This information seems to come and go on the web so I thought I'd put it in an email on Stu's list for reference. I found it in a couple of places, this is one place: http://www.shadowmagic3d.com/BlackSwan/5uh.html
This is another: http://www.oldmarineengine.com/discus/messages/3449/262687.html 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. 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. 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". 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. 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. 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. The price of a new Atomic Four in 1976 was $1,970.00USD 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. >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. In the early 1970's sailboat manufacturers began fitting Yanmar diesel auxiliaries instead of the Atomic Four gasoline auxiliary, however Atomic Four sales continued to grow until their peak year of 1975. In 1976, as sales of the Atomic Four started to drop, Universal met the challenge from Yanmar by buying Kubota diesel engines and selling marinized versions, under the name Universal. Atomic Four sales gradually declined as manufacturers increasingly used diesel engines, and manufacturing ceased in 1980, with sales continuing until all units were sold in 1984. The last OEM (original equipment manufacturer) to fit the Atomic Four was Catalina, who used it up until the 1985 Catalina model year. After 1985 Universal sold only diesel marine engines, which were fitted by several OEM, including Catalina. On 2 February 2014 12:14, Joe Della Barba <j...@dellabarba.com> wrote: > The Farmall engine does not have a common bore and stroke with the A4, so > the pistons and rings would not work. Likewise the connecting rods. I have > also had people **swear** the A4 is an old Jeep engine or has many common > parts with one when the Jeep engine is utterly unrelated. > > > > Joe Della Barba > > Coquina > > C&C 35 MK I > > *From:* CnC-List [mailto:cnc-list-boun...@cnc-list.com] *On Behalf Of * > jtsails > *Sent:* Saturday, February 01, 2014 4:37 PM > > *To:* cnc-list@cnc-list.com > *Subject:* Re: Stus-List Atomic 4 > > > > Not too sure about this. While I agree that the A4 was never used in a > tractor, the farmall engines do have a lot of common parts with the A4. If > memory servers me right (and this comes from way,way back) the pistons, > rings, connecting rods and bearings were all shared with both designs. I > know we used a lot of those parts when we rebuilt one in the mid 80s, the > dark ages. I don't want anybody to buy parts based on my memory, so please > check the specs! > > James > > S/V Delaney > > 1976 C&C 38 > > Oriental, NC > > ----- Original Message ----- > > *From:* Della Barba, Joe <joe.della.ba...@ssa.gov> > > *To:* Dennis C. <capt...@yahoo.com> ; cnc-list@cnc-list.com > > *Sent:* Friday, January 31, 2014 11:28 AM > > *Subject:* Re: Stus-List Atomic 4 > > > > ???? > > The A4 has no common parts with a tractor with one exception. There is a > "land" version of the carb that can be found for cheap and was used on a > lot of industrial equipment. It is quite dangerous on a boat because > instead of a scavenging tube to suck extra fuel back into the engine, it > has a drain to let it run out of the bottom of the carb. > > > > *Joe Della Barba* > > *Coquina C&C 35 MK I* > > > > *From:* CnC-List > [mailto:cnc-list-boun...@cnc-list.com<cnc-list-boun...@cnc-list.com>] > *On Behalf Of *Dennis C. > *Sent:* Friday, January 31, 2014 11:15 AM > *To:* cnc-list@cnc-list.com > *Subject:* Re: Stus-List Atomic 4 > > > > And there may be parts and support here: http://www.farmallcub.com/dcms/ > > > > Dennis C. > > Touche' 35-1 #83 > > Mandeville, LA > > > > ------------------------------ > > *From:* "Della Barba, Joe" <joe.della.ba...@ssa.gov> > *To:* "cnc-list@cnc-list.com" <cnc-list@cnc-list.com> > *Sent:* Friday, January 31, 2014 10:06 AM > *Subject:* Re: Stus-List Atomic 4 > > > > One more thing for A4 or potential A4 owners: > > The A4 has kind of turned into an "open source" project. You can now build > an A4 that is vastly better than the original stock engine. Moyer Marine ( > http://www.moyermarine.com) and Indigo (www.atomic4.com) have any number > of modifications and accessories that did not exist years ago. The A4 is > arguably much better supported now than it was 20 years ago. There was kind > of a "dark age" of A4s where Universal quit making them, the aftermarket > was not yet mature, and most shops would do a 1/2-A55 job of fixing them at > best and tell you to buy a new diesel. > > > > Joe Della Barba > > Coquina > > C&C 35 MK I > > > > _______________________________________________ > This List is provided by the C&C Photo Album > http://www.cncphotoalbum.com > CnC-List@cnc-list.com > > > > ------------------------------ > > _______________________________________________ > This List is provided by the C&C Photo Album > http://www.cncphotoalbum.com > CnC-List@cnc-list.com > > > _______________________________________________ > This List is provided by the C&C Photo Album > http://www.cncphotoalbum.com > CnC-List@cnc-list.com > >
_______________________________________________ This List is provided by the C&C Photo Album http://www.cncphotoalbum.com CnC-List@cnc-list.com
