Ivan Saxton

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About Ivan Saxton

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  • Birthday 11/04/1940
  1. "One Shot" Chassis Lubricator info needed

    Earliest design intention I have seen is A model Duesenberg. My car, serial # 630, which entered Mexico new in June 1922, has 1/8 gas threaded holes to provide for this; but they all have blanking plugs screwed in. I can find no indication of how the oil might have been supplied to the tubing; but there were different systems. On 1927-8 Stutz, it was not necessary to fill a container with a hand pump. By pushing the spring-loaded button on the control valve, hot engine oil was intended to be supplied to all points when the engine was running. Without and before oil filtering, eventual blockages would be a certainty; so you would have to categorise it as a "Faith and Hope" design. Maybe that is why Stutz changed from M & L Series to a container for clean, light oil, with a lever hand pump. I suppose individual grease nipples and a grease gun gave better understanding of whether a point was properly lubricated , or blocked for dry grinding.
  2. Grant Six Firewall Tag

    In 1960 we saw a Grant Six in Whiteside Rdbetween Officer and Beaconsfield , here in Victoria. It was pretty complete as it had been parked under some pine trees. The owner was not prepared to relinquish it at then-current value. Five years later it was owned by a member of the Vintage Drivers' Club, after the previous had been inspired to improve its value by trashing what had survived of the bodywork, which made authentic restoration pretty much impossible. I used to see Neil Burns at VDC meetings, And I know he had other early cars including a small 8 cyl 8-90 Auburn, a very pretty car which was in good driveable condition; except that it had coughed a connecting rod through the side of the crankcase. ( I surmise that model of Auburn may have had some pre-disposition to the same malady, because I have here a similar damaged engine from rusty remnants; except that this one had created the same excitement twice from different cylinders: But the first exit hole had been most expertly repaired by brazing.) I would say that the engine of the Grant Six was very likely made by Falls; because it was an exposed pushrod OHV , very similar to the design of a Chev four, (plus 50%.) There was a man from Western Australia about the same time, who had basic remains of a much earlier Grant Four. His name was Alex Selley, and he did not disturb the Grant Six because there was no similarity to his project. ( Alex told me of an Hispano Suiza in Alice Springs, which had been "modernised" with a van body and a post-war P 6 Perkins diesel engine and a van body. Stuart Middlehurst used it for some years with a much better Perkins 6-354 engine of more suitable performance and a quite nice new body frame for which Arthur Lang expertly shaped and fitted panels in 30 hours. I understand that this special short chassis Hispano Suiza, which originally was owned by Earl Howe. This would have been similar to the short wheelbase 8 litre Hispano which beat the Stutz Black Hawk speedster in the Match race at Indianapolis. My three Stutz . Geoff Ringrose' engine like my earliest developed a knock on a weekend run in Sydney. It had broken the centre main bearing cap which had a single strengthening rib. My next engine about 5 weeks later casting date had TWO ribs instead of one . My prototype 1928 DV32 engine , # DV30004, ( edited typing error. Actual casting date of engine in usual place high in centre of left side is "6 27 8", which signifies 27th of May, 1928. Also the word "SPECIAL" is cast, upside down, several inches below the casting date.) has all main bearing caps probably 2-3 times stronger than standard.. I do not think the special 8 litre short wheelbase Hispano complied strictly with the original wager agreement expectation between Fred Moscovics and M. Weymann . You need to refer to lines 9 to 14 on page 261 of John Bentley's 1957book "Great American Automobiles", of which there are usually quite a few good affordable copies available on internet second-hand book dealers' listings. Here you have an important bit of history that is a natural divergence form the thread. It means that the first twin OHC 4 valve /cylinder DV32 Stutzes were probably running around Indianapolis as "sleepers" at a .the same time as the first prototype J model Duesenberg . At it is likely that Frank Lockhart was involved with the concept. And the prototype DV32 had reliable alloy steel con-rods which would not fail like Lynite rods did. I apologise if anyone disapproves that I have run off thread topic. But it is a bit of automotive forensic archaeology, and it is important to understand what you see.
  3. OEM parts found!

