Ivan Saxton

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About Ivan Saxton

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  • Birthday 11/04/1940

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  1. Ivan Saxton

    Rockers & Valves 1918 4-Cylinder

    0.437 is more logical than o.420 . 0.4375 is the actual size, which is 7/16 of an inch
  2. The Stutz pictured with the SC Auburn and the Cord on P1 has "27"on the windscreen, but the headlights are 1929 or later. You cannot date it by its wheels.
  3. Ivan Saxton

    cast iron manifold welding

    In the early 1970s we had an International AS160 tip truck that had become too rough for road use. Then developing issues with the engine, specifically high oil consumption, a couple of burned exhaust valves, and cracked and broken exhaust manifold indicated need for palliative repair. I built up the faces of the exhaust valves with Stellite, which was an inspiration of Elwood Haynes; and I did this with a slight excess of acetylene in the flame of the small welding tip in Rememberance of him. I re-faced all the valves and the seats. I carefully removed the wear ridge at the top of piston travel, pulled the pistons and conrods, and cleaned up the bores with a rigid hone to parallel. At that time Repco still ran an excellent workshop for all automotive machine work. For me they cleaned up the top compression ring grooves to fit a spacer so the side contact of the rings was correct fit and seal. They expanded the piston skirts across the thrust axis for correct clearance in the bores. I cleaned and Vee-ed the cracks and break in the exhaust manifold; fastened it to a section of steel channel, and welded it with an acetylene-rich flame of the oxy torch with a large welding tip. I used sticks of cast iron filler rod, and the correct grade of ? borax? flux. It all went back together and ran like a new bought job. One of my antique car friends, Stuart Middlehurst, had a AS160 Inter tray truck, to which he had fitted an hydraulic self-loading crane for general paid work around town. Eventually that engine died, and I gave him the engine out of the paddock tipper. The engine gave no trouble in twenty-odd years road and home use after that. An exhaust manifold may run within its plastic heat range, and if it is basically in alignment when you weld it, and you cover it with insulating matting so it cools slowly when you weld it, you should have no trouble . I understand that lead from the anti-knock compound in the fuel could cause difficulty; and that is why I cleaned back the weld areas to clean metal as best I could. As I have written this I have been churning a secondary cognitive task in my mind, trying to remember the name of the man who wrote the repair and restoration tips pages for many years in Antique Automobile. ( Was it "Phil Reid"? ) My mind is not good on names; ----- particularly after I was enveloped in a ball lightning strike on my house this January. ------- One of those articles described the way they dealt with worn or damaged equipment in the field during the war. It was termed "Inspect: Repair or Replace As Necessary". I have always tried to use that protocol when possible, ever since.
  4. Ivan Saxton

