New Way Engine - Identification Table

NOTE:- ENGINE IDENTIFICATION - The CYLINDER SIZE controls the Bore and Stroke of an engine and therefore the HP of the engine. New Way Motor Company identified their cylinders with a Casting Number. (not always clear - then look further)

It is listed here [Column 2] as it is a simple means for you to look at your engine and see what HP/Model you have. The format is generally xx-39 where xx varies according to Model/Hp.

Please note:- This only applies to the Cylinder Casting No. as common parts over various HP/Models will have the same casting number.

In most cases the casting number [Raised text] is found on the cylinder wall often not far from where the oiler fits.

USE MOUSE OVER with a computer mouse for acronym meanings in the table in Governor / Fuel / Fin (cooling) Column. 

 NOTE:- Owner registrations allow expansion of detail / accuracy of this Identification Table. Can you help?  Peruse here, then look at the REGISTRY, it now has near 300 Engines from 6 countries represented.

The New Way Motor Company's overarching means of grouping similar characteristic engines of various sizes was by "SERIES". 

Consequently engines within a series generally have common characteristics that can be used to visually identify to which series an engine belongs.

1. SERIES "S" STANDARD ENGINES -  Early Heavy Duty Engines
1. Radial Cooling fins on top of cylinder 
1. When an exhaust rocker was used the standard circular cylinder fins extend up to the top of the cylinder. Radial fins not fitted because of the valve/rocker setup.
2. Series "S" engines were fitted with a belt driven cylinder mounted cooling fan/s.
2. SERIES "J" JEWEL (Light Duty) ENGINES
1. Horizontal Engine
2. Parallel Cooling fins on top of cylinder
3. Early 1.5HP engines were open crank. Later Jewel engines of all sizes were fitted with a curved crankcase cover. 
3. SERIES "F" ENGINES
1. Vertical Engine
2. Parallel Cooling fins on top of cylinder
3. Early "F" engines were fitted with a belt driven cylinder mounted cooling fan.
4. Later "F" engines were fitted with a flywheel mounted fan. (squirrel cage style)
5. In very rare cases radial fins were used on top of cylinders
6. 2 piece crank case with hinge for maintenance ease.
4. SERIES "M" ENGINES
1. Vertical Engine
2. Parallel Cooling fins on top of cylinder - "M" Series engines used the same cylinders as the "J" Series engines consequently their casting numbers are those of the "J"series since they were produced first. 
3. "M" engines were fitted with a belt driven cylinder mounted cooling fan
4. 1 piece crank case with no hinge
5. SERIES "A" ENGINES
1. Vertical Engine
2. Latest New Way engines
1. Compact, lighter than early engines
2. Modern attributes all models with Throttle Governing
3. Early Series "A" engines had radial cooling fins to top of cylinder (CH & DH Models)
4. Later Series "A"engines utilised a separate head with parallel miniture vertical fins.

"TABLE START"

