Mark66A

Working on getting two H-6-90 engines running soon. Both dormant for over 50 years. Still need to install radiators and fuel pumps. Everything else is ready!

Here is something I've always wondered about. The known production of H & J cars was 713 with about 20 known today. That is a survivor rate of about 2.8%. The known G car production was 641 cars. I only know of 3 survivors. That would be a survivor rate of 0.4%. Makes me think that there are a few more G cars out there somewhere. Higher volume dealers were located in New York, Boston, Montreal, Chicago, Boise, Seattle & L.A. So, please go hunting for more of these cars.

I believe that the G chassis used the same chassis as the F (6 cyl). The G also used the F radiator and as a result had some overheating issues. The H/J chassis came out in early 28 and was a major change from the F/G chassis. It is very rigid and the frame is boxed from the front frame horns back to the end of the engine compartment. Some folks have seen Peter's show chassis and commented that they thought it was a heavy truck chassis.

It is a page from the late '28 or early '29 Deluxe Eight brochure. Note 2 blade fan - 4 blade fan installed in cars sold in large cities, exhaust manifold prior to Skinner Oil rectifier, "normal" oil pan - late cars like the Victoria had the pan with the oil level device.

Sorry for the delay in posting the photo of the fan belt wrapper for the earlier Stearns Knight H engines. Got this one at Tractor Supply in honor of Ed's appreciation for tractor mechanics.

Well, I'm out of intermission popcorn so I'll jump in here while the main show is still on break. I recently have been working on J S/N 11961, Engine #H1161. During that time I posted here a photo of the wrapper for the correct fan belt NAPA #25-24465. I was fortunate to have an original fan belt on the car to measure. I am currently finishing work on two engines, #H853 (former saw mill motor now in a modified SK H chassis that was turned into a race car in the early 1930's) and #H761 in car S/N H15753. With assurance that I knew the correct fan belt number, I ordered two from NAPA. Wrong!! They were too short. Fortunately I had the original belt off of engine H1161 and a very old one off the saw mill motor H853. They are different lengths! Pete and I have noticed that Stearns made running changes on the engines with little documentation. Engine H761 and H853 are early to mid 1929 motors. The J I'd worked on is a very late 1929 motor. I knew late 1929 motors had different sleeve ports and eccentric shafts, but we now know they also changed the pulley wheels for the fan belt. Would the Stearns engineers please chime in with a reason for the change? I'm heading back to NAPA tomorrow to figure out the right fan belt. I'll let you know here.

Would be interesting to know if you still think the gear ratio is under 4:1. That motor should be able to top out around 4,000 rpm....I just wouldn't hold it there too long.

The leather is fastened at either end by brass wire holding it in a groove. I got goat leather from Tandy that is the right thickness. It is thin enough that I could sew it with my wife's sewing machine.

The leather is supposed to be fastened at either end by a brass wire holding it in a groove. I obtained goat leather from Tandy that was thee right thickness. That leather is normally used for gloves.

A Stearns J is currently being upholstered here. We are using Packard Broadcloth sourced from Hirsch Auto. Noticed this detail on the backside of the original headliner that was removed. Ahhh...another detail few people care about.

Now just wait a minute. Ed doesn't like the "aftermarket" mirrors... So I assume that applies to the aftermarket license topper. Therefore the topper should be sent to me along with the mirrors. I'm sure AJ agrees. Other updates: I have a supply of 1928 - no model number AC fuel pumps with broken ears. Anyone able to "weld" or solder the old pot metal successfully? There are at least two variations of the fuel pumps -one with a different arm pivot point that is further from the crankcase. The 7 passenger J I've been working on (for 5 years) is now in the upholstery shop. It will go back to the owner in California this coming summer.

And another V-12 sleeve valve motor - England's finest!

Ed, take a good look at the front view photo of the SK with louvers taken at a car show in Florida in the 1970's. Zoom in if needed and look at the dual spare tires. Those things perched on top of the tires are rear view mirrors. They are very nice and period correct. I'm sure you agree!

