Ivan Saxton

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About Ivan Saxton

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  • Birthday 11/04/1940

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  1. Ivan Saxton


    You make me disappointed that there was no Billings sign on the chassis frame with axles that I got from Billings Montana in the early /mid 1980s. It was the stripped remains of an early Duesenberg, and it had ended up as a one horsepower job. It must have been a pretty wild horse, because the right front corner of the chassis frame was badly damaged. The identity numbers are important in what you might call the forensic archeology of bare remains; but this one was particularly mysterious. If the brass plate with the eagle on the engine side of the firewall is missing, you can always find the car serial number on the top left face of the front cross-member of an A model Duesenberg. Ray Wolff's listings show that the serial numbers started at #600 or 601, but this one carried the number 333 in the right place. That had been somewhat defaced, and a replacement number 808 was stamped twice nearby. When Alan Powell from Melbourne ordered and received his new A Duesenberg form the factory in 1923 when he was 23, he said they were using parts from a pre-existing car. I had enough to rebuild the two chassis from Mexico; and when Jim Gilmartin from NY needed a chassis frame for his A Duesenberg project, I was able to fabricate the missing sections from new, press-formed channel stock to build an authentic frame for Jim with the leftovers. The other authentic item which I still have from Billings is a Brochure from Yellowstone National Park which my father and mother got from there in 1937.
  2. Ivan Saxton

    Brass Era Car Brake Lining Material Question

    This topic makes me think of the little lizzards we have here, which shed their tail to escape a predator, be it bird or cat. The lizard escapes and grows another tail. The predator eats the small snack, but loses the main part of the menu. You have two friction surfaces to make your brakes work, and expend kinetic energy. Steel is not a brilliant brake material for brake drums. It is inefficient, and it often wears badly. And often when drums are badly worn they can tend to fade badly because if there is not sufficient material , they expand more due to the coefficient of linear expansion. After Cadillac started building their first V16s , the cars would go much better than they could stop. So Cadillac put in special new equipment to make and machine cast iron drums. I have rebuild brake drums for other people, and for my own cars, with a Metco sprayed steel coating called Spraysteel LS. The "LS" stands for "low shrink". It is a work-hardening steel, which has about 6% molybdenum content. The structure of the surface, which is a coalescence of the stream of the molten droplets , gives braking performance very similar to spheroidal graphite cast iron. One friend persuaded me to rebuild the drums of his 1912 English two cylinder Perry . I was not happy that you cold see daylight through his worn drums in places; but the way they were built integral with the hubs there was no alternative. I did the job with no warranty. A good few years later I saw Barry at Bendigo Swap. He said they had the rear axle of the Perry apart, and the drums were perfect. He said that it was the only car in the Veteran Car club with cast iron linings that work properly. I said "Barry, you said you would use modern linings". "Yes I did, he said. Modern cast iron.". Another local friend who had a modern Brake serve business, got me to rebuild the front and rear brake drums of his A model Ford; and the front and rear drums of his 1926 Buick 6 which had contracting band bakes at the back. Peter found that the best lining material to use on the coated drums was the same material he used for modern cars. I never looked for this work because the heat thrown back when I rebuilt brake drums was unpleasant., , And the coating has to be machined at very slow surface speed with tungsten carbide cutting tips so it does not work harden on you. You will find that someone who has an electric spray capability machine which uses an arc between two small diameter wire feeds can rebuild your worn drums much more economically than I ever could , using oxy-acetylene equipment to melt and spray. If you need more details on this you can find the matter defined better in posts I have written before. Regards, ,,,,,,,,,,,,,,.
  3. Ivan Saxton

    Painting Wire Wheels

    Everyone should be able to do a perfect ,flawless job on this. you need a heavy enough base, with a vertical post to mount a slow motorized driven spindle on which you can clamp cones made out of something like re-constituted wood fibre- based material. ( You will soon have plenty of paint overspray on the cones)., I used a new drive sprocket drum from a WW2 Light M3 Stuart Tank, because there are plenty of them, and they are ideal mass and dimensions. I drive the spindle with a variable speed electric mains powered device called a "Zero-max", which will turn the wheel fast enough at half speed to deter runs in the paint coating. when you have enough paint film thickness, you move the speed lever to maximum, and flying insects will not land on the paint. You let it spin like that until the high-grade 2 pack paint cross-links and hardens. We use a grade that is made for heavy duty trucks. There are spray guns which are ideal for this work, such as the Italian "Walcom Genesi". This sprays at a very low pressure, and has a very high % coating on the wheel, so your mask filtration to protect your lungs from toxic overspray has little work to do, Your job quality is stupendous. I made this not only to paint my own wheels, but also so David Dryden can use it for all his earliest Fords , and so Bob Schuhkraft could paint the wheels of his 1914 Chevrolet "Baby Grand", (which is a very fine antique auto.). It is most beneficial to make one of these so your friends can use it also.
  4. Marty, are they "clincher", which we also call " Beaded Edge"? If so, what is the inside diameter as they sit free on the flat, without being on a rim. I need a set of tyres for my 1911 Napier. It is one that I have had since about 1963. I have done most of the difficult mechanical restoration; and I would really like to be able to tour with it before I get my feet tangled in my beard. Regards, Ivan.
  5. Ivan Saxton