    Can you please enlighten me as to what an OEM is or was. It does look a bit like desecration of the burial site of an automotive mass massacre.
  4. Could you post photos of the Item you wrote of. I was not aware they made such for any of the flat plane V 8s. I am fairly sure there is not one on the 1916 cars, but I guess they might be on the model 61. I was involved with a most helpful rubber extrusion and moulding company in the early 1970s. We had them mould a hinge into diecast magnesium half-shells which we devised and made at CSIRO Animal Physiology their. to administer sustained release Mg to cattle in areas where their reserves are critically depleted.. You need to machine a device so the two metal parts are accurately held in the right relationship so the rubber caster can bond, fill, and cure the elastomer. Some special grades of rubber may suffice; nut they may be able to use a suitable grade of polyurethane for better durability and performance. The later split-plane counter-balanced crankshaft engines were designed to have pistons which were accurate in mass to within fine limits. For flat-plane crankshaft engines, it is really only important to have all pistons the same mass, and it does not matter if they are lighter than original. It can be a trap if you use aluminium alloy without an efficient air cleaner, because grit embedded in the top ring lands can accelerate wear in the top of the cylinder bores. If you search "rubber casting and moulding you should find someone who can do it for you. ( I even found a number of people listed here in Australia where most of our manufacturing industry has been stupidly trashed and exported. Our "Mr T." has only special expertise and past performance in minimising corporate tax obligations in tax havens like the Cayman Islands; which hardly accords with fairly providing for essential government services. Unfortunately most politicians know about as much about economics as a pig knows about Sunday School; and still worship old Jeremy Bentham.
  5. Headlight lenses changed by time and sun

    I can assure you that it is not age, but sunlight. When I was rebuilding my first car, a 1927 314B Cadillac 4 passenger phaeton, the local engine reconditioner pointed me towards Henry Formby, who was driving his 1923 Cadillac with a pair of incorrect headlights. Henry had one correct headlight with the lens darkened as your photos show. Well when I was in Melbourne at university, I used to walk everywhere, and one day I went into a city new car dealer for GM cars, and Cadillac was cited in the old signage, though I doubt they handled any for a long time. No; they had no old stock parts. But they gave me the phone number of a retired gent, Mr Johnson, who had been the Cadillac agent long ago. When I phoned and indicated my interest, He told me to hold the line and wait till he came back. He had just put out all the new old stock parts for the municipal corporation to remove as "hard rubbish"; and while the phone was silent, he was bringing them all back inside. It all cost me 30 pounds in 1961. It included a single brand new1923 headlight with unblemished black enamel, and a pure, clear, un-darkened Bausch and Lomb lens. So I gave Henry the new headlight so he had a set on his car. ( This is the way we worked before swap meets, and people became mercenary; and always since I have had most satisfaction through helping other people who need, deserve, and appreciate; and are prepared to help me or other people when possible.) Well, there was some other good stuff there too. There was one bank of new 30 thou oversize V16 pistons with rings and pins in original boxes. There was no longer a V16 Cadillac in Australia, so I gave them to Bud Catlett in April 1970 when two Harrah cars were out here for the FIVA Sydney to Melbourne run. I had incorrect headlights on my 1918 Mercer on that event; And Bud took the original headlights off one of Harrah's Mercers, and got Vic Billstrom to make a correct pair for me, which were beautifully nickel plated, complete with the left & right hand threaded sleeves to attach them to the mounting posts. Henry has been gone since 1981, but his twin grandsons Scott and Craig Emmerson share the car which is in a finer condition than Henry could ever manage and afford. Next time I see the car I will take note whether the lenses have equalised in colour. Incidentally, I have a Bausch & Lomb 2 axis digital readout on my milling machine, but it is not as reliable as their old headlights. I have to make a datum point I can re-set to; because it un-predictably gets a blank look on its face and loses its memory. That is a lot of nuisance when I might be machining new castings for a Stutz dual throat carby. Maybe I shall replace it with an honourable oriental digital position readout, which hopefully does not have that bad habit.
  6. Duesenberg Concept

    Sorry to become a nuisance over trivial issues. But it is claimed that the object was created under the auspices of Augie Duesenberg. The car is 1966, but Augie left us very early in 1955. It would be very interesting to get the account from the Medium through whom Augie conveyed his auspices.
  7. Duesenberg Concept