    Lancia Kappa

    Hello again Geoff, When I telephoned Marc Bondini to alert him to your thread here, he told me your identity; but no email address to which I could send photos. I bought a copy of your excellent book on Aurelia and designer De Virgillio when you were out here for Castlemaine. ( you will remember the most generously catered lunch for a car event, and perhaps the wire or hay-band to indicate that the outdoor facility was occupied.) I have a B22 Aurelia, which I have used for periods as normal transport. I remember two occasions when I visited the dentist virtually in central Melbourne, which is 70 miles from here. Without particular reason, I glanced at my watch as I drove out my gate, and was astonished that I was in the dentist's waiting room just 70 minutes later. That Aurelia slows for traffic and regains its cruising speed so quickly and effortlessly, that it could almost be described as having contemporary Grand Prix technology in a family saloon. Who could suggest that Americans are not interested in Lancias : As in your account of Briggs Cuningham first encountering Bracco and Lurani's B20 Aurelia after the 1951 Le Mans 24 Hour race, and his subsequent purchase of a new B20 plus mechanical spares. As to the relationship of SGV and Lancia, you need to check out "Phianna, Darling of the Titans", which is a transcribed interview by Frank N. Potter with Miles Harold Carpenter for Volume 12, No12 of the June 1962 issue of Automobilists of the Upper Hudson Valley. Carpenter must have been one of the most exceptional young people involved with the first automobiles. It is all in that article that you can readily find via Google. As a teenage dealer for Chalmers cars in Texas, he communicated so many improvements to components of the car that Hugh Chalmers, at a dealers convention , introduced him as the "Chalmers companies' Texas Engineering Department" or similar title. There is a front-view photo of a Phianna which clearly shows the pressed-form front axle as it was still used on some earliest Lancia Kappas. There is also a photo of an SGV 4 cylinder engine which I would liken to a Lancia Epsilon or perhaps Eta engine with reversal side-to side to better suit left hand drive. ( Incidentaly, Dela and Epsion were similar engines with same bore and stroke. Most past authors and other people are unaware of the important differences between Delta and Epsilon engines. Gamma and Delta had water pumps gear-driven inside the timing gear enclosure at front of the engine. This most certainty caused many engines to be damaged beyond practical recovery, unless the owner knew to constantly drain water from beneath the oil in the sump before using the car. Epsilon and later engines including Kappa had the water pump external on the left side of the engine,, which had less propensity to emulsify the engine oil. A year or so back, Dr John Baeke had the task of finding a new owner for John Caperton's good running SGV. If you care to give me by Private Message an email address to which I can forward details and photos of that car. ( JC also had Rochester Duesenberg engine Roamers. Duesenberg "walking-beam" engine had combustion chamber and valve operation to early Lancia aircraft engines. It is believed that the first Duesenberg/Mason 4 cyl walking beam engine was built privately 1909-10.) It is possible that Lancia took notice of other people's ideas that might become useful, though. But when he pulled out of the pits of the Vanderbilt Cup into the path of Walter Christie's massive V4 cross-engine 4 wheel drive racer, it was many decades after his time before his company built a car of that configuration. You can buy good copies quite cheaply of John Bentley's book " Great American Automobiles". In the chapter on the New York- Paris Race, one of two nominated entries that did not show up was a Lancia entered by the Hol-Tan Company. There could have been negative publicity if such a new car had problems on such a challenging race. The 1911 Lancia Delta it is interesting that the 17/49 crown wheel and pinion were very early spiral bevel gears. But the direction tended to push the gear pair apart, instead of drawing them into mesh as has been practice ever since. Near that, the rear axle ran on ball bearings, which tended to loose balls with noisy and destructive consequences. It is sensible and safer to re-engineer to taper roller bearings. I hope you can manage to visit when you are here for Castlemaine in October. I have known Roland for a long time, and he has been very helpful. I think he started off with Aurelia, and he said he " gradually got older." I hope you can get down here at Castlemaine time. There is interesting stuff that is not seen elsewhere, such as 6 cylinder, 6 litre 1923 cuff-valve Peugeot, joy ride in the 1923 Roamer Duesenberg, and one of the mid 1928 SPECIAL prototype DV 32 Stutz engines which John Bently mentioned in " Great American Automobiles" , but no-one who took parts from it before I got it could understand what it was. Main bearing cap differences between it and two other slightly earlier BB Stutz engines give a pretty good understanding of why That Stutz Black Hawk speedster blew up in the match race against the Hispano Suiza at Indianapolis. I apologise some of this is tangential or parallel to the Kappa theme, but most of it should be of interest,
  5. Ivan Saxton