    1928 Stutz Schumacher Special Info Needed

    John Hancox and I have correct Houdaille 2 way dampers for our Series 6 Rochester engined Mercers . They are tough to get apart. Best way is to lock the cover with the 4 jaw independent chuck of a big lathe. then you can bolt a solid bar across the mounting bolt holes in the base. It is probably best to drain whatever oil is inside, and give a dose of ATF with a small addition of Acetone. The purpose of the acetone is not so much to lighten the viscosity of the ATF, but for the Non -polar end to help Wet and lubricate the thread of the cap. If you intend to really work a replacement Stutz engine in the car, it is smart to replace the original light cast main bearing caps with new caps machined form a good alloy steel. Grades that would be adequate include 4140, 4340, and En25. I can look up the analysis of these if you want it. Stutz knew they had problem with the centre main bearing cap. The engine from the Lebaron bodied sedan is engine # 91845, and the casting date is March 1928. The centre main bearing cap has a single strengthening rib. A second engine has a late April/early May casting date, and engine # 92335, The centre main cap has Two strengthening ribs'. Geoff Ringrose in Sydney has been running a BB for decades, with engine # very close to my # 91845. Once on a club run his engine developed a Knock. He shut it down, and had the car carted home on a tilt-tray. The centre main bearing cap was broken.... It is possible that Frank Lockhart was involved when those first few prototype DV32s were planned. All the main bearing caps of mine are massive; possibly 3-4times the strength of standard.. This also means that because the main bearing caps are significantly longer, then the energy stored through stretch in the studs is significally greater... This probably gives us clue to the reason for the Blow-up of the Black Hawk in the match race against the 8 litre short wheelbase Hispano Suiza. If the Stutz broke a main bearing cap, they could not have fixed it. They just had to cross their fingers and keep going ; and say nothing. I am well familiar with Hispano Suizas, and from what he had, 8 authentic cars are now restored, plus 2 with WW1 aero engines. I regard it as probable that HS had commercial reasons to ring-in that light, high speed semi-racing Hispano; But under section 12 of our Commonwealth Competition and Consumer Act, that would constitute Deceptive and Misleading Conduct, which carries a massive penalty. If you would like photos, I would be happy to email them to you A J. I apologise that I do not have a clue how to enter them into the forum: and I just cannot make the time to learn how to do something that does not seem to fit my logic. Regards........... Ivan
  6. Ivan Saxton

    1928 Stutz Schumacher Special Info Needed

    The detail I can pick from the first low-angle shot from the front indicates that the dampers are hydraulic rotary vane Houdaille. By means of different flow rate metering plug sizes for up-and-down axle movement, the damping is much more sophisticated than the friction rotary Hartfords that were also used by Mercer. In September 1980 Ralph Buckley gave me a blueprint of the chassis drawing for the 1916 115" wheelbase Raceabout chassis frame for Mercer, which shows clearly without comment Houdaille shocks. The same Houdaille units were used on a lot of wartime army four wheel drive Ford and maybe also Chev blitz vehicles, though other types may also have been used. The engine photo with the four downdraft carbs is fairly clearly the twin cam DV32. Stutz. In the middle at the top of the block you should find the cast number of the foundry pattern that was used. Near this should be the actual casting date of the engine block. The Stutz engine number was stamped on the horizontal surface behind the distributer on the front right hand side of the engine. The engine number of mine is DV30004. The casting date is ( from memory ) "60 27 28", which indicates 27th of June 1928. It is a late BB pattern casting. There is also cast on the left of the engine block the word SPECIAL which is upside down. Now if you check p261 of John Bentley's book "Great American Automobiles" the statement is that according to its builders, the DV32 incorporated "m the first dual-valve , double -overhead-camshaft principle in a stock car costing under $10,000, introduced after two years of exhaustive tests at Indianapolis Speedway and over the desert and mountain roads of the Southwest"". It is possibility that your car may have another prototype DV32. Another interesting possibility is that the first prototype DV32s could have been running around as un-recognised "sleepers" at the same time as the first prototype J model Duesenberg.
  7. Ivan Saxton

