

GMVG During the 1960s the GMVC was paralleled by a 330 rpm, 200 BHP per cylinder engine known as the GMVG, only 37 of which were produced. Obviously the GMVC and GMVG engines did not enjoy a wide acceptance, most likely due to the complexity of the series turbocharging.

GMVH Finally, by 1964 Cooper-Bessemer got-it-right. Turbocharger technology had improved to the point where a constant-pressure system having all cylinder exhausts connected to a common manifold, leading to the turbine inlet, would provide the required differential air pressure for engine scavenging and combustion without any intermediate boosting. Elimination of the gear-driven centrifugal blower removed parasitic load, which improved the engines thermal efficiency. The application of pure turbocharging has a beneficial effect for a two-stroke engine in that the back-pressure requirement of the exhaust turbine in effect raises the socalled density level of the combustion process. That is, the mass of combustion air trapped in the power cylinder each stroke is increased, meaning that a corresponding amount of more fuel can be burned without exceeding allowable mixture richness which would lead to detonation.

The engine was one of the most advanced engines of its day, and one of the very first to be designed using modern diagnostic techniques. The effectiveness of the basic design is seen in the fact that the engine was in continuous production for 55 years. Many of the engines produced in the 1940s are still in use, operating 24hours/7days with high reliability and good efficiency. The pipeline industry still operates over 2500 GMV model engines; and, From an operating standpoint the GMV series of engines have an unparalleled Safety, Reliability, and Cost of Operation record. Our station operators have always viewed the GMV series units as first on, last off compression" Engineering Credit The chief architect of the GMV was Ralph L. Boyer. Boyer joined Cooper-Bessemer in 1926 as a Diesel engineer. He was promoted to assistant chief engineer in 1929 and to chief engineer in 1938. He was made a vice president in 1947 and a director of the Corporation in 1950. He retired in 1965 Specifications

Fig. 12 GMVH Engine The GMVH (see Fig. 12) started its career at a modest 200 BHP per cylinder at 330 rpm and the rating was increased in 1973 to 225 BHP per cylinder when the ambient temperature rating base was changed from 100 0 F (37.8 0 C) to 80 0 F (26.7 0 C). The engine thermal efficiency improved to 37%; 6800 BTU/BHP-HR (26616 Kg.Cal/CV-HR), (see Fig. 8). The number of GMVHs installed totaled 392 units. In 1978, in response to the increasing pressure being brought by the Environmental Protection Agency (EPA), the GMVH was the first gas engine to adopt the CleanBurn R combustion

In summary, the impact of the GMV line of engines can best be summarized by industry spokesmen associated with the engines operation:

The GMV-4 Landmark engine is SN-42290 and was manufactured in 1944 as a shop air compressor and was installed in the Mount Vernon Power House. The engine was used until 2002. The unit is equipped with the two original air compressor cylinders: First stage cylinder; Class CF-14, SN-12119, 27-inch (685.8 mm) diameter by 14 inch (355.6 mm) stroke, Second stage cylinder, Class CD-14, SN-11666, 17 inch (431.8 mm) diameter by 14 inch (355.6 mm) stroke. Although the engine is capable of operation, it is not set up to run. This unit was rated at 400 BHP at 300 rpm and 61.3 bmep (4.2 Bar). Piston Speed: 700 ft,/min. (3.5 m/sec.)

Key Dimensions: Length 12 ft. 0 in. (3.7 m) Width 16 ft. 0 in. (4.9 m) Height 9 ft. 9 in. (3.0 m) Weight 55000 lbs. (25000 kg) (engine only) Key engine part dimensions Main Bearings, End 9 in. x 8 in. (241.3 x 209.6 mm) All others 9 in. x 7 in. (241.3 x 177.8 mm) Crankpin Bearings 9 in. x 9 in. (241.3 x 241.3 mm. Piston Pin Bearings 4 in. x 9 in. (101.6 x 235.0 mm) Crosshead Pin Bearings 6 in. x 18 in. (152.4 x 469.9 mm) Diameter of Flywheel 5 ft. 8 in. (1.7 m) Weight of Flywheel 3,788 lbs.(1722 kg) Minimum Foundation Requirement 27 cu. Yds. (12.2 m3 )

Description of the Landmark The Cooper-Bessemer GMV-4 Integral Gas EngineCompressor is located in the E.L. Gene Miller Wing of the Knox County Historical Society Museum (see Cover Page). Gene Miller was Past President of Cooper-Bessemer and Founder and Director of Cooper-Industries, Inc. The condition of the engine is excellent since it was completely refurbished by students from the Mount Vernon Career Center Collision Repair Class. The engine is located adjacent to the room which houses the four C. & G. Cooper Agricultural Steam Engines that were designated A Mechanical Engineering Heritage Collection by ASME on September 17, 1998. The Knox County Historical Museum is open to the public and is host to visiting groups; including area schools, community organizations, and tour groups.