V E R S I O N						F L Y W H E E L	G O V  / F U E L / F I N
1	ZC -39	J/Z/C Pump	1	1"	3¼ x 4	Single - 15½ x1⅞	H/M /L FIN	6/10 FIN
2	ZC -39	J/Z/C	1	1"	3¼ x 4	Dual- 15½ x1⅞	H/M /L FIN	6/10 FIN
3	ZC -39	J/Z/C	1	1"	3¼ x 4	Dual- 15½ x1⅞	H/M /U FIN	6/10 FIN
1	NC -39	J/N/C	1.5	1¼	3¾ x 4⅛	Dual- 16 x2	H/M /S FIN	7/9 FIN
2	NC- 39A	J/N/C	1.5		3¾ x 4⅛	Dual- 18 Pre Std	H/M /S FIN	3/10 FIN
3	NC -39	J/N/C	1.5	1¼	3¾ x 4⅛	Dual- 16 x2	H/M /L FIN	7/10 FIN
1	DC -39	J/D/C	2.0	1¼	4 x 4⅛	Dual- 18 x2¼	H/M /S FIN	3/11 FIN
2	DC -39	J/D/C	2.0	1¼	4 x 4⅛	Dual- 18 x2¼	H/M /L FIN	7/11 FIN
1	OC -39	J/O/C	2.5		4½ x 4½	Dual- 18 Pre Std (CF)	H/M /S FIN	3/10 FIN
2	OC -39	J/O/C	2.5		4½ x 4½	Dual- 18 x2¼	H/M /S FIN	3/11 FIN
3	OC -39	J/O/C	2.5		4⅜ x 4⅜	Dual- 18 x2¼	H/M /S FIN	3/11 FIN
4	OC -39	J/O/C	2.5	1½	4½ x 4½	Dual- 18¾ x2¼	H/M /L FIN	7/10 FIN
5	OC -39	J/O/C	2.5	1½	4½ x 4½	Dual- 18 x2¼	H/M /L FIN	7/11 FIN
1	FC -39	J/F/C	3.0	1½	4½ x 5¾	Dual- 19x 23/16	H/M /S FIN	3/12 FIN
2	FC -39	J/F/C	3.0	1½	4½ x 5¾	Dual- 18¾ x2¼	H/M /S FIN	3/14 FIN
3	FC -39	J/F/C	3.0	1½	? x 4½	Dual- 18¾ x2¼	H/M /S FIN	7/12 FIN
1	TC -39	J/T/C	3.5	1½	4½ x 6	Dual- 21½ x2½	H/M /L FIN	?/? FIN
2	TC -39	J/T/C	3.5	1½	4½ x 6	Dual- 21½ x2½	H/M FIN	?/? FIN
1	GC -39	J/G/C	4.0		4½ x 5	Dual- 18x Pre-Std	H/M FIN	3/11 FIN
2	GC -39	J/G/C	4.0	1½	4⅞ x 6	Dual- 21½ x2½ Early	H/M /L FIN	7/15 FIN
3	GC -39	J/G/C	4.0	1½	4⅞ x 6	Dual- 24x2½ Later	H/M /L FIN	7/16 FIN
1	?C -39	J/?/C	5.5			Dual ?	H/M FIN	?/? FIN
1	VC -39	J/V/C	6.0		5¾ x 7	Dual- 27 x3¾	H/M FIN	?/? FIN
2	VC -39	J/V/C	6.0		5¾ x 7	Dual- 27 x3¾	H/M /L FIN	10/16 FIN
3	VC -39	J/V/C	6.0	2"	5¾ x 7	Dual- 27 x3¾	H/M /L FIN	10/15 FIN
1	?C -39	J/?/C	7.0			Dual?	H/M FIN	?/? FIN
1	HC -39	S/H/C	6.0	2"		Dual - 27 x3¾	H/M /L FIN	11/16 FIN
2	HC -39	S/H/C	6.5	2"		Dual - 30 x3¾	H/M FIN	?/? FIN
1	?C -39	S/?/C	7.0				H/M FIN	?/? FIN
1	NC -39	S/B/C	6/7		4⅝ x 6	Dual- 20x	H/M /S FIN	6/13 FIN
1	NC -39	S/BA /E	7		4⅝ x 6	Dual- 20x	H/M /S FIN
1	JC -39 RHS	S/J/C	8.0	1⅞		Dual- 26 x4½	H/M /SS FIN	9/15 FIN
2	JC -39 RHS	S/J/C	8.0	1⅞		Dual- 26 x4½	H/M /TL FIN	9/15 FIN
1	JC -39 RHS	S/J/F	8.0			Dual- 26 x4½	TGC FIN
1	LC -39 RHS	S/L/C	12	2⅜	6¼ x 8	Dual- 34 x4½	H/M /TL FIN	11/16 FIN
1		S/L/ ?D	12			Dual-	TGC FIN
1	LC -39B RHS	S/L/F	12			Dual-	TGC FIN	11/16 FIN
1	C- 39	S/C/C	2.5			Dual- 19 x	H/M /S FIN	6/11 FIN
2	C- 39	S/C/C	2.5			Dual- 19 x	H/M /S FIN
1	A- 39	S/A/C	3.0 to 3.5		4½ x 6	Dual- 20 x?	H/M /S FIN	6/13 FINS
2	A- 39	S/A/C	3.5		4½ x 6	Dual- 20 x?	H/M /S FIN	6/12 FIN
1	EC -39	S/E/C	4.5	111/16	5¼ x 6	Dual- 22 x2½	H/M /S FIN	9/15 FIN
2	EC -39	S/E/C	4.5	111/16	5¼ x 6	Dual- 22 x2½	H/M /S FIN	9/15 FIN
3	EC -39	S/E/C Aust. Man.	4.5	111/16	5¼ x 6	Dual- 22x 27/16	H/M /S FIN	9/16 FIN
1	DD -39	S/D/D	6.0		6 x 8	Dual -	H/M /S FIN	20 FIN
2	DD -39	S/D/D	6.0		6 x 8	Dual -	H/M /S FIN	22 FIN
1	DF- 39A	F/D/F	4.0	1¼	4½ x 4½	Single 18 x2¼	TGC FIN	7/11 FIN
2	DF- 39A	F/D/F	4.0	1¼	4½ x 4½	Single 18 x2¼	TGC FIN	7/11 FIN
3	DF- 39A	F/D/F	4.0	1¼	4¼ x 4¼	Single 18x 115/16	TGC FIN
4	?- 39	F/D/F	5.0			Single 18?	TGC FIN
1	CF- 39	F/C/F	4.5	17/16	4½ x 4½	Single	TGC FIN	4/11 FIN
2	CF- 39	F/C/F	4.5	1½	4½ x 4½	Single 19x2	TGC FIN
3	CF- 39	F/C/F	4.5	1½	4½ x 4½	Single	TGC FIN
1	AF- 39	F/A/F	6.0	1½		Single 20x 2¼	TGC FIN
2	AF- 39	F/A/F	6.0	1½		Single 20x 2¼	TGC FIN	7/13 FIN
3	AF- 39	F/A/F	6.0	1½	4½ x 6	Single 20x 2	TGC FIN
1	EF- 39	F/E/F	7.5	111/16	5¼ x 6	Single 22x 2½	TGC
1	NC -39	M/SC /F Fuel	1.5	1¼		Dual 16 x2	H/M /S FIN
1	DC -39	M/KC /F FuelM/	2.0	1¼		Dual- 18 x2¼	H/M C FIN	7/11 FIN
2	DC -39	M/KC /K Kero	2.0	1¼		Dual- 18 x2¼	T/G KEC FIN	7/11 FIN
1	OC -39	M/PC /F Fuel	2.5	1½		Dual- 18¾ x2¼	H/M C FIN	7/11 FIN
2	?- 39	M/DC /F	2.5	1½	4½ x ?	Dual- 18¾ x2¼	H/M C FIN	7/11 FIN
1	FC- 39	M/ME /F Fuel	3.0	1½		Dual- 18¾ x2¼	H/M C FIN	7/12 FIN
2	FC- 39	M/ME /K Kero	3.0	1½		Dual- 18¾ x2¼	T/G KEC FIN	7/12 FIN
1	TC- 39	M/U/F Fuel	3.5	1½		Dual- 21½ x2¼	H/M /L FIN	7/12 FIN
2	TC- 39	M/U/F Fuel	3.5	1½		Dual- 21½ x2¼	T/G KEC FIN
3	TC- 39	M/U/K Fuel	3.5	1½		Dual- 21½ x2½	T/G KEC FIN
1	GC -39	M/RC /F Fuel	4.0	1½	4⅞ x 6½	Dual- 21½ x2¼	H/M /L FIN
2	GC -39	M/RC /K Kero	4.0	1½	4⅞ x 6½	Dual- 21½ x2¼	T/G KEC FIN	7/12 FIN
3		M/RE /K Kero	4.0	1½		Dual- 21½ x2¼	T/G KEC FIN
1		M/RC /K Kero	4.5	111/16		Dual- 22 x2½	T/G KEC FIN	9/16 FIN
1	VC -39	M/WC /F Fuel	6.0	2		Dual- 27 x3¾	H/M	10/16 FIN?
2	VC -39	M/WC /K Kero	6.0	2		Dual- 27 x3¾	T/G KEC	10/16 FIN
1		A/C/R Mar- ine	5.0		4⅛ x 4⅛	Mono ?	TGC FIN
2	CH -39	A/C/H	5.0	1⅜?	4⅛ x 4⅛	Mono- 195/16	TGC FIN	7/10  FIN
3	CH -39	A/C/H	5.0	1¾	4½ x 4½	Mono- 19x2	TGC FIN
1	CH- 39?	A/C/H	6.0			Mono ?x?	TGC FIN
1	BH -39	A/B/H	3.0	1¾	? x4	Mono ?x?	TGC SHF	5 /8 FIN
1	DH -39	A/D/H	8.0		4½ x5½	Mono Solid ?x?	TGC FIN	7/14 FIN
1	FH -39	A/F.H	5.0	1¾	? x 4	Mono ?x?	TGC SHF	5 /8 FIN
1	EH -39	A/E/H	8.0		2cl 3x4	Mono ?x?	TGC SHF	42/6 FIN
1	GH- 39?	A/G/H	10			Mono ?x?	TGC
1	JH- 39?	A/J/H	6?		3½ x 4	Mono ?x?	TGC SHF	6/8 FIN
1	LH- 39?	A/L/H	7.5?				TGC
1
1

