Ivan Saxton

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About Ivan Saxton

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  • Birthday 11/04/1940
  1. 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
  2. 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.
  3. 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.
  4. 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.
  5. 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.
  6. 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
  7. The back wheel that Barney Pollard was looking at would have to be an early vertical Packard.
  8. 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.
  9. Maybe the Stephens engine is an Anstead, because the rocker system is like that used in the Lexington. The only one I encountered , I only saw briefly, because it had already been sold, though it had not been advertised. Keith Marvin, in his self- published ( and probably self- typed ) book of the 1960s or earlier, titled "Cars of 1923; listed the Lexington, the 4 cylinder F-head Essex, and the first Chrysler Six with its high compression Rickardo combustion chambers and 7 main bearing crankshaft as the hottest cars in terms of performance and highest output in horsepower per cubic inch piston displacement. ( He allowed that few or no Chryslers were likely sold, but some were built and probably tested.). I had a friend who commuted to work within the Melbourne central business district throughout the 1960s in a 20s Chrysler sedan used to embarrass things like Volkswagons when the traffic lights changed red to green. Keith did not compare the A model Duesenberg though 1923 was about the best production year. In 1983 I met Alan Powell, who ordered and bought a Duesenberg at the factory in 1923 when he was 23. The car had the highest compression ratio pistons, and the fastest cruising speed axle ratio they would provide. He said that Fred Duesenberg took him for a run in it on the Speedway; and they gave him a certificate that it had previously been timed there at 106mph.
  10. I am surprised that there might have been double cantilever rear springs earlier than about 1920, because those removeable pieces above the step-plates are for greasing those dc springs. I have the chassis frame and other parts of a 1917 semi-elliptic rear spring car, which originally had a "Rottenber"engine, which was a model which was not as well regarded as previous engines, in separate -pot Overlands, for instance. They used semi-elliptic rear springs into the 20s for longer wheelbase requirements. Is that the roamer that Tom Carrig restored?
  11. I do not like to disagree with Bob or Steve, though I have never met either. I rule out Roamer absolutely, though certain Roamer features probably indicate what it is. Radiator shapes of those mentioned should more correctly be ascribed to an ancient Grecian architectural style. Roamer used an inversion of the same shape for its radiator badge. The same shape was featured in the door handles, in the same orientation as the radiator badge. Now the Roamer step plates have a "cut-out" of the same shape, but the same way up as the radiator itself. It is difficult to determine the shape of the "cut-out" on the Kenworthy pictures that I could find on Google. There might be better angle shots of Kenworthy in January 1921 Show issue of MoToR; but my copy of that is fragile , and I have put it somewhere safe where I cannot find it today. My guess is that the prominent circular shape of the holes in the step plates is likely indicative of Moon. I did not register to memory much detail of the Kenworthy that I saw at Harrah's on display in 1980. I was more interested to study detail on Roamers, but the unrestored Duesenberg engined Roamer had previously been sold to someone in California. ( And there were so many cars that were notable but I had never seen before, that I just walked past many that in other circumstances I would have crawled around under, and photographed for hours.) You cannot go by the Rudge Whitworth licence wheels, which were made by both Buffalo/Houk, and Standard Roller Bearing in Scranton PA . The identification on the wheel discs on this car is too indistinct for me to recognise; but Buffalo wire wheel discs were a very light and intricate etching on Packard Twin Six and those few early Packard Eights that had 100mm Rudge Whitworth wire wheels. SRB discs for Mercer were much more deeply etched. Those for the Hayes wire wheels on Roamer were a much deeper pressing with nickel plating and black paint in-fill. However, when Ian Smith purchased new stuff for his 1918 SX Stutz Bearcat from Harry Pulfer, ( who made a lot of nice stuff to help people), Ian got four wheel discs for me for the Roamer, which were etched and with red and white paint in-fill, for which I have seen no precedent.