Regarding the discussion on Nov 27 and 28 of the newspaper photo identified as a 1912 Stearns Knight. Confusion may occur in identifying it as a poppet valve car vs a sleeve valve car. Prior to the sleeve valve (Knight engine) introduction Stearns made three models. The 45-90 six, a 30-60 four and a 15-30 four. Upon introduction of the Stearns-Knight Four, all other models were eventually dropped. The SK Four was built on the 15-30 chassis, so I believe they look similar, but the engines are different. There are a number of these cars currently active in the collector world. The article in question features the car that I currently own. It was active is southern California tours in the late 1940's and 50's and went into the collector world in 1950 when it was purchased by Robert Gottlieb. Here I am attempting to start it. It has since been treated to electric start. Now on to the street rodded Stearns-Knight. I recalled having a photo of it prior to the "transformation". Here is is for your viewing pleasure.

Been busy working on a 7 passenger Stearns, so I've been remiss on reviewing and commenting here. I'll try to catch up a bit (thanks to a nudge from Pete Woyen). A.J. - yes, my brass era Stearns-Knight is a 1912 model. And, yes it is the first sleeve valve appearance by a car manufacturer in the United States. They were introduced in June of 1911. My car was bought new prior to November of 1911. My car has the plain flat radiator cap. The Standing Knight mascot was introduced in Nov of 1911. Duane Perrin's 8 cyl cars are now comfortably resting in a garage in Iowa. The new owner is an experienced collector and is working on a plan for them. I would dearly like to nab the buffalo wire wheel drive hubs from the burned car for the 8 cyl speedster. The speedster was created in the 1930's and raced on circle tracks in the Boston area. The chassis was shortened to 110" and is an original SK "H" or "J" chassis (can't read the S/N on the frame rail). It was without engine or transmission when I got it, but now cradles the correct 8cyl running gear recovered from a sawmill near Montreal. The street rodded SK was at one time an east coast car and had six wood spoke wheels with (very classy) side-mounts. The engine, rear axle, steering gear and a few other parts from that car are being well cared for in Minnesota. The gauges from that car are in the 7 passenger touring that is now in Jacksonville. The oil pan is in the hands of a Stearns savant in West Palm. The owner of the street rodded SK is a nice guy and has been helpful in locating parts. Be nice to him. He originally restored the car and drove it. Then he experienced a series of costly mechanical misfortunes culminating with broken sleeves. Those series of event led to the car becoming a street rod. It is what it is and someone would have to spend big bucks to return it to stock. A.J. can you send me a digital copy of that newspaper article so I can print it off? Thanks. Also the pictures I sent you have to have been taken in or later than 1958 based on the 1958 Chevy in the background. I think I'm caught up now!

Most marinas sell non-ethanol gas. Also here in the mid west it is very common at many stations. You may want to consider a move to North Dakota.

I had a similar experience. I will never again store a car with ethanol fuel in the tank. What a mess. It turned the fuel green from the copper gas lines and became a consistency closer to jello than water. I now do my best to fill up at 91 octane non-ethanol pumps. Winters here in the northland are Lo-o-o-g, so proper fuel storage is essential.

I had the opportunity to ride in that gray seven passenger sedan when it was still in Connecticut. It was an original Connecticut car which was found and restored by the owner of Clyde's Cider Mill in Old Mystic. Fast and smooth!! Being a north east car it has an exhaust heater with the vent in the back seat. Harold used interior door handle brass casting that Art had made. They were not plated due to some loss of detail. The stainless steel casting available from Australia are excellent (Vintage and Classic Reproductions). The 2007 WOKR meet in Vernon, CT may have been the last national meet that Art and Sarah Aseltine attended. Harold loaned the gray car to Art for that meet. The only issue that I am aware of is that Harold had significant difficulty in sourcing an original fuel pump for the car (AC -no model # with a '27 date). Harold ran an electric pump.

The Skinner Oil Rectifier was used on a number of cars including Packard. On the sleeve valve cars it used vacuum to pull oil off the sleeves and then "refined" the oil by burning off gasoline or other contaminates. If that ball valve at the bottom sticks, your car will smoke like crazy. A good hard tap with a wrench usually fixes it. I had an experience in my 1929 Willys Knight Varsity Roadster in 2019 that caused the car to smoke excessively. We were descending a very long steep hill in either 1st or 2nd gear when it began to smoke like crazy. I did rap on the rectifer at the bottom and it did quit smoking, but it also may have been caused by the engine braking. I did a little research on the Skinner company and believe it is now known as Purolator.