    Water pump packing

    You have to get the shaft right first. That is the essential starting point. Dismantle the water pump, and accurately measure what it should be. Take Photographs so I can see where keyways and woodruff keys go. Also I need to know size and placement of any thread, You need to give me enough information so I can make you a new shaft out of something like 4140 steel. Then what I do is reduce the diameter slightly, build up the section which runs inside the pump with a Metco stainless steel coating. I use an air-hardening phenolic sealer, because the coating is a coalescence of millions of molten droplets on the shaft. Then I grind it between centres to the correct size. The ground finish is very smooth, yet has miniscule pits in the ground surface which I generally wipe over with a suitable Teflon grease. I rebuilt the water pump shaft of a 1920s Rolls Royce Silver Ghost. I gave my friend instructions where to buy new packing, and how to cut and fit it. A couple of years later I saw Des at a swap meet: he told me that the pump leaked just an occasionally on the ground when it was standing, It turned out that Des had forgotten to buy packing form the farm store, and had forgotten to instruct anyone to fit the packing. The new shaft I shall make and post to you will be better and last far longer than a new original shaft, and it will cost you nothing. It is for goodwill. Some people make this type of water pump shaft out of stainless steel, and that gets hot. Regards......
  8. Ivan Saxton

    Turkish delight

    My guess is that the car with wicker baskets on each side at the rear looks a bit like 1903 Ford or Cadillac . They had similar origins. If you had a chance to lie on the floor and count the cylinders you would know. If you saw it running you might know, too. Ford with a "boxer" twin cylinder arrangement should thump and vibrate much less than Cadillac's horizontal single. My friend David Dryden, who lives about 20 minutes away, has superbly restored examples of the first three Ford models; the A of 1903, the C of 1904, and the interim model like the A but with slightly larger bore. If that car is a 1903 Ford, I understand that the wicker basket storage indicates an early A. My knowledge of David's cars is limited by the infrequent need for original components to be rebuilt with thermo-spray coatings , and subsequent machine grinding to size/fit. You always have to appreciate why cars were built the way they were. I have a 1913 "copper pot" Cadillac project; and I would liken them to the early Rolls Royce as a triumph of workmanship over design, only more so. You could liken Cadillac design to that of farm machinery, but built with absolute precision and care. I do not have the computer skill to define the detail where there should be identifiable differences in your photos compared with other photos of cars.
  9. Ivan Saxton

    Turkish delight

    In the 1950s, there was a photo of President Eisenhower on a State Visit having a ride in Mustafa Kamal's V12 KB Lincoln. ( My parents continued a subscription to National Geographic for probably 40 years from when they visited Canada and USA in 1937-8). What happened to the Lincoln of Turkey's war hero , President, and founder of their democracy? That should be centerpiece of every car show there. They visited a big Trade Fair that was in Ottowa or Toronto. At a time when every family in Australia washed their clothes by hand, my mother was obsessed with the latest Show Special deal on the Beattie stainless steel washing machine . The roller wringer would reverse if something jammed, and the forward/reverse bevel gears were zinc diecast did not have great life expectancy. When the washing dried on the outside line, you could lift off the wringer and slip on the wide electrically heated drum ironer. My mother ironed even socks, undercl;othes, handkercheifs and face washers. With this deal there was a step ladder, a stool, and ironing board and rolling pin,, and a pastry board . Full price was 40 Pounds, delivered anywhere. My father asked the attendants if the delivery was indeed, ANYWHERE. They conferred. Where did he live? At a town called Moe, in the Australian State of Victoria. After more discussion , they said "Yes". "That will be No Problem". The whole lot was waiting for them when they arrived home. My mother would have nothing but a Beattie washing machine when the original; needed replacement over 25 years later. I apologise for the non-automotive content. It does show you how people lived and thought then.
  10. Ivan Saxton

    wood burner drawings

    There is apparent ambiguity in the question. If there is intent to run a car on "gas producer gas" there are significant cautions. Carbon monoxide gives much les power that petrol or gasoline. Carbon monoxide forms a very stable complex with haemoglobin; and probably deficiency of oxygen, as well as presence of CO will damage the brain and also heart muscle. One of my friends had a bad dose of CO from exhaust leakage of his truck which he ran with a White with a petrol engine while he was transporting bulldozers in the early 1950s. Alan Hawker Chamberlain in the early 1940s had opportunity to buy one of the Stutz cars which raced at LeMans in 1929 with a Mecklenberg vane type supercharger. A couple of years later one of his friends was looking for a supercharger to run a Bedford truck for his work on "producer gas". The fellow in England sold him the supercharger for the same price that was asked for the Stutz with the blower fitted. Problem was that kiln charcoal still has all the silica which has been deposited in the wood by the transpiration water, and silica is a very fine and hard abrasive. Honourable Bedford engine wore out very quickly, as also did the Stutz supercharger.
  11. Ivan Saxton

