Ivan Saxton

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About Ivan Saxton

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  • Birthday 11/04/1940
  1. Question about the Octoauto

    Reeves did subsequently produce a much more useful invention, which was a stepless variable ratio V-belt drive. As the axial distance between the two pulleys was varied, the ratio varied according to the radius at which the wide V-belt gripped the spring-loaded variable pulley. I picked up a couple of different ones which did not carry his name at a machinery auction once, but I do not think the power rating is huge. I have never tried to use either. On the tandem rear axles, it is unlikely he would have had steering unless on a lazy axle at the very back. The advantage would likely have been only for tyre makers.
  2. Odd looking roadster pickup...maybe European?

    About that period Morris used about a 250+ cubic inch 6 cylinder Saurer diesel engine, with as strong aluminium alloy main engine casting, with a cast iron head. The injectors were unusual in that instead of spray holes in the tip, the end cap lifted for a ring spray of fuel. The exhaust could be smokey, but you would fix that now with 5 to 7 % of LPG in the intake air to catalise the complete burning of the diesel , and almost complete utilisation of the energy in the fuel. This gives more power and better economy, with very little in the way of toxic product of incomplete combustion. I never got to use one as I once planned, and there are a couple of engines and gearboxes here, and no owner has been interested enough to look. They fitted a much larger Morris Commercial than those little shopping trolleys.
  3. Slotless screwdriver needed...anyone have one?

    That screw does not look to be self-drilling; if so it would need a pilot hole unless used on fairly soft material. What I would look for or make would be something on the principal of those eccentric roller type stud removers, with roller ends protruding slightly beyond the end of the barrel that contains them. That might be fine to secure your matting as shown. Taking them out would be difficult without damaging the head circumference by tight end-grip of what I think you call "vyce grips", but which here in Australia are always referred to as "--gger-nuts",(because that is what they do).
  4. Please ID early car

    It seems that particular bumper was a common aftermarket apology for two wheel brakes. It reminds me that Roy Grey, the second owner of Alan Powell's A model Duesenberg here in Melbourne for about 40 years, told me that during the war, the garage of his then home was too short for the Duesenberg with both front and back bumper bars attached. Those beautiful hydraulic brakes were possibly the best on any car for many decades. Roy said he would never run into the back of anyone, but there was always risk he could be hit from behind. So he removed the front bumper to fit the car to the garage; and it was somehow lost.
  5. Restoring cracked/broken cast manifolds?

    Brazing is not recommended, because is has a very different coefficient of linear expansion. In the early 1970s we had a very rough AS160 Inter tip truck on the farm. It did a lot of work shifting clay from around the dams to make a raft track across the peat swamp to the paddocks on the other side . The exhaust manifold was broken right through. I used about 15% diesel in the petrol to prevent vapour lock in the fuel lines. Eventually the engine became lazy to the point of uselessness, about 1974. I pulled the head off and faced the valves. The exhausts I rebuilt with Elwood Haynes' cobalt "Stellite" alloy. The pistons had a lot of rock across the thrust , so I had them expanded by a selective hammering process, and blessed it with new set of piston rings. We continued to use it till my father sold the farm. Stuart Middlehurst had a similar Inter in a secondary transport business, which was used a lot because he fitted one of the first hydraulic self-loading cranes. That was very handy for our antique cars. ( Stuart was interested in Hispano Suizas, and ten still exist if you count two with aero V8 Hispano engines in Hispano chassis.) Well, that engine died, and the truck needed to work, so Stuart took the one from the paddock tipper, and it never faltered in over 20 years. My welded exhaust manifold was still on it. I used a new manifold gasket to drill holes in a solid piece of rolled steel joist to keep it straight. It was just a case of suitably grinding the joint, bring it all up near welding temperature evenly, and weld it with an oxy-acetylene torch of suitable tip size, using cast iron filler rod about 3/16"diameter, and cast iron welding flux. I can check the details, and know people who would know what was in the flux. today I would cover it with high temp fibreglass matting to cool slowly. I think I used an acetylene-rich flame. It is probably sensible to grind away a bit of the surface that may likely to be contaminated by lead from the petrol.
  6. Duesenberg Spelling

    I think the name was imposed on the photo by the photographer, who made the mistake. It is a wonderful photo. So seldom can we see the people we have often read about so close and so clearly. What a pity this could not have been showed to Jerry Gebby, who raced his own T-head Mercer, and tried to persuade Eddie Pullen to make a set of Rudge Whitworth wire wheels available to him. Jerry was also a most accomplished shutterbug, and his workis perpetuated in his many contributions on early racing in Antique Automobile and Auburn Cord Duesenberg Newsletter. Fred Roe was custodian of his photo collection until his passing, and It is probably in the ACD Museum, I guess.
  7. Two old Aircraft Generators, 28.5 volt--200 amp