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THE HISTORY AND HERITAGE PROGRAM OF ASME The History and Heritage Landmarks Program of ASME (the American Society of Mechanical Engineers) began in1971. To implement and achieve its goals, ASME formed a History and Heritage Committee initially composed of mechanical engineers, historians of technology, and the curator of mechanical engineering at the Smithsonian Institution, Washington, D.C. The History and Heritage Committee provides a public service by examining, noting, recording, and acknowledging mechanical engineering achievements of particular significance. The Committee is part of the ASMEs Center for Public Awareness. For further information, please contact Public Information at ASME, Three Park Avenue, New York, NY, 10016-5990, 1-212-591-8614 and http://www.asme.org/history. DESIGNATION Since the History and Heritage Program began in 1971, 238 landmarks have been designated as historic mechanical engineering landmarks, heritage collections or heritage sites. Each represents a progressive step in the evolution of mechanical engineering and its significance to society in general. Site designations note an event or development of clear historical importance to mechanical engineers. Collections mark the contributions of a number of objects with special significance to the historical development of mechanical engineering. The Landmarks Program illuminates our technological heritage and encourages the preservation of the physical remains of historically important works. It provides an annotated roster for engineers, students, educators, historians, and travelers, It helps establish persistent reminders of where we have been and where we are going along the divergent paths of discovery. The 120,000-member ASME is a worldwide engineering society focused on technical, educational and research issues. ASME conducts one of the worlds largest publishing operations, holds some 30 technical conferences and 200 professional development courses each year, and sets many industrial and manufacturing standards. The American Society of Mechanical Engineers Richard E. Feigel, President Leonard Anderson, B District Leader Shlomo Carmi, Senior Vice President Marc W. Goldsmith, P.E., Vice President Virgil R. Carter, Executive Director ASME Central Ohio Section Greg Soller, Chair Colin Scott, Newsletter Editor Parimal More, Program Chair Robert Honaker, Treasurer Carl Jaske, Web Site Coordinator Edward Liu, President OSU Student Section Ramin Sadeghian, Student Relations Chair ASME History & Heritage Committee R.Michael Hunt, PE, History & Heritage Chair John K. Brown Robert Freidel J. Lawrence Lee, P.E. Richard I. Pawliger, P.E. Paul J. Torpey, Past President Herman H. Viegas, P.E. Marina Stenos, Manager, Public Awareness Wil Haywood, Communications Coordinator

Internal Combustion Engine Division Neil X. Blythe, Chairman Andrew J. Pope, Vice Chair, Administration Dr.Kirby S. Chapman, Vice Chair Technical James H. Garrett, P.E., Secretary Dr.Victor W. Wong, Treasurer Dr.Frank W. Aboujaoude, New Member John Bendo, ASME Staff

The Nominator and Author Mel J. Helmich retired from Cooper-Bessemer Reciprocating in 1991, where he served as Director, Engineering and Technical Director. He is a Life Member of ASME and a Fellow of ASME and SAE, Past Chairman, Diesel and Gas Engine Power Division 1974-5, Member-at- Large, Policy Board, Power Department, 1977-80, Member, Committee on Honors 1987-93, Secretary of the Internal Combustion Division 1992-7, Old Guard Committee 1992, and is currently History & Heritage Chair for the Internal Combustion Engine Division.
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KNOX COUNTY HISTORICAL SOCIETY Mark Ramser, President Frank Goulde, Vice President Jay Wilson, Secretary Janet Jacobs, Treasurer Patti Albaugh, Ph.D., Trustee James P. Buchwald, Trustee William O. Ferguson, Trustee Dr. John C. Fowler, Trustee Edward G. Hall, Trustee Irma Hood, Trustee Robert Hatfield, Trustee Melvin J, Helmich, Trustee James K. Gibson, Museum Director BIBLIOGRAPHY Cooper-Bessemer Gas Engine Compressors 1899 2001 Donald A Harnsberger The Woodlands, Texas Cooper Industries, 1833 1983 David N. Keller Ohio University Press, 1983 Athens, Ohio History of Knox County, Ohio 1976-1976 Second Edition Frederick N. Lorey Knox County Historical Society 1992 ACKNOWLEDGEMENT The Author wishes to thank the following individuals for their contributions. Donald A. Harnsberger Jay M. Wilson James K. Gibson Ken McCandless Tom Mulkey, President & CEO, GMRC Randall R. Raymer, El Paso Pipeline Group Bryan Willson, Ph.D, Colorado State University Tom Gardner, President/Owner, PostNet

Lois Taylor, Trustee Harlin Hubbell, Trustee Ann Laudeman, Trustee Ken McCandless, Trustee Gloria Parsisson, Trustee Susan Ramser, Trustee Kay Ringwalt, Trustee

The Story of the GMV Engine Ralph L. Boyer February 24, 1939, Revised October 27, 1943

GMV Supercharged Engines Ralph L. Boyer Office Memos October 12 December 4, 1951

List of GMV Engine Installations 1938 1993

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