    Lancia Kappa

    Geoff and Royce Fullard would tell you that the problem with Kappa engines is that they used babbit crankshaft bearings without bronze backing. I have not yet looked inside mine, but I expect the bearings may well be diecast babbit, like Rutenber did with some of their engines around the same time. Australian Six bought a batch of those dud Rutenber engines for their assembled cars in Sydney, and they may have had expensive repairs to do after the cars were sold. Geoff and his brothers made bronze-back bearings for their family car, and they had no more trouble. Stuart Middlehurst had engine /gearbox and radiator from a Pentiota truck. Nick Langford bought the radiator, and John Shellard bought the rest for spares or to overcome problems with his early Kappa. I have basis of a1911 Lancia Delta, but the only gearbox I could get so far is a Theta. Do you by chance know of a spare Epsilon or earlier gearbox, which would save me having to make alterations I would prefer not to do. If I could get a correct gearbox, the excellent Theta gearbox would be available. The other problem I have with the Delta is that someone tried to break up the engine with a hammer. The aluminium alloy has about 7% zinc content because zinc was used instead of silicon to fluidise the aluminium in the foundry. Often if you try to weld this stuff, cracks run everywhere. So failing a spare crankcase somewhere, I will have to make up missing sections and use metal stitching. Incidentally, if you want front brakes on a Kappa for safety in modern traffic, Tipo 8 Isotta Fraschini will bolt straight on.
  6. If you turn to page 63 of Mark Dees book "The Miller Dynasty", you will see illustration of the concept of the very first cast Aluminium "blade wheels ", in patent drawings that Harry Miller submitted in September 1919. It seems that this was just before Leo Goosen took employment with him. There is no indication that Miller actually made and used these cast aluminium wheels; but definitely they constituted "Prior Art" to those Ettore Bugati used on his Type 35 racing cars several years later. It was not unknown that Buggati sometimes borrowed someone else's concept when something of his own work was not good enough. In 1923 a young graduate engineer from here in Melbourne, placed a firm order for an A model Duesenberg at the factory. Five weeks later he was contacted at an address in Chicago, that the Duesenberg was ready for him to drive away. Alan Powell told me in 1983 when I met him, that at his request, the highest compression ratio pistons were fitted, and numerically lowest axle ratio for fastest road speed. Alan said that Fred Duesenberg himself drove him on the Indianapolis Speedway; and he was given a certificate that it had been timed at 106mph, (though not necessarily when Alan Powell was a passenger.) The car was shipped to England, and was driven at speed on Brooklands track. He visited Bugati's estate ; and Alan told me in 1983 that he was most impressed how much of the car was produced on the property; including fine upholstery leather, he said. Then one of the racing drivers just happened to arrive, and Alan was sent on an extended joy-ride in one of the Type 30 racing cars. 60 years later he became very angry about Bugati again. He said "It never did him any good". He found a team of mechanics had taken the Duesenberg hydraulic brakes apart,, and had the cylinder head off the engine of his new car. Cylinder head design was not one of Duesnberg's strengths. Stuart Murdoch ha a fine collection of cars, ( including one of the 1914 Indianapolis Delages. He also has an early type 30 Bugatti with hydraulic front brakes, which I was told are poor.
  7. Ivan Saxton

    1920's Cadillacs

    Possibly the best way to make a difficult shaped float is to cast the shape in wax. ( An equal alternative is Woods metal.) If using wax, you coat the surface with powdered graphite. You electroplate copper onto the graphited wax or woods metal as case may be, until you can assess the thickness of the copper shell at around five to seven thou thick. You empty the float of Woods metal in a hot water bath, or whatever method and temperature is appropriate to recover the wax. The cylinder water jackets of the first racing 6 cylinder racing Napier, called "Sampson" were electro-deposited on graphite, but Bob Chamberlain chose to make new cylinders by a different method when he constructed a replica of Sampson using design notes from Arthur Rowledge's note books. Similarly, Alan Morgan, who was a long time Chamberlain employee, told me that during the war they had to make cartridge tube radiators for certain aircraft. They made a casting die to produce myriadds of woods metal formers, which they electroplated to suitable wall thickness. Then they assembled the shell tubes in a jig to tin and solder them into a radiator core. You can do much with patience and determination.
  8. Ivan Saxton

    1927 P-A with Tesla Patent

    You will find that at least some model L Lincoln used the Waltham clock and speedometer set, as did the 6 cylinder Series 6 Mercer with Rochester Trego OHV engine. The spring-return speedometer shell with the numbers is incredibly thin and fragile. I am not aware of any person with skill and knowledge to repair one of these if damaged.
  9. Ivan Saxton

    1920's Cadillacs

  10. Ivan Saxton

    Short wheelbase Duesenberg J

    Page 264 0f Fred Roe's Book "The Pursuit of Perfection", Bob. Fred said it was " J 113 in cut-down frame, originally number 2135 long wheelbase, with Auburn two speed rear end built in California in 1942. Capable of ferocious low end acceleration. Same engine put in 1935-6 Dodge chassis a year or two later and used with various transmissions including Nash Ambassador three speed with overdrive, and 1931 Packard 4 speed, with specially cut ratios for rear ends. Built for performance with appearance obviously not a consideration. Randy would be able to update what Fred wrote then. Fred sold me my copy when they were not on the shelves. He was kind enough to write in the front in broad blue pen: " To Ivan Saxton who will appreciate the first hundred pages more than most people. Fred Roe." I still do, Bob . I generally give suitable visitors joy rides between the house and the sheds in the 1923 Roamer Duesenberg which was bought out of a catalogue to break the Adelaide- Melbourne road record. The photograph of the April 1921 stock mile record at Daytona Beach in 34.25 seconds was passed to the second owner . Norman Dougal found it not long before he died, but lost the run of it, and I do not know what happened to it ; but I have a photocopy. I have enough to rebuild a 1922 A model Duesenberg , thanks to the insistence of Ray Wolff. I will have to build body and a few mechanical parts
  11. Ivan Saxton

    Help identify this carb?