    My guess is that the horizontal twin cylinder petrol engine job is from one of the Medium tanks of WW2, Lee and Grant certainly, but we never had a Sherman. All had 24 volt electric equipment; and there were four steel/rubber engine mounts bolted to the horizontal plate above the right hand side track inside the hull, just near where the two big 12 volt batteries were on the floor, coupled in series. That auxiliary generator would probably be used to re-charge the batteries, and would certainly have plenty to start the tank. That is the correct brand they used, and cited in books I used to have; but I never saw one. Things like these, wireless gear, and most periscopes were taken out before the unwanted tanks were auctioned. My father and his business partner Alec Heywood owned 200 tanks, mostly General Lees with the Continental built Wright Whirlwind 9 cylinder radial engines. They were auctioned in lots of 20, at 6 pounds ten shillings, and 9 pounds and ten shillings apiece . ( The little 13 ton General Stuart light M3 tanks were more popular: The ones with the 7 cylinder radial petrol engine brought 30 pounds each singly, and the ones with the 9 cylinder radial air-cooled Guiberson diesels cost 45 pounds each.) The auxiliary generator in the Liberator aircraft must have been more exotic, because it had a Lawrence engine. The one that came to us from a Liberator that the town photographer at Moe bought and was stripped because he planned to convert the fuselage into a skiing hut for winter for himself on Mt Baw-Baw. The Lawrence company was interesting and significant according to Setright's book "The Power to Fly". I cannot lay hand on my copy just now. They were building a small radial engine which Setright said the US airforce liked in concept, but Lawrence apparently did not have the capability to build anything of the size Uncle Sam wanted; so Wright were told to do the job. You need to read the story your self if you are interested in engines. Wright brothers pioneer aircraft would have been far better if they had Charles Manley's beautiful hand-built radial for a competitive attempt for first powered flight. There is a lot about Charles Manley on the internet
  8. Looking for Zenith Carb Info

    Mercer 6 and L-head 4 are totally different engines. The intake tract is similar concept in both, in that the carb bolts onto the side of the engine block, and the intake passage is internal and temperature controlled by the water temperature. You can alter the meaning of a communication by repeating it with words omitted.
  9. It looks similar mechanism type to the Ross that was used on AA and BB Stutz. What does Randy Ema say about it. Randy would probably know at least as much about the mechanicals of the J as anyone; and he has care and preservation of all that Marshal Merkes had for decades.
  10. Looking for Zenith Carb Info

    That particular Zenith looks prehistoric compared to the Stromberg OC3 used on 1923-6 Mercer Series Six Rochester-Trego ohv 6 cylinder Mercer. I made an adapter by a bit of simple lathe work, with the three sections joined by silver brazing. The 1918 Series 4 ran well with performance and economy, even tough the flange of the carb was smaller than the intake port in the block. ( I made the nice taper in the adapter). I also found that the downdraft off a 1942 army Diamond T 6x6 double-boom recovery "wrecker" truck worked equally well. For that I had to use a fuel pump, because, being a downdraft, the float bowl was too high for the vacuum tank feed. The adapter elbow I fabricated was not as elegant, because I made it to invert if I wanted to try a big updraft. Probably Morris Burrows thought I was a Philistine. An OC3 would be good if you can find one. If you can find a bigger Zenith triple diffuser side-draft off something like a Lancia Kappa or the same engine used in the Lancia Pentiota truck of early 1920s, the carb size would better match , but you would still have to make an adapter the way I did. Maybe you could improve the problem if you could add a proportion of something to the fuel to improve the evaporation . I do not know enough about fuel chemistry to guess. If you read the section on fuels in Sir Harry Rickardo's text book "The High Speed Internal Combustion Engine", you might find guidance. The inlet tract on the Mercer Six is same concept as that of the L-head Mercers.
  11. locomobiles wanted

