Ivan Saxton

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About Ivan Saxton

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  • Birthday 11/04/1940
  1. Identifying pre war instrument panel??

    Possibly something ( like) a copper-pot Cadillac, 1912 0r later; which had the first electrics, but "Faith and Hope " engine oiling system. For the first V8, which was 1915 model, Cadillac had pressure oiling. Maurice Hendry wrote that Cadillac had an ex Napier engineer on their design staff. The 1911 4 cylinder Napier which I have has pressure pump engine oiling; but also a full-flow "oil filter". That is a lift-out bucket wit brass mesh screen: but the mesh is not very fine. I have a similar speedometer with my 1913 Cadillac project, but there is not an amp-meter, nor a sight oil feed indicator.
  2. 1905 race florida

    Behind the left front wheel of the streamlined Pipe in post #13 the car looks very like one of the Napiers, which could be an E61, a K5, or even the L 48 in its original form. There seems to be a beam type staring handle, such as Napier used on some of their big racing cars. ( call that an "armstrong starter"). It could be a non-competitive car; because the low -placed number at the bottom of the radiator is not a racing identity number; but is more like a road registration, perhaps? The best collection of early Napier racing photos is in David Venables' book "NAPIER. The First to Wear the Green". ISBN 0 85429 989 0 . There are photos of other contemporary cars; But the author may well have had many other photos of other cars from the same period, though the focus of the book was on Napier. In only one of the current photos of Samson in West Australia I can see an unusual design of friction damper on the front. This is the same style which is shown illustrated in the owners manual for the 1919 to 1923 six cylinder, 6 litre Type 156 cuff valve Peugeot. It is possible that Jack Nelson or another past 156 owner had a sample that Bob Chamberlain was able to copy for its utility value. Craig, it might be easier for you, being in Melbourne, to telephone Alan Morgan to discuss an clarify what Bob did to re-create the car . Alan started at Chamberlains as an apprentice during the 1940s, and did all the machining on all Bob's cars. There is some detail in Tito Anselmi's book on Isotta Fraschini pertaining to Pipe cars designed according to Kaiserpreis regulations in 1907, which encouraged many of the competing cars to run with a larger bore than stroke. Isotta's Tipo Taunus was an 8 litre 4 cylinder T-head, in which the piston crowns had minimal clearance to the combustion chamber roof. So with a very high compression ratio, and synchronised ignition with what amounted to a double sided Rickardo combustion chamber by a set of spark plugs on each side of the engine with HT spark from both ends of the high voltage magneto winding. Minoia won the 1907 Coppa Florio in one of these cars. He averaged 15 miles per gallon for the race of 302 miles!!!!! I wonder why no-one except Finlay Robertson Porter, with the 1914 T-head Mercer Raceabout copied Giustino Cattaneo in this.
  3. 1905 race florida