    The Rootes diesel of these Commers was virtually a derivative from the Krupp Junkers diesel engines, but possibly a bit better. One of our friends moved to Adelaide , South Austral;ia in the late 1950s; and established a "milk-run" type business with refrigerated semi-trailer vans. They would load an tie down the truck and load of fresh fruit and vegetables on north-bound railway flat goods trucks. From Alice Springs to Darwin they would drive. After the first one had done 80,000 miles, which was considered to be about the useful life of a side valve Ford V8, Vic Wilson decided to se if the Commer needed new piston rings, ( because it was a dusty un-sealed road then .) Nothing was worn, so they re-assembled it and never looked again. The Commer had chrome plated cylinder bores, and if I remember correctly, the Humber Super Snipe may also have had that. I looked at the old Commer petrol engine of Les Christian's welder. They used it for decades rebuilding worn track rails for their logging bulldozers with a 4-500 amp DC welder. The carb is different to that shown. It is an English Solex diecast of muck-metal 'which is probably beyond usefulness after countless years in "the big shed.
  12. Ivan Saxton

    Help identify this carb?

    Some Commer trucks used the same 6 cylinder Humber Super Snipe engines. They were a decent size side valve six with a Rickardo patent cylinder head. They were quiet and powerful.
  13. Ivan Saxton

    Ring Gear RIvets

    For what my opinion is worth, you should ideally set steel rivets with a press jig in an hydraulic press of sufficient energy. When pressed with suitable heading dies, the shank of the rivet swells in the hole in crown wheel and carrier. I only use bolts in intermediate holes to ensure alignment, and total tight contact between the surfaces. Once round, I pull out the bolts and set the rest of the ring of rivets. I originally had probably 10 new Servex crown-wheel riveting jig sets in the mass of War surplus stuff. Apart from one for my workshop, I gave the others to friends in the antique car hobby here. The same riveting is also essential for clutch discs for heavy duty. Alan Moffatt has been an Aussie for many decades now, but I don't think he ever lost his Nth American accent. He drove Ford in racing for years at Bathurst and similar. Because he needed a special plate, and the rivets were just hammered, he had a string of retirements. Someone directed him to Clive Beattie, who was a Lancia specialist, and pressed his clutch rivets from then , He never had another clutch failure.
  14. Ivan Saxton

    Houk / Wire Wheel Corp. Of Ammerica hub cap wrench

    Your orphan wheel spanner needs a car a bit smaller than a Stutz. Stutz used Houk #5 size, but they changed from that style to an interchangeable wheel nut as to size and thread pitch , some time before the last of the detacheable cylinder head T head fours in the 1920s. If my memory is correct, Ian Smith's special 1918 Bearcat had that style wheel nuts, but considerably larger. ( Ian's crank shaft had a longer stroke than standard)'. The Hayes wire wheels of my Roamer Duesenberg are the same #5 standard , , but the material is a white bronze because of nickel content, no doubt; and the thread pitch is different. On the #5 size, the measurement across the sides of the hexagon is 3 1/4 inch which is considerably larger than your spanner. Hudson and Buick were also among optional users of #5 Houk. There were smaller Houk wheels , including possibly Templar and HCS which I believe were # 4.5,, and #4 were smaller again as sometimes used by such as Hupmobile. Very small Houk were used after-market on T Ford speedster types; but they were much smaller than your spanner size. I hope this gives you some guidance.
  15. Ivan Saxton

    How to leak check aluminum head?

    It may pay to check Foley Pattern Company in Auburn; because if there was need in 1980s or at any time they may have cast new heads for Stude, as I believe they did for Auburn and Cord. In 1984 I bought a beautiful Stutz transaxle casing from Paul Freehill. Stephen Hands was a friend and Metco service engineer, and once he stopped for lunch with us accompanied by an English colleague who was in a similar technical advisory role interstate, probably in Sydney. This man was describing how he repaired corroded Maserati cylinder heads with a machineable Metco self-bonding stainless steel powder coating. I shall try to contact Stephen at Bendigo Swap in a few weeks time.