  12. Matt, if you like and it would help you, I can pull the pump shaft out of the 1926 project car that I got from Perry Smith through the Forum. I will rebuild it and grind back to standard with a Metco stainless steel sprayed coating from a wire-feed gun. The coating has a very small % fine porosity which is sealed with an air-hardening phenolic sealer; but the surface also retains grease. A steel shaft wears and rusts, most stainless steel shafts get hot, but a sprayed stainless steel coating on a steel shaft is the best in service. I once had to rebuild the shaft and re-bush the water pump from an early 1920s Silver Ghost Rolls Royce. ( I reckoned the pump itself was designed a bit like an Englishman's Irish joke, but nevertheless, ....) I did the job, and it was a nice smooth minimum clearance fit, but then I realised I did not have correct packing. I gave Des clear instructions about the need for packing and where to get it locally. Several years later he said that the pump lost an occasional drop of water. He had forgotten to instruct the spanner-monkey who put it back on the car for him. If you like I will rebuild and grind my shaft back to standard, and post it to you, no cost to you of course. When you finish, just post the other one back so I can fix it the same way for my Lincoln project.
  13. You will find that little nut, when tight, closes slightly a milled slot in the thread of the cap; and this prevents the grease cap from coming loose by itself. You should have a double-end large tube spanner which fits the hex on the cap, the nut and locknut which retains the outer tapered roller baring cone, and allows you to set the pre-load of both bearings. For the rear hubs, after you remove the outer cap, remove the spring ring that retains the full-floating axle. when you have the axle out, you can remove the pair of large ring nuts which retain and pre-load the taper roller bearings. Then the hub and drum slip off. If you read Maurice Hendry's book on Cadillac, which AQ published about 40 years ago, you will learn that a couple of years into the OHV V16, they switched from the steel drums to sg cast iron drums, which improved the brakes out of sight. You can achieve the same result by a sprayed coating of Metco Spraysteel LS from an oxy-acetylene wire feed 10E or 12E gun, where by the wire is fed through the flame by an air turbine which turns the feed rollers; and the compressed air propels the molten particles onto the prepared surface, and keeps the work down to suitable range of temperature. "LS"stands for "low shrink", and the coating has significant molybdenum content. It work-hardens in service, is compatible with modern brake linings that do not work brilliantly on old steel drums. It is invisible modern technology which does not affect your authenticity. You wil most easily find someone who uses an arc-spray machine with two feeds of smaller diameter wire for the same coating. I have given more detail several times in past posts which you can find on the forum.
  14. R & V were most votable for their double -sleeve sleeve valve engines. Could that have some wildly different way of operating sleeve valves? There have been some very imaginative arrangements to get the gas-flow through engines. During the War, Aeronautical Research Laboratories took in one of the big, pre WW1 rotary valve Italas, possibly to discover if there was anything like that which might be superior to sodium-cooled, stainless or stellite faced valves for aero engines. The big Itala may not have been a howling success, but at least it was a running rare survivor until they dismantled or destroyed it. Then there was a man called McLaren who may have had great talent as a snake-oil salesman. It is believed that eminent state politician and grazier Sir Gordon McArthur paid him to ruin a 2 litre 4 cylinder 2 OHC Ballot 2LS engine, by converting the cylinder block to a rotary valve. Fortunately another good engine was in recent time bought from England; and it is properly and regularly used as Ernest Henry designed it as a scaled-down post WW1 image of his GP Peugeot. Then McLaren turned a 6 cylinder, 6 litre cuff-valve Peugeot into a rotary valve. He must have been a very optimistic slow learner, because his next mechanical victim was a moderate Vauxhall/Bedford engine that was not irreplaceable. Only when Chamberlain brothers allowed him free use of their Heenan & Froude dynamometer was he able to actually measure his extraordinary talent for diminishing the performance of engines. I likely have parts of that Peugeot McLaren ruined, because I now have parts from 9 or 10 lost cars, but may be able to duplicate enough to build two. That will be 3 survivors of the 180 that Peugeot built originally. If anyone has mechanical interest to know how cuff-valve engines work, I can send photos to an email address. I apologise that I have no idea how to post photos on this forum, and not the time spare to try and learn.. .