    Afterthoughts: I am sure this modern was not at the ACD Museum when I visited for the Auburn Meet in 1980. I had quite a lot of conversation with Ray Wolff then, because I still have a lot of correspondence with him, dating back to early 1960s. And because Joe Kauffmann was worried about Ray driving home late on the Sunday evening alone, he organised that I should ride with him most of the way. We did not discuss even the other modern re-makes, which are at least fairly faithful in appearance to some of the iconic originals. So I do not know what Ray might have thought of a car which neither mechanically nor externally resembled any original Duesenberg. I can assure you that he was alwáys polite and respectful towards peoples opinions and interests that may have differed from his own. He did trouble to explain to me that valuation of antique cars was not always necessarily as declared or printed. Ray said that trading could be likened to "exchanging one $10,000 dog for two $5,000 cats" !!! When he determined that I had always most admired and would like to restore an A model Duesenberg, he arranged and negotiated with his elderly friend in Mexico City that I buy his early 1922 plus additional parts, to restore. Among the extra parts was a 1923 chassis frame, cut and inverted at the rear. When Jim Gilmartin from NY needed a chassis frame for his project. I had material folded and shaped and prepared it to replace what was missing, and made a jig with a correct chassis, so that when Jim arrived to stay with us and help with the physical work because I needed to protect my lower back which was impaired by injury and surgery. Everything was riveted back together , first bolted, and the bolts replaced one at a time by hot rivets using the heavy pneumatic rivet tool with sets made from old axle steel. ( Jim had some nutritional beliefs which we respected. But the "gluten-free bread from the bread-maker was "tasteless, odourless, hard to chip or break, and would stand boiling". Then he watched that the dairy cows in the paddock next door fed on pasture grown with solar power without alteration by manufactured chemicals; whereas soy milk is predominantly manufactured from plant material which is genetically engineered so it can absorb weedicide that only kills the weeds. It would be nice if Jim would visit again sometime. It gives satisfaction when you can help somebody out too, like that chassis frame for Jim.
  8. Duesenberg Concept

    It might be more truthful to call this an "Exner Concept" car, because there is really nothing of Duesenberg about it. Obviously it has no twin overhead camshafts; nor single overhead camshaft driven by spiral bevel gearing, with rockers operating inclined valves in hemi- combustion chambers; nor 14 inch vertical walking beam rockers, horizontal valves with short flame travel and good "squish areas" and gas flow in and out vertically. The only real mechanical Duesenberg design element would be the hydraulic brakes ,but without continuity of the elegance of the Duesenberg design. I apologise that to me it is a modern little-used car of the 1960s. ( I wonder why they drove it so little if it was really good.) I may be wrong, but I think it is more likely to be marketable to some very wealthy oriental business person to whom the price assures value.
  9. The exhaust cut-out is not really brass-era, but early to late 20s cars, often with performance aspirations. I have this style on 1923 Roamer-Duesenberg, on 8-77 4 litre 8 cyl Auburn, and 8-115 larger 8 cylinder Auburn . Cast iron is not elastic, so usefulness and applicability rely strictly on the outside diameter of the in-and-out exhaust piping.
  10. ?? Steering wheel and column

    1927 Cadillac 314B like the 4 passenger Phaeton I rebuilt under the wattle tree in the backyard, and used as my daily driver for several years in the early 1960s had this type of steering box. Later ones went back to worm and sector type. I reckon the jacox was difficult to reduce free play as much as I would have wished. I believe that the main practical advantage was that you could mount it easily for either Left or Right hand drive without clearance fitting troubles, by rotating it 180 degrees.
  11. Body rotisserie

    Have a look at the honourable, economical, oriental ones that are available packaged compactly from ebay. I started to make my own from first principles years ago, but the ones you can get now have everything you need.
  12. HELP! Can you identify these 9 emblems?