    It is about as accurate as it is possible to be, Bob. During that era, when Napier wanted that car to be faster, they built a bigger engine for it, and the original gathered dust , out of the way, in the Factory. After some time, one of the Cornwall family, whose wealth was from manufacture of the very large drainage pipes for the sewage system of Melbourne, was in England, and searching for a suitable engine for a racing boat they were building, heard of the discarded original engine from Samson, and bought it. Alan Hawker Chamberlain, and old Racing driver Jack Day, both described the process of starting the big 6 cylinder engine in the boat. The crankshaft was turned by hand with a suitable bar which fitted holes bored in the circumference of the flywheel, till one cylinder had been taken through intake and compression strokes, and stopped a few degrees past top dead centre. That charge was fired, probably by trembler coil spark, to start the engine. Bob Chamberlain bought the Napier engine from Cornwalls, some time after it had been replaced, first by a Sturtevant V 8 aero engine. That was later replaced by a WW1 12 litre Hispano Suiza V8 aero engine. After Chamberlain brothers sold their various engineering businesses in about 1960s/-70s, Bob spend a lot of time copying design data from A,J, Rowledge' design notebook(s) on the creation of the original car, which are preserved in the Science Museum in UK. Bob re-drew all the engineering drawings; and Alan Morgan, who started as an apprentice with Chamberlains in the 1940s, did all the manufacturing of the re-created car. Certainly some of the wheel centers are Napier Rudge Whitworth, because I was persuaded by a friend to let Bob have spare wheels that I had. ( I was disappointed later to discover that he wanted the extra wheel centres to build a set of high speed wheels with straight sided rims. I try to be particular that spare parts I have only go to people with genuine need. Those wheels could have gone later to a friend with more legitimate need). The engine cylinders now are not correct and original. The originals were cast and machined with open water jackets. Wax was moulded around them, impregnated on the surface with graphite, ( which is electrically conducting), and the thin copper water jackets were electroplated to sufficient wall thickness. These were beautiful, but fragile and easily damaged. The patterns for the cast iron replacement cylinders were Bob's design work, but with the necessary coreboxes, were the craftsmanship of Bob's long-time patternmaker, Vic Gray. We suspect that other wheel centres, and the wheel hubs front and rear, may have belonged to the crashed remains of an S76 Fiat racing car which was found, crashed and stripped near the Queensland border town called Texas. ( That was taken from John Ryder's property at Coonabarabran NSW, without permission or purchase. The source and identity, and the provenance of notable re-creations of significant historic racing cars, can often be contentious. The frame and a few other parts,( including one damaged engine cylinder) , were retrieved from a steep gully on a road near Kempsey in NSW by my friend Stuart Middlehurst. We could never identify it, but only speculate what it might have been. John Medley found a name of the ownership of a property close to where that car ran off the road and overturned. The owner suggested that he should speak to his mother, then a very elderly lady, who had walked to the spot the day after the accident with her mother. Her mother had photographed the wreck, as it lay, upside down. Would he like to have the photograph? It was chain drive. With the date, John searched the newspaper records. The names of the people involved, and the make of vehicle were revealed. many people will be familiar with another example, well known from its display in that wonderful museum in Cleveland. It was an example of possibly one of Ferdinand Porsche's earliest classic racing car designs, the Prince Heinrich (sp?) Austro Daimler. I understand that the sad engine cylinder went to a man in Scandinavia who has been trying to gather parts to resurrect a car. One thing lacking has been a chassis frame. Dr Porsche always had a reputation for using language that was blunt, rather than diplomatic. I cannot imagine what reaction he may have had, should he have ever known that part of one of his masterpieces has been improvised in the recreation of a later FIAT racing car. It is believed that the wrecked Austro Daimler was dismantled over time for anything possibly useful. As they say in the Outback, it has vanished into the "Never-Never".
  4. cracked block

    You cannot know how to fix the problem until you find and assess it. the bad news is that you will have to pull the engine out, and either partly or completely dismantle it. If you are lucky it may only be rusted cup or saucer plugs, and as in a modern engine the replacements will be brass or stainless with 2-pack epoxy mix round the periphery. I had to repair an early 1920s medium- size 6 cylinder Rutenber engine , which had an open channel through #5 cylinder bore from the water jacket, into the oil, of course. Now the early teens 4 cylinder separate pot Rutenbers, in those early Overlands that were plentiful and reliable in the Australian Outback were good stuff. But in the early 1920s a fellow by the name of Gordon In Sydney bought a job lot of maybe several hundred from Rutenber, to make his fame and fortune manufacturing the Australian Six, using American proprietry components that would fit'. First they had to rebore all the new engines to get sealing and fit. A lot of these cars that have probably survived because of the brand name. Well one of my friends was proud to rescue about the earliest survivor, serial # 30, from outback Cunnamulla in south-central Queensland. But it was not an Australian Six, but an Australian Five !!! Under the valve side cover(s) that carry the camshaft tappets, They had to drill a 1/2inch hole between inlet and exhaust valve springs, seal the hole with a Whitworth nut and bolt, and two lead washers, and ran it with no tappets there, and no conrod and piston in that bore so not to disturb the sealing bolt. ( the connecting rod bearings were oiled by splash dippers). I threaded and sealed the hole right through with threaded rod and epoxy, then sleeved and and re-bored the cylinder, so there was absolutely no chance the threaded rod could ever turn. Whatever you find, there is likely at least one way you can fix it. I reckon my way was better repair that the lead washers and bolt from Cunnamulla.
  5. P-A Barn Find