    Abandoned car found in Death Valley

    A clue might be the gear change arrangements, which indicates to me that the gearbox is part of the rear axle assembly. Apart from Stutz, (which it is obviously not), the most common car to use a transaxle was Overland. It is not like any Overland engine that I have seen. A good reference to identify on such mechanical idiosyncrasies is January (show) issues of MoToR. You might be able to get library access to various years. The only one I have is January 1921. The transaxle detail of Briscoe may show up there.
  12. Ivan Saxton

    American Rolls Royce (Ghost, PI & PII)

    "cracking "is an ambiguous word. City Motor Services here in Melbourne ran a high end hire car service, mostly with Pierce Arrow Model 80s, with a few model 81s, and 5 or maybe 6 1929 straight eights; which they used for federal politicians travelling to and from Canberra. At one time they also bought a job lot of excellent P1 cars from India, which apparently were fitted with very nice open touring bodies. Sadly those had little appeal to their clientele, and drew a punitive import tax to protect the local body-building industry. So the bodies were unbolted from the chassis, and tipped off the edge of the wharf into the Yarra river to save the tax. First arrangement was they parked the P1s nose towards the plate glass wall of the office; and the secretaries complained that they could concentrate for the noise of the engines cooling down. I note the name of Sir Macpherson is mentioned as owner one Rolls Royce. He accumulated a substantial fortune through manufacture of confectionary . He was virtually a wholesale buyer of Packards, but he may have liked the Rolls less, and sold it in USA rather than bring it home to Australia. I was told by the people who salvaged parts of his 1922 Twin Six Packard Runabout with Rudge 100mm wire wheels, that the car was ruined by a large tree that fell across the shed it was stored in. He was very generous in spending his money for public benefit,. Most of his employees were young women, and he paid to build and initially run MacRobertson High School for girls in Melbourne. There is quite a lot about him on the internet.
  13. Ivan Saxton

    What vehicle was this???

    You cannot see enough of the profile to take a really good guess at the chassis it came from; but it must have been a quality middle level car. It reminds me a bit of early 1920s Buick.
  14. Ivan Saxton

    USL Type E-177 Manual Needed

    I have a wiring diagram for that, and I will ask my son to scan it and put it in my pictures to send to you if you care to give your email address by Private Message. I recall Ralph Buckley commented to me about these in Sept 1980. Morris Burrows also warned of them same trip. So you probably know to keep the revs down, so you do not tangle the windings, You may be able to re-coat and stabilize these by saturating them with an air-hardening phenolic with good dielectric strength. I understand the problem induced them to make the Raceabouts with a plain flywheel, and rely on the "Armstrong Starter". Bob Sohl in Cakifornia restored his 1915 Sporting to pebble beech standard; so he may be worth consulting in case he still has information. Bob told me he sold it because the brakes were too lazy for a calm and peaceful mind in modern traffic.
  15. Ivan Saxton

    Interesting 1929 cylinder head

    This carb has differences , but strong similarity of concept to the updraft carbs made and used by Cadillac through the 1920s. I have seen the name Johnson attached to them too, in written material. Cadillac used bi-metallic strip type controlled valves et cetera to compensate for variation in temperature. I have always carried a prejudice that it is best to feed an engine with clean air; without compromising mixture control; and it is very difficult to fit a decent aircleaner on a Cadillac carb. I have not yet been able to lay hand on my copy of Sir Harry Rickardo's textbook "The High Speed Internal Combustion Engine", but from past study of relevant explanation in the book, I cannot see how the modification might improve Rickardo' s basic design. I will check to see if Graeme Simpson has opinion on this. Graeme uses a French Le Zebre car, which he restored personally. The name LeZebre means little to many people when they look at the car with its small 4 cylinder side valve engine. I believe it is the only entire car that was all designed by Rickardo, and in its era it was an excellent and efficient device. There is a very informative biography of Rickardo. The author is Reynolds, who also wrote a comprehensive book on Citroen and his cars. The title of the one on Rickardo , is "Engines and Enterprise"; which is assort off-take from the title of Rickardo's autobiography, (which I have never been able to obtain. ). I gather that Rickardo may have deliberately avoided informing about matters that he did not consider we later readers might appreciate.