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Mark66A last won the day on January 4

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  1. Prior to Universal joints a rag joint, or fabric disc was used to allow for the various angles present in a drive shaft. Somewhere in 1927 or 1928 a small firm in Beloit, WI called "Mechanics" developed the universal joint. It is not what you see today but was an oil filled sealed device using bushing style parts rather than the later needle bearings. Many were not lubricated properly and were destroyed. Some survive, like this one from the '29 J-8-90 that is in my shop currently. Below is a series of photos following disassembly and reassembly. I had seals springs and keepers made to do this
  2. Great info Cookie Man. I have that in my SK Service Bulletin book as well, and totally forgot about it! Mystery solved.
  3. Your pump should pick up oil from under the screen. On the H motors there is an area in the pan where the pump passes through the screen area. Most Stearns are similar in design. In photo Round area- for dip stick, more rectangular one is for oil pump.
  4. I just did a quick look at material I have for the '24 thru '26 models C and S. Neither sales literature or Operations manuals list the oil capacity. They just say that the oil level indicator should be at the red mark and to not let it fall below half full. I suggest that these motors will take at lest 8 quarts. The F was a very different motor than the C or S and shares many parts with the G and H 8 cyl engines. The models M & N 6 cyl cars were on 1928 Willys Knight Great Six chassis. That motor calls for 8 quarts, but they quickly use one quart and then stay put.... So I just put in 7.
  5. They are being rebuilt regularly. Check in with the W.O.K.R. club. A member recently did a total rebuild on a 1912 Stearns Knight four.
  6. Just a couple of comments regarding discussions on the WK cars. First, the engines are simple and easy to work on. Many parts ARE available thru the club. The engines are strong and durable. I have driven my stock 66A coast to coast three times on the Great Race, as well as on many club tours and to events in Nashville and eastern Ohio. Don't let a "different" design cloud your opinion of this car. Many were driven well over 100,000 miles in a day when that number was "unreachable". Second, buffalo wire wheels were an option on the 66A cars and are listed in the parts book. Wood was standard.
  7. Hmmmm....Suppose I did locate a 2bbl hot spot and intake that could be loaned out to make copies. If someone wanted to do that project the originals would then be available in exchange for a copied set when the originals were returned. The issue of fitting a 2bbl carb between the block and steering box still exists.
  8. I believe A.J. is correct. Not easy to manufacture a new hot spot with no example or prints to reference. I think the Brunn was built later than late 1928 because of serial numbers. The Brunn chassis # is 11932, Engine #1200 - per W.O.K.R. registry records. The highest chassis number (1929) is 11993 with engine #1277. W.O.K.R. registry starts 1929 production with J series chassis #11823 and engine #699.
  9. One more note. I have a very nice, rebuilt Stromberg SF3 which I have been hoping to bolt up to a Stearns Knight 8 cyl. However - it will not fit. It has a big butt and will not wiggle in between the cylinder block and the steering box. Sigh.... now I apparently have to find a Zenith63AW14. My supply of unusable nicely rebuilt vintage carbs is growing.
  10. Stearns "official" description: Intake Manifold: Swan square section; The intake gasses before reaching the intake manifold pass through a vertical riser or hot spot 7 3/8" long - which is insulated from the manifold and carburetor thru which all the exhaust gasses also pass; no provision is made to bypass these gases.Hot Spot or vertical riser is cast iron; finish black vitreous enamel wt 15 1/2 lbs. Standard carb: Tillotson vertical outlet; plain tube type size 1 1/2". Air cleaner: Tillotson centrifugal Source Stearns Knight Deluxe series Data Book. When I got home after visi
  11. That would be an admirable project. However - - very few of the H/J cars have 2 barrel intakes. Maybe one other than the Brunn. The fit problem is the space between the cylinder block and the steering box. The flange for the carb is just in front of that space. Many carbs have the bowl to the back, which doesn't fit into that space. The manifold flange bolt holes are not parallel to the engine, with the front cocked off to the left. That gave clearance for the bowl between the block and steering box for the original carb. I have tried turning a carb around, but again have clearance issues. The
  12. Dave Bell's old SK touring is still zooming around on W.O.K.R. tours. Fast and reliable. That car in the video is a deal for some lucky soul. Last I saw the red "S" it was missing some sleeves and not running. Hope they have gotten it back on the road. Heading off to the radiator shop next week for the J car I'm working on here. Still need an appropriate carb with an accelerator pump. Runs great on a BB-2, but likely not enough fuel delivery for road speeds. Peter just finished paint on a cylinder block and transmission case for the other H-8-90 in the shop. Anxious to get back on that project
  13. Ahem.... Seems to me more louvers were needed to expel more hot air so as to not get overheated.
  14. 27 louvers on non-shutter cars.
  15. Chassis #s for eight cyl Stearns 1927 thru 1929: G- 1927 and 1928 - G1 thru G641, H -1928 and 1929 (137"WB) H15650 thru H15976, J - 1928 and 1929 (145"WB) J11650 thru J12037. Low production! Survivor cars that I am aware of: G=3 - 2 sedans, 1 cabriolet. H=8 - 1 modified speedster, 3 coupes, 1 cabriolet, 3 sedans, J=10 - 1 Brunn Town Cabriolet, 1 Brunn Victoria, 2 limousines, 1 Informal Limousine, 1 Touring, 4 sedans. So, 641 G cars built with 3 known survivors, 326 H cars built with 8 known survivors, 387 J cars built with 10 known survivors one of which is a street rod. Gives a total o
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