    I had two of the Model 80 cars that had originally been taxi fleet cars in Melbourne. When I wrote to Bernie Weis that they used effectively the same gearbox as the overhead valve 6 cylinder Mercers, Otto Klausmeier ( name spelling?) affirmed that by letter to Bernie. In fact, the only items that were manufactured by Pierce Arrow were the engine and the body. And they were most profitable to make. I gave those two project cars to friends, because I was not sufficiently enthusiastic to restore them. People here have found the performance disappointing. They should be good engines. They have a nice 7 bearing crankshaft with a good Lanchester torsional vibration damper. And they used a Rickardo patent combustion chamber design, but with compression ratio probably much lower than Chrysler used at the same time. You might suspect that their concepts that gave good gas flow and performance on the big dual valve T head cars were out-of- whack for an L-head engine. Anyone who has not seen the recollections written for Automobilists of the Upper Hudson Valley by Miles Harold Carpenter can track it via Google by searching SGV and Phianna automobiles. The very young primary school kid, who had a small business re-charging early electric cars for their owners; corrected an ignition fault that stopped one of the first Pierce cars near his home, when the engineer driving it seemed to have no clue. So it seems that kid had the run of the factory for his own education and experiments. The six cylinder , ohv, with equal bore and stroke, that would run to 4000rpm in the Phianna of the early twenties, would have been a brilliant substitute for that L-head six of the model 80. Pierce Arrow and Phianna had similar social range of clientele. A co-production with Carpenter's Phianna engine would have been an antique we would all like to own.
  6. Noma? car in upstate New York

    I may be able to clarify a bit on the Continental engine matter. For the approximate year and the piston displacement of just over 300 cubic inches, it is likely to be a 9N Continental. This was used, probably until stock was used up, by Roamer as alternate choice to the 4 cylinder "walking beam" Rochester Duesenberg. The 9N is a side valve 6 wit a fixed head cylinder bock bolted to the aluminium alloy crankcase, with the valves serviced through individual holes sealed by threaded caps with separate ring gaskets. Crankshaft has three main bearings, with all journals of generous size and strength. There is a piston type oil pump driven from a camshaft lobe to send oil (at probably fairly low pressure) to the main bearings, while dippers splash- feed the big end bearings, and probably most else relies on Faith and Hope. The model of Roamer was the 6-54E, said to produce 54-54 horsepower at very moderate rpm. it has long and quite heavy cast iron pistons, and the combustion chamber shape pre-dates Rickardo's patent. I have a 1917 serial number Roamer chassis frame and significant other remains, which was built for the alternative smaller Rutenber6 cyl engine, which was a dog with hopeless die-cast zinc-alloy crankshaft bearings. (luckily my two red Kelpie computer and cattle dogs are having a snooze and did not try to read what I last wrote. Try to find accessible copy on the internet of Red Dog Movie, a fun film about a Kelpie and vertical, short-nose, long claw dogs that he adopted in the Outback iron-ore mining areas of Nth-west Australia). Case used a 6 cylinder detacheable head up-grade of the 9N with the same bore and stroke. My late friend Mike Gausden told us of one that he owned in the 1950s, that he said was a delight to drive and handle. He said that though it had one dud spark plug, it cruised effortlessly on 5 cylinders on a long trip back from Adelaide to Melbourne at 55 mph. I hope this gives you a little perspective. If the Noma remains most valuable to the current owner, though you explain you are neither an outlaw nor a dealer, you could look for something similar .......just in Case.
  7. Make & Model Identification Help -- Photo 1911

    No front doors could be significant detail. Someone like David Dryden would be the best to pick small detail differences if any between 1910 and 1911. He has been at Ballarat Swap this weekend. Last weekend was important too, because their younger daughter Mandy was married at Noojee, which is the small timber town close to their home. The wedding cars were the red 1904 C Ford (which David restored several years ago), and the 1903 A Ford (which he has only just completed ). He had only the wicker basket storage of one side, and has made the missing parts of the set. He has the 6 cylinder car restored, which was apparently a Ford family special car of about 1906, similar to a model N with two extra pots. He has carefully conserved the early two pedal, two lever T with a three digit serial number, which is returned to the configuration in which it was built. His 1909 T is a flawless restoration also. And he has just started restoring an interim model between the A and C, similar to the A but with a slightly more powerful engine. And he has R and S models awaiting restoration. How fast do early Fords cruise on good roads when they are restored to original condition ? There is no speedometer. On an Australian National 1& 2 cylinder event in Sth Aus, a modern motorist pulled into a service stop where David and Jan were having coffee. He had followed the 1904 Model C at 42mph. That car starts instantly from cold, and does not overheat when stationary. David made his own new spiral fin radiator tubes. Maybe the ignition coils give as efficient combustion as they were meant to give originally. David has a wonderful authentic collection of the earliest Fords.
  8. 1918 Bearcat Starter Motor