Thank you Peter! I note that the Caravan was let by club president Lindley Bothwell in his Stearns Racer formerly owned by Barney Oldfield. Is that the 45-90 now wearing a touring body near San Francisco? If not, does it still exist somewhere?

Perhaps this group could help me solve a minor mystery about the '12 Stearns Knight. On it's dash is a plaque commemorating a tour (or caravan) in 1948. I have not been able to find any information about this event. Inquiries to HCCA have not been productive. Thanks for any information you can provide.

Here is the legend: 1911 to 1940: The '12 was sold in L.A. - likely in late 1911 but prior to the introduction of the standing knight mascot in November of 1911. It was used extensively by the first owner who, when done with the car, turned it over to the sales department of his company in L.A. They used it on sales calls all over the area for many years. 36x4 Tires became unavailable and wheels were cut down to 23" wheels. 1940- 1950 Car owned by Lynn Kelsey-Councilman District 14, L.A. Township. Kelsey verified to Robert Gottlieb that the the car had 320,000 miles accumulated by the first owner. Kelsey used this as his only car during WW-II. He commuted daily from L.A. to San Diego adding about 90,000 miles to the car during his ownership. 1950 - 1954: The car entered the collector world. Robert Gottlieb of L.A. became the owner. He was a collector and writer. He gave the car it's first repaint, changing the color from blue with yellow wheels to burgundy with red wheels. Much, but not all of the upholstery was also repaired or replaced. While on tour in San Diego, traveling at 60 mph (with the smaller wheels), Gottlieb broke a sleeve. The sleeve was brazed and the car was subsequently sold. 1954 to 1964 Car was owned by Harry Blades of Garden Grove, CA. l964 to 1966 Car was owned by Ralph McCune of Orange, CA. During his ownership the sleeve brazed by Gottlieb broke and the engine was disassembled and sold. 1966-2014 Art Aseltine purchased the car in 1966. He repaired the motor, put on the correct size wheels, sourcing front wheels from a Hudson and having new rear wheels built. 2014 to Present. Mark and Barb Young bought the car and immediately brought it to Jerry Szostak for an engine rebuild. The car now boasts new eccentric shaft, sleeves, bearings, pistons, heads, repaired jugs and literally all new or rebuilt rotating parts. This was a massive job, and I know of no one else who I could have trusted to get it done. The result is fantastic. We are still breaking in the engine rebuild. I've not pushed the car over 50 mph yet.

I'll take a moment to shed a different light on the mechanic (actually a certified mechanical engineer) who owned the Brunn as well as my '12 Stearns Knight four for about 50 years. This same mechanic is responsible for the restoration of the four Stearns Knight cars in the AACA museum - which are fabulous. Restorations he did for others were award winning at major shows. The Brunn and the '12 were his personal cars. They were kept in a heated garage with the idea that he would get to them "some day". Ill health and his passing occurred first. He often quoted this passage from the 1912 Stearns Knight “Instructions for Care and Operation Stearns Knight Motor Cars” page seven. “It is much cheaper to burn oil than machinery, and too much oil is better by far than too little." That passage is from a day early in automobile development and when oils were poor compared to those of today. Most of the sleeve valve experts today disagree with the "burn oil not metal" mantra. All well worn motors burn oil. Sleeve valve motors without rectifiers smoke a little bit. Those with them do not or should not. The Brunn engine is thought to have over 250,000 miles on it with no major overhaul - just repairs. My 1912 Four just received it's first major overhaul after a documented 420,000 miles. It was completely worn out and had been kept running over the years by a succession of shade tree mechanics prior to Art's ownership. If you see a sleeve valve car running down the road and it smokes a bit consider that there is a 98% chance it still has it's original sleeves and has a ton of miles on it. I want to give high praise to Ed for sorting out the issues with the Brunn!! I also want to commend it's long term previous owner for saving and preserving it and almost single handed promoting of sleeve valve cars for over 50 years! The biggest praise though should go to the engineers like Pete Sterling and F.B. Stearns for their development of Charles Knight's design.

There is a glaring problem with the video . . . . . . . It leaves me wanting MORE!

Peter and I have a die to make those covers. We'll send you two. Ed will have to assemble them.