    I have a mid-twenties Locomobile Junior 8, which I bought from a friend in Brisbane in an odd deal which included a 1926 Lancia Lambda. When I visited Bill, the Lancia was well protected in a shed, but the Locomobile was a very pretty sedan, obviously deteriorating in "the big shed" (in Queensland parlance), with lantanas growing over it. Bill was "building" a house which he showed me, and it was to become most magnificent; but I had difficulty comprehending the split floor levels excavated by a bulldozer on the rocky site without foundations or any further construction. I expressed interest in the Locomobile if he should ever decide to part with it. A couple of years later Bill was down here visiting a mutual friend, and he told me that he and Margaret had broken up. He was going to sell all the cars and the property. I had just built a 30 x90 foot shed with a concrete floor for my cars. I tried to persuade Bill to at least keep the Lancia: I told him he could bring it down and we would cover it up in a corner, and it wold be there for him whenever he was ready to restore it, whether in 5 years or 25years, ------ indefinite free storage. No, he was keeping nothing. So I bought the Lancia and the Locomobile. The history of the Locomobile is that it was an undertaker's mourning car; and when the business died, the old bloke who drove it was given it as his gratuity........ I understand that the Junior 8 was designed by Barney Roos, before he went to Marmon, where the eight cylinder ohv Marmon 78 was a car of similar size and concept. The Locomobile is a small ohv straight 8, with two cylinder heads . It has an open flywheel and a separate gearbox mounted in a sub-frame. The ends of the semi-elliptic springs are mounted in moulded rubber , similar to some Chryslers in the 20s. ( Duesenberg also used the rubber mountings for some of their racing cars in the Twenties.) The wheels are unusual disc wheels with detacheable rims. The engine number is 8P-222, and the serial number plate shows JNR 8 318. There was another Junior 8 I could not find about 100 miles north of Melbourne, which I believe was restored by a member of the Vintage Drivers' Club who I have never met. In 1984 I was invited to visit Alton Walker, whose house pre-dated the Pebble Beach golf course and was surrounded by it in respectful co-existence. Alton pointed out to us the Tee outside his front fence for the play-off hole to separate a tied finish. I have never learned golf, and my father did not need it to keep himself fit, or to keep him off the streets. Nevertheless, he was once asked by the local golf club to push over a few specified trees on the golf course, which was only a couple of hundred yards from our home. Can you imagine the spectacle of an older lady member on her afternoon constitutional, attacking the front armour-plate of a 27 ton 420 horsepower General Lee tank with her golf club, to protect her place of pleasure from the vandalism? Alton took me for a ride in the Junior 8 roadster with wood spoke wheels that he bought form a Harrah auction. Just like Charlie Norris' V8 Wills St Claire and Carl Killorin's A model Duesenberg, the performance was less impressive than I expected. Maybe it was an age factor with older drivers.
  12. 1920 Cadillac model 59 radiator hood hinge bracket

    Hello Matt, I finally had a chance today to check the front attachment mounting for the "bonnet" ( which is our term for what I think you call a "Hood") of my unrestored 1916 and 1923 V8 Cadillacs. I cannot understand why anyone would need to un-solder a mounting from the top edge of the top tank, unless they dismantled the thing in an oven ( which I have never done or seen done.) The 1923 V63 has a centre strip about 2 1/2"wide with a hinge each side. This is attached by vertical 1/4"NC studs. The 1916 has a bracket which is a casting like about a 2 1/2" x 2 1/2" x 5/16" bronze angle, with a 1/4" vertical stud screwed into the horizontal face. There is a semi-circle cut-out to give clearance around the filler neck. If you cannot get dimensions through C Carl's group, just mount the radiator, and the bonnet mounted at the back; Then work out the dimensions. Your chance of getting one off a radiator are about as good as finding a whale in Lake Ayre, Central Australia. You help plenty of people. If somebody cannot help you it is a poor world. If you give me the dimensions I will make one; so you do not get your feet tangled in your beard, as they say. Incidentally, it helps on radiator work to use different solder compositions with different melting points. For instance, when David Dryden made a new radiator core for his 1904 Ford, I pointed him to a company in Melbourne where he could get a range of melting point solders. He tinned the new tubes and the inner edge of the crinkled copper strip for new gill tubes, and a much lower melting temp mixture to fasten the tubes in the new end-tanks. Regards, Ivan
  13. These Cars Matter...Hershey 2012

    The back wheel that Barney Pollard was looking at would have to be an early vertical Packard.
  14. 1926? Cadillac

    It is a model 341, which we always placed as 1928 model or manufacture date. The number is the piston displacement in cubic inches. It is the first Cadillac V8 with side-by-side conrods. The next model for 1929, (though start may have been late 1928) was the 353, due to slight increase in cylinder bore and piston displacement. The wire wheeled 353 is easily recognised by bolt-on wheels instead of the previous big centre-lock Buffalo wheels. The wheel studs are concealed by big hub caps.. The 314 in three series, A,B, and C, probably covered years 1925,6,&7 ; were the last with fork and blade connecting rods. They looked less massive, and to my mind nicer, from the front. The engine bearings were good for huge mileages if they were looked after and not driven without oil and water. My friend Bob Craddock owned a 314C for probably 55 years, using it mostly for club events; but it had been owned and used by three generations of one family, for a total of over 500,000 miles. The last owner of that family I met on two or three occasions after he left this district, and talked about the car. Graeme Fitzgibbon was a jazz musician who owned at managed two different hotels in the Warragul district, and known as the "Singing Barman". He was a nice bloke. If you look at Maurice Hendry's book on Cadillac, he only referred to 2 different versions of the 314. He was usually very thorough in his research, so it was with some embarrassment when he was visiting from NZ that I detailed the differences between the three series.