    I did find that I made an extra one of those starter motor brush holder sections that carry the outer end of the armature shaft in a decent bearing race. You will have to post definitive photos, and dimensions to confirm the fit. I have those same model numbers from one of my trade source books. The important bit is that there is very little change in the crankcase between the first 4 valve per cylinder T-head of 1918, and the last engines with the detacheable cylinder head. One of my engines is a " K", which, contradictory to what is in the Club's big book has a detacheable head instead of a fixed head engine. The difference in that crankcase relates to a different generator, which is still on the left side of the engine. I do not have photos of the very late detacheable head engine of the Bearcat which Bill Greer used to own; which, if I recall correctly, Bill said was built with left hand driving position. (They must have designed a very different arrangement to have the change lever and handbrake in the middle). That may have been considered a 1924 car......
  9. 1918 Bearcat Starter Motor

    These starters were probably the same through all the 16 valve 4 cylinder cars. The diecast end piece which mounted the brush holders and the outer bearing would eventually dis-integrate because of lead and or cadmium impurities in the zinc casting. The one on Bill Greer's car was a mess. As you remember, Bill was instrumental in starting the Stutz Club, and did the newsletter for years. I fabricated a small batch and machined them out of steel, for my engine, for John Ryder, Fred Edwards, and one for Bill, which I sent him by FEDEX. I am not sure if In have any extra, but I possibly have basic drawings. There is a lot of "knife and fork" work to make one of these. They used the same rubbish alloy to make the cam follower bodies; and when those lock up you cannot turn the engine over.
  10. Lost: Henry Ford Punch Bowl

    I think you need to re-read Sidney Olsen's (sp ?) book " Young Henry Ford" , which was written as many researchers and archivists were sorting the vast mass of material that Mr and Mrs Ford had collected, and which gradually filled most of the rooms in their final home during their twilight years. It is significant that while most reporters who wanted to interview Mr Ford had great difficulty gleaning and recording much of genuine depth or significance; because they just did not understand how to communicate with him, or to ask him the right sort of questions. And everything that he collected was there because it had significance to him. I suggest to you that the most important skill is to teach how to ask oneself questions that are definitive. And the most clever interviewer and reporter, a very perceptive young person, schoolgirl reporter and photographer Ann Hood, was able to elicit from Mr Ford information and opinion of what was most important to him. And you can bet that punchbowl trophy was more significant to Mr Ford than the car he built to win the race, or the insignificant prize-money, no matter whether people considered it artistic or ugly. The car and the race win brought the public esteem and financial support which assisted him to move towards his ultimate objective; though the actual form of that first production car was probably not clear in his mind. Olsen reported that Mrs Ford did not greatly admire the trophy; and wondered to a friend what possible place or use there might be for it.
  11. Has anyone used a Spokeshave by Veritas

    Eye/hand co-ordination are important for shaping, no matter what equipment you use. And a range of honourable, economical, adjustable, oriental profile gauges are important, so you can colour mark with chalk or whatever; so you can continually verify what your eye and instinct tell you. You have to look for a metal spoke shave with a curved surface, so you can shape internal radii. ( You also need to correct the constant wear on the blade surface. Silica, that is, silicon dioxide, has a small but finite solubility product in water, and it is deposited within the wood as the tree pumps water from the soil to its leaves. Silica is an abrasive with greater hardness than the tool steel. If you are used to using a 5 inch angle grinder with appropriate grade of zirconium oxide grit flap wheels, it will do your work more quickly. Dust masks and a dust collection system are adviseable. You need to use new, sharp flap wheels that have not been used on steel. If you are used to using a small angle grinder and flap wheel, you will find it becomes one of the most important pieces of precision equipment in your workshop. ( I have had little or no access to the internet since a dry lighting strike destroyed computers, radios, TV and printer, and all electronic stuff you can think of within the house. It hit the TV antenna, and tracked through all the co-axial cable network in the roof space. The wireless internet antenna in the "wok" on the roof was in a coma for a fortnight before it spontaneously re-awakened; though not without some apparent cognitive impairment. There has not yet been a visit from the ISP. When the insurance helps us replace and set-up the computers, I will be able to view and communicate properly again. I was staning just outside the roof= linewhen I saw the blinding flash with a central streak above me, I can tell I was caught it the electrical wash; but apart from slight memory hesitation for a few days, and re-incidence of slight back pain, I am now fine.) Regards
  12. zenith carburetor mixture adjustment