    The Star is interesting, in that there was an English car which carried the same name for many years before Mr Durant decided to use the that brand. So the cars had to carry a different name and radiator badge in Britain and countries of the Commonwealth. So it became an early example of "badge engineering". The same car, except often right hand drive, carried the name " Rugby", on its radiator. There is a fairly violent contact sport of that name played , which we prefer to call "Cross-country wrestling". The cars had a good reputation here for toughness and durability; and the Continental Red seal engines had a good reputation for reliability for powering small fishing boats and firewood saw-benches.
  13. I am sure that quote I made about lead-base having a higher pouring temperature was from an English Hoyt Metal book. We might both be partly right, because melting temperature and pouring temperature possibly vary according to different proportion of constituents. One odd alloy, "woods metal", is potentially useful in antique car restoration, for a purpose and process that was used during the war here. Chamberlain brothers were very versatile engineers. They were required to make some quantity of radiator cores for aircraft of square honeycomb core pattern. What you would do today, if you had access to the design parameters for impact extrusion tooling; ( and had, as I have now, a Eurospark electric spark erosion machine, and a suitable Impact press), would be to extrude the square tube, cut to length, and expand the ends to give clear water passages. They cast myriads of pieces of the correct internal shape in woods metal electroplate these formers with copper to the desired wall thickness, and re-cycle the woods metal by melting it out in hot water.. That spin-casting device would be ideal for thin-wall bearings cast directly into A model Duesenberg connecting rods. The reason Duesenberg started to do this for their racing engines is recorded as the discovery, after some bearing failures, that the bronze bearing shells softened close to the failure temperature of the bearing metal itself. Apparently Bugatti discovered the same thing about the same time: But he was interested in using rollers for main and big end bearings, without realising the his rollers, which had large diameter with respect to their their width, were noisy and did not track accurately compared to the needle roller bearings which were used more quietly and successfully by Velocette and others.
  14. I am not keen of the suggestion of LEAD in babbitt. It has always been a No-No, with the single exception that the upper main bearings in a T Ford, (after they lined the top half of T main bearings at all in about 1911). The much higher pouring temperature of the lead-base material apparently gave a better chance that it would stick. It was not considered to have optimal proportions of the constituents in usual tin-based Babbitt . You really want a metallurgical bond, so the lining will not peel out; and so the reliable interface between the bearing and connecting rod conducts way any heat. Of course, the lubricating oil does not only separate the working surfaces, it is also vital for cooling, in particular components such as pistons. I do not greatly admire Duralumin connecting rods with poured babbitt bearings. You are supposed to scratch-tin the surface with a clean scraper, pure tin stick, and a gentle gas flame; then build the thickness of that with the Babbitt alloy to be used. You need to have the alloy and the rod and cap at the precise ideal temperatures so there will be no discontinuity when you pour. But surfaces oxidise very quickly. Within limits you can tell by tapping lightly with a very small hammer. A dull sound means you should melt it out and try again ; and a higher pitch noise signals that the job is probably reasonable. The worst problem with aluminium alloy connecting rods is that the bolts at the correct torsion setting do not stretch within their elastic limits. They compress the alloy so it may crack under the bolt heads. When you are concerned about the indefinite longevity of your Stutz you mill new connecting rods out of 4140 alloy steel or similar, to fit either International or Bedford truck copper-lead bearing shells; but it may be prudent to nitride your crankshaft journals, and run with a full-flow oil filter. Copper-lead does not have embedability like Babbitt, and neither does aluminium, though engines have been satisfactory and reliable with Aluminium alloy connecting rods running directly on the journals. I understand that Catepillar ran aluminium bearing shells for years: (We had a very early D8 at the family sawmill in the mid 1940s, but I was too little to be involved with it personally. That D8 still survives, a friend has it here and two others similar; but Phillip told me that one has a single digit serial number).
  15. what car is this?

    Perhaps late-teens Oakland. Clearly a car built with great care. Look at the square pattern of the radiator core. These were made in two different ways. Megevet in Geneva made radiator cores for a lot of the early Italian cars such as FIAT, Itala, and Isotta Fraschini from impact-extruded square section thin tubes with expanded ends. These were usually very heavy radiators. Sunbeam used similar type, but likely of English manufacture because there is no Megevet brand on my 1913. I have a Haynes radiator core which has similar square pattern, but produced by rolling or stamping brass strip about 7 thou thick. Stutz sometimes used the same type. Some cartridge tube cores were made by casting myriads of formers of the profile in Woods metal; with copper wires in the centre. The tubes were then deposited by electroplating; and the Woods metal was recovered for casting more by melting it out in very hot water.