Paraffinalia No 20
February 2003
Hello All!
Technical Tips:
I've had it on my mind for a while to feature something about Diesel Fuel
Injection pumps, which, to a lot of collectors are an unknown quantity.
Power delivered by a diesel engine is in a direct proportion to the fuel
consumed (near enough) because the diesel engine is an excess-air engine.
That is why it's supposed to be cleaner burning, more economic, and has
a cooler exhaust than an equivalent petrol engine. It is also why the diesel
engine will 'run away' if not properly governed! So there has to be an accurate
governor on the engine, to regulate exactly the right amount of fuel allowed
to pass to the injectors. To my knowledge, there are four different methods
in which this volume is varied in the fuel injection pump itself.
1. Fixed plunger travel and helix system, as used in the flange-mounted bottle-shaped pumps with the control rod passing through, that we are familiar with. This system is popular with CAV, Bosch, Bryce, Pyrox and even the pump/injector unit as used in the GM 2-stroke engines. Here the control rod can rotate the plunger within the barrel, while the
plunger has a constant lift as determined by the cam. A helix is cut in
the plunger (see right above:) which as it turns
varies the delivery from nothing, to full, to excess fuel for starting,
according to the position of the control rod. Commencement of injection
is not variable in most cases with this system, except with special
plungers.2. Full plunger travel, 'dump valve' system. This system is used on the Ruston HR range from the size 2 upwards, and the Crossley HD range, (see right) as well as the square box type pumps found on the older Deutz engines. Here the start of injection is fixed as well, and a dump valve is opened at the critical moment by the governor. They tend to be tricky to set, and on the Deutz the valve is a ball, and if you drop it...... :-(
3. Metered supply to the plunger pressure space. As used in the rotary pumps, only a certain amount of the fuel is allowed past a governor controlled valve, the
plunger(s) only move as far as this allows, and the plunger(s) then are
forced inwards by the cam. This gives an automatic light load retard characteristic,
the less the fuel, the later the cam is engaged. End of injection
is fixed in this case.4. Variable stroke plunger. This system has surfaced on Peter Boast's Deutz PME engine and I have still to work out how it works! The same method was also used in the Blackstone Marine Oil Engine of the same era, as described in that engine's handbook of 1910. Here I quote, with permission, from page 17 of The Blackstone Collection, a quarterly publication edited by Michael Key, Issue No 3. The material was in turn sent to him by Geoff Challinor. ".....The governor controls the speed of the engine by regulating the stroke of the oil pumps, which it does by a wedge-shaped packing piece between the end of a slot formed in the pump plunger and the end of a bell-crank lever, which actuates the pump....."
The Swedish Avance engine also has a wedge
which is operated by the centrifugal governor, as I see in the Swedish Newsletter
Tändkulans Vänner which is kindly sent to me by Nils-Eric
Sjöstrand. (See Right:)
Coming to think about it, the fuel pump
and governor on the semidiesel Fairbanks Morse YH that we started up for
Piet (Bliksem) Liebenberg (see Stationary Engine Magazine
No 303, and Veteran Farmer Magazine No 16 ) also work on the variable stroke
principle. (See Lower Right:)
I'd appreciate any feedback on this subject....