    I have just laid hand again on my very old and fragile 24 page book, "Hints on Fitting and Adjusting the ZENITH Carburetter. I am asking my son to scan, clean up, and adjust the size so it is easier to use. The publication is 1915, so it should be useful for any instrument also well into the 1920s. Some of the advice is probably also closely applicable to tuning other carburetters on antique automobiles for driving on modern roads with modern fuel. ( In beautiful handwriting on the Title page, is the note that for a Lycoming 4, 135 Compensator jet, 120 Main Jet, 26 Choke, ( which probably means a 26mm venturi ID) , in a # 36 carburetter ( which is probably 36mm flange throat diameter ). When I have made bronze replica Zenith 105DC dual throat updraft Carbs for Stutz, Lancia, or Isotta Fraschini use, I have ground the teeth off a big old flat file, and ground the profile of the venturi throat on the side, with relief under the top cutting edge. ( Almost any antique automobile restoration requires work that can only be done on a lathe: So if you cannot find for yourself a good South Bend Lathe, You will certainly find that an honourable, economical, oriental lathe with Imperial leadscrew will serve you well, and improve the way you deal with problems.)
  13. Sleeving wheel cylinder

    Lancia Aurelias of the 1950s were made with bronze pistons in aluminium bores. The only problem that I have ever had is unavailability of Metric seal sizes to suit. I have had the bores all sleeved with stainless to available inch standard, for instance, 25 emu size is now one inch. I made new bronze pistons to suit the one inch stainless bores. Diameter of pistons is 3 thou less than the bore size. (The thousandth of an inch is the most useful unit of measurement for fits and tolerances. Metric measurements have specific usefulness for scientific purposes. Essentially, you use units of measurement that bear a sensible relationship to what you are dealing with. In the early 1970s, the most ignorant, despotic lawyer politician in our history made law that Australia should convert from imperial to his hero Napoleon's metric measurement system, without referendum. I derisively refer to millimetres as ethnic measurement units, or emus; emus being large flightless birds who function more on instinct than cognitive ability.)
  14. Vintage Briggs mower starting problems

    A number of those little B&S engines that I have seen have no threaded valve clearance adjustment; and the valves recede into their seats until there is not enough compression to run. You can shorten the valve stems slightly to restore tappet clearance by carefully grinding the tips on a bench grinder with suitable care and suitable fine grit wheel if your hand and eye are good and steady enough. You can build up the valve faces with cobalt "Stellite" rods, using an acetylene rich feather on the flame to "wet " the valve face with the filler rod when it starts to "sweat". Then you have to grind the face to the correct angle. Or you can make, fit, and face new valve seat inserts from something like 4140 steel. It depends how much you love your mower. They were built a bit like a cigarette to burn hot for awhile, and then throw away.. Later mowers are bigger and last better.
  15. 1920 Premier

    I understand most Cadillacs through to possibly the updraft carb V16s had Johnson carburettor. These were 2 inch throat size. I have several pages from a contemporary Radco manual scanned into my hard drive so I can readily email them to anyone who needs this. My first car in the early 1960s was a 1927 Cadillac, and I never had problem with running or tuning. The old Cadillac agent here in the 1920s told me that one man bought a new sedan and kept records of fuel used. It consistently averaged 16 miles per gallon over 66,000 miles. You may need to make a new cork float; but there are better coatings that you can use now than shellac. There are essentially only two types of trouble with them: Dirt trouble, and Spanner trouble. Once you set the correct fuel level with respect to the tip of the single jet, it should perform well if everything else is correct. A lot of the control is automatic by bi-metallic strips.