NOTES 

New Way  Engine - Identification Table

1. This is the general specifications table. Click REGISTRY to access the New Way  Owners Registry. Further owner registrations allows us expand detail and accuracy of this Identification Table.
2. Horizontal Twin Opposed Motors - It is expected that early versions of these motors were fitted with radial finned cylinder ends and the later versions having the circular cylinder finning throughout and later still New Way returned again to the radial finned ends . 
3. F SERIES Vertical Motors - Early versions utilised the belt driven cylinder mounted fan with later versions (c.1917 on) utilising a flywheel mounted fan.
4. NEW WAY MOTORS GENERALLY - Expect that earlier version (year) applies to a round belted cylinder mounted fan model motor as against the same model motor fitted with a flat belted fan drive. (later version) Flat belted fan drive was very popular by Late-Teens until the flywheel mounted fan was generally fitted.
5. M SERIES Motors - Model identification was only printed on the shroud and so not readily determined if the motor was exposed to the elements. Resort to mechanical specifications to determine model. NOTE - This is likely because the cylinders used on this vertical range of engines were the same as was used on their horizontal "Jewel" range and so cylinders carry the same casting numbers as the Jewel engines.
6. MANUFACTURER - Earlier motors were built by "New-Way" Motor Company while many "New Way" motors manufactured in the 1930s were actually produced by the "New-Way" Engine and Machine Company who continued production in Lansing Michigan.
7. Remember for me to get this right I really do need the help of other enthusiasts - there are gaps to fill, photo's to find.
8. Thanks in advance for Table Update Information or corrections. Use comments or emails as a service to other New Way owners in their quest to identify and restore. My email - geo.covey@gmail.com or hit the comments button and leave a comment, even say hello. Cheers.