Elgin Festival/Engine Show at Peregrine Farmstall: This mini show followed the lines of last year's, even the weather was the same! Glorious day on the Saturday, and windy on sunday, leading to a downpour as we were packing up. As it's my local show, I was happy to bring nine exhibits, and other people came and went as they could. Peter Boast managed both days, with one of his Petter M's, and the Gray-Taylors had a bakkie and trailer load on the Saturday. They went away with a tiny Villiers close-coupled to a Goodenough self-priming pump, which I had been given the day before. Lots of parts missing, but Udo Uhlmann in Greytown has said he of other Natal members ought to be able to supply parts to complete it. On another trailer, Denis Usher brought his Farmall U4 skid-unit, which has to be the easiest starting, sweetest sounding engine there is! Gordon Riley hadn't finished his IH LA which we'd first seen two weeks before, but he found plenty of people to give advice! He's since got it running, so we look forward to seeing it painted up and running. He's found out it was one of those which, according to the serial number, were originally painted grey. His has a primer, then grey, and then red over it, which if that was applied in the factory, would mean it came from exactly the change over ti
me.It was good to see Kosie van Der
Merwe from Worcester on the Sunday, who brought along a number
of interesting hand-books and sales catalogues. Also to meet Sam
Sampson from Cape Town, who's working on a 6" scale Fowler Traction
Engine. Other visitors were Bea & Barry Heymann, who
organised the Mamre Spring Festival where we had a few engines. I spoke
to Ferdi Nell, who's Maintenance Manager at University
of Cape Town. I was able to ask him about a genset I inspected there in
1976, when I worked for Lucas. I remember it was in a container, and powered
by a jet engine, and Ferdi confirmed that it was indeed driven by a Buccaneer
engine. Some Stationary Engine! He said it was sold on back to the UK, where
it came from, some years ago.
Harvest Day, Brakfontein.
This report was sent in by Peter Boast: From Sickle and Scythe to Self
Reapers, Threshers and Combines this is Harvest Day at Brakfontien!
For those who just went to see how it was done in the pioneering days of our forefathers, to those who went along to do things the way the pioneers did, Harvest Day at Brakfontien was the place to be.
I left Cape Town with trusty 3 hp Petter Apple Top in tow at about five o'clock in the morning, heading out to Heidelberg (about 3 hours from Cape Town) to meet Derick Kleyhans to load a few more engines and then out to the farm Brakfontien for Harvest day. Well, after 26 km of dust road, pristine show engines arrived at the farm looking like real working exhibits covered in dust from head to toe.
The day started off with demonstrations of harvesting the wheat with sickle and scythe (Back Breaking) followed by three reaper binders, McCormick Deering, International Harvester Company and Massey Harris, being pulled by Minneapolis Moline, International 10/20 and McCormick Deering W6 vintage tractors.The sheaves were then collected in the lands and brought in for stacking prior to threshing, by various volunteers from among the spectators. While this was going on, Derrick and I attended to the refuelling and oiling of the Stationary Engines that were running in the background.
The crowd then gathered around and watched with fascination as Emile Cronje lined up the McCormick Deering W9 in front of the International Harvester Threshing Drum (commonly known as a Blik-Bak Dorsmasjien in South Africa) and then connected up all the various flat belts to the drives on the threshing drum and waxed them as well. At the same time a W6 was connected to an old Case Stationary baler and the baling team led by Herman Gilliomee and assisted by Derick Kleyhans prepared thier lengths of
baling wire for the task ahead.
Finally all was in place, tested and checked by Emile and his team of helpers, hessian grain bags, twine needle and scale all in place, men on the stack to pitch in the sheaves of wheat, tractor up to revs and off it all went. It didn't take long to see a lot of the old hands refreshing their skills. Johnny Verreynne with needle and twine deftly sewing up the full bags of wheat with the ears on the ends to pick them up and carry them to the scale to be weighed and packed on the ever growing pile. Unfortunately the wind had now turned and the whole operation was shut down as the chaff was blowing back into the radiator of the W9. While Emile realigned the threshing outfit, the crowd retired to the shade of the Blue Gum trees for some much needed refreshments.
After refuelling it was time to fire up the old combines and head out into the field again. It was quite a sight to see three old Vintage combines in a row, engines under full work load, bagging teams in action, finishing off the rest of the wheat field. I am quite sure they could have carried on all day, especially Johnny Verreynne driving the Massey Harris 780 Special Bagger Combine with Chrysler straight six motor growling away. It was then back to the threshing and to see Herman and Derrick in action with the old Case baler, tying the bales with baling wire. This is quite some task, to keep up with the pace that the straw was being fed into the baler and to get the density of the bales correct.
A great day was had by all and many enjoyed being able to particpate in a real working day. Hats off to Emile Cronje, Herman Gilliomee and the rest of the team for a most enjoyable day! Maybe next time we can get the Stationary Engines guys to mill some wheat, and one of the Tannies to bake some real farm bread. Thanks for a lovely day.
