Frank Cerutti

Thanks Cudaman The question was posed while I was working on my contribution to David McCredie's Maxwell book. I appreciate your follow through. Frank Cerutti Maxwell LD9024, 1909 Townsville, Australia

Andrew, you have got the model A to a very high standard. The carburettor can take some work, and there is an article in David McCredie's book which sets out the adjustments. I have sent a PM. Frank Cerutti 1909 Maxwell LD9024 Townsville, Australia

The model A has trembler (buzz) coils. There is a condenser in each coil unit, so I’m guessing Akstraw is talking about putting a regular condenser somewhere else. There are no regular points in the buzz coil system. The Chevy points in the timer circuit are used to connect the buzz coil to ground at 6 volts and trigger the coils. Am I understanding Akstraw properly? Frank Cerutti LD9024 Townsville, Australia

I don't know of anyone fitting a venturi to the original Maxwell carburettor. I have sent an email to your private address. Frank 1909 Maxwell LD9024 Townsville, Australia

George. We run an original Maxwell carburettor on our LD. It makes the car run well. There is a restoration article by the late Vern Campbell in an earlier Horseless Carriage Gazette and an adjustment article by Tim Simonsma in the group.io forum which will help getting the carby repaired and adjusted. I can follow up with those documents if you need them.

Mark Gregory. Thank you for your interest.

Thanks RansomEli. Your experience is at the heart of the problem. An original cars I am familiar with has the fender attached to the bottom edge of the running board, and the cup head bolts used are specifically made to grip the timber. Photos of restored cars, however, show the fender mounted on top of the running board and slotted round head screws used for fixing. Could you attach photos of your Model G showing these features, please.

Detail required on how the fenders of the model G, 1 cylinder, attach to the running board. Above or below, please?

Thanks, Art. Your comments are appreciated very much. Frank

Thanks, Phil. I would really appreciate the contact. PM me the details.

Does anyone have access to the Chevrolet Brake Adjusting Gauge referred to in the repair and adjustment manual for the 1929 AC International. I would like to get the measurements and fabricate my own. Thanks Frank Cerutti Chevrolet AC International Townsville, Queensland, Australia

Hi 4chun8auto. Is this offer still available. Frank

Thanks, Joe. The rear view is often neglected. What I would appreciate more than a quick start and a modest overall speed is the intermediate gear to allow shifting down when climbing a hill. The 2 speed epicyclic transmission in our LD forces you into overload in top and overspeed in low. Thanks for the chance to talk. Frank Cerutti Maxwell 1909 LD-9024 Townsville, Australia

Joe, that is one beautiful car. A 5" bore x 5" stroke Maxwell roadster is a car I desire. Unfortunately I don't know anything about the N - DR - NC line and I have never seen one to know of the 2 body styles. But is is clear that the Zordich book did not include all the body variations offered by Maxwell. Besides the LD I described there are similarly 2 styles for the 1909 model A and 3 styles for the 1912 AC and AC Messenger. Regards Frank Cerutti Maxwell 1909 LD-9024 Townsville, Australia

The Maxwell LD is the only model in the range of little 2 cylinder cars that has the steering connecting rod in front of the front axle. The Maxwell LD also featured 2 distinct body styles, although this is not documented in factory information I have found. There are many surviving examples of both body styles. The bodies can be described as the long running board style and the short running board style. With the long running board body, the rear fender follows the profile of the rear wheel and the long running board allows access to the area behind the regular seats. Some examples of the long running board body have a seat fitted atop a square box at the rear of the body. But this is not the only significant difference with this body. The long running board body is the same design from the cabin entry back, including seat frame and seat as the model A body, which was also introduced in 1909, and is very different from the early body design. The main differences being the later body doesn't have the semi-circular wood door in the seat riser and bucket seats. Both bodies from the firewall forward are identical with the Packard-style radiator and two-piece hood. So in the one year, 1909, in the one model, the LD, Maxwell produced 2 different bodies to meet buyers’ needs. Was there a cut-off date between the 2 body styles? The limited information I have from serial numbers indicates the different bodies were produced on demand. Does anyone have advertising material which shows the 2 body styles? I would like to hear from anyone who has documentation about this Maxwell LD body question. Also, if you own a Maxwell LD, I would like to know the car serial number, like “LD-9024” and the body style, “short or long running board “ of your car, and if the body on your car is as I described it. Would you please contact me through the forum. Frank Cerutti 1909 Maxwell LD-9024 Townsville, Australia

Hi Layden. Thanks for your reply. The car in question is a Maxwell model AC Messenger, 1912, with the Flanders body. It is fitted with a Splitdorf model H low tension magneto and a Splitdorf coil/switch box. This Splitdorf coil/switch box has a 3 position switch and 4 wires connected to the switch. This ignition system is identical to that fitted to later series Maxwell model AB. The earlier model AB too is fitted with the Splitdorf model H low tension magneto but the Splitdorf coil/switch box has 3 position switch and 6 wires connected to the switch. I have documentation on these 3 examples. Frank Cerutti Maxwell LD9024, 1909 Townsville, Australia

Layden I’m now thinking that may not be the answer you wanted. The switch/coil box is Splitdorf, model unknown, marking “1912” stamped into the outside of the back wall of the box. Frank

Maxwell Messenger AC 1912, 2 cylinder. Frank

I am investigating the operation of the ignition switch fitted to the Maxwell late model AB or the AC. This switch has 3 positions, MAG, OFF and BAT and 4 wires, at terminals AM, 2, B-C and B. I have attached a photo of a switch with the cover removed. This switch has been modified. In operation, when BAT is selected the main contact arm goes between terminals 2 and B. When MAG is selected the main contact arm goes between terminals AM and B-C and a temporary connection to 2. Does anyone have a photo of an AB or AC switch which shows this temporary connection. Any response is appreciated. Frank Cerutti 1909 LD9024 Townsville, Australia

Gents Some of the points you have made are valuable and have given me a clue as to what is most likely to have occurred. The Kettering design ignition system used from 1910 up to electronic ignition (1970s) used 20 to 30 microFarad condensers. Small motors using the design continue with that size condensers today. Before Kettering in 1910, a regular source of ignition system condensers would have been the industry supplying condensers for Ford T trembler coils. So where would Splitdorf have found a source of reliable condensers without designing and building their own? They would have gone to the industry that supplied Ford. Hence, in the early Splitdorf documentation, (1909) the condenser is 0.47 microFarad. Since Kettering, the little can with a tail, condensers rated at 20 to 30 uF, have been used exclusively on most petrol motors, even the 2 cylinder Maxwells. Thanks gents. You have helped me understand.

Hi Mike The question is about the capacitor size. Some documentation shows 0.47 micro Farads, another shows 22 micro Farads. There is a 50 times difference between the two.

In 1909, Splitdorf introduced an ignition system comprising a battery, low tension magneto, non-vibrating coil, condenser and points set. Does anyone have documentation which specifies the size of the condenser. The ignition system was provided for both twin cylinder and 4 cylinder motors.

David On the LD, the top of the bonnet (US hood) is 18 inches above the chassis rails, the same as the AC. I would have sworn the AC was taller. The top of the curved steel cowl is 21 inches on the LD. With the bonnets being identical in height I imagine the rear bonnet frame from an AC would fit on the LD perfectly. The shape of the AC bonnet gives the illusion of taller and thinner, which of course it is not, to accommodate the flat cylinder layout. Frank Cerutti 1909 LD9024 Townsville, Australia

I agree with Chris Paulson and DavidMc. The car is 1912 AC ( tall bonnet and radiator) with 1911 AB body (fuel tank under the seat and gear change outside the seat). I can only assume the updated bonnet and radiator AC, were placed on unsold AB body and chassis for sale in 1912.

Hybrid 27” rims and 36” tyres is a bit big for me to comprehend! Thanks for the offer to look. Regards Frank