For those who just went to see how it was done in the pioneering days of our forefathers, to those who went along to do things the way the pioneers did, Harvest Day at Brakfontien was the place to be.
I left Cape Town with trusty 3 hp Petter Apple Top in tow at about five o'clock in the morning, heading out to Heidelberg (about 3 hours from Cape Town) to meet Derick Kleyhans to load a few more engines and then out to the farm Brakfontien for Harvest day. Well, after 26 km of dust road, pristine show engines arrived at the farm looking like real working exhibits covered in dust from head to toe.
The day started off with demonstrations of harvesting the wheat with sickle and scythe (Back Breaking) followed by three reaper binders, McCormick Deering, International Harvester Company and Massey Harris, being pulled by Minneapolis Moline, International 10/20 and McCormick Deering W6 vintage tractors.The sheaves were then collected in the lands and brought in for stacking prior to threshing, by various volunteers from among the spectators. While this was going on, Derrick and I attended to the refuelling and oiling of the Stationary Engines that were running in the background.
The crowd then gathered around and watched with fascination as Emile Cronje lined up the McCormick Deering W9 in front of the International Harvester Threshing Drum (commonly known as a Blik-Bak Dorsmasjien in South Africa) and then connected up all the various flat belts to the drives on the threshing drum and waxed them as well. At the same time a W6 was connected to an old Case Stationary baler and the baling team led by Herman Gilliomee and assisted by Derick Kleyhans prepared thier lengths of
baling wire for the task ahead.
Finally all was in place, tested and checked by Emile and his team of helpers, hessian grain bags, twine needle and scale all in place, men on the stack to pitch in the sheaves of wheat, tractor up to revs and off it all went. It didn't take long to see a lot of the old hands refreshing their skills. Johnny Verreynne with needle and twine deftly sewing up the full bags of wheat with the ears on the ends to pick them up and carry them to the scale to be weighed and packed on the ever growing pile. Unfortunately the wind had now turned and the whole operation was shut down as the chaff was blowing back into the radiator of the W9. While Emile realigned the threshing outfit, the crowd retired to the shade of the Blue Gum trees for some much needed refreshments.
After refuelling it was time to fire up the old combines and head out into the field again. It was quite a sight to see three old Vintage combines in a row, engines under full work load, bagging teams in action, finishing off the rest of the wheat field. I am quite sure they could have carried on all day, especially Johnny Verreynne driving the Massey Harris 780 Special Bagger Combine with Chrysler straight six motor growling away. It was then back to the threshing and to see Herman and Derrick in action with the old Case baler, tying the bales with baling wire. This is quite some task, to keep up with the pace that the straw was being fed into the baler and to get the density of the bales correct.
A great day was had by all and many enjoyed being able to particpate in a real working day. Hats off to Emile Cronje, Herman Gilliomee and the rest of the team for a most enjoyable day! Maybe next time we can get the Stationary Engines guys to mill some wheat, and one of the Tannies to bake some real farm bread. Thanks for a lovely day.
South African News: The Wings, Wheels and Whistles show has taken on a different slant, and it has been decided to use the opportunity to have a BIG Crank-up!
First it was the Great 100 Working,
then it was the Plough and be Counted, then the Great 400 Working, then
the 1600 in Ireland..... but something's wrong here.... that was tractors!
OK, there were engines and machines
at some of those events, but who was counting? 
Let's change all that and Crank-Up for
our Country!
Where? Sandstone Heritage Fair next
April, 2003! The biggest STATIONARY ENGINE event in South Africa EVER !
Let's face it, the logistics of putting
on a show on a National basis in this country are enormous, but what could
be more convenient than the beautiful setting, centrally situated, Sandstone
Estates, with all the facilities an engine man could hope for!
At Kleinplasie this year we got together
77 engines.... and only four of those didn't come from the Western Cape.......How
many can Natal get together? and the Eastern Cape? and Gauteng? and
further North? What about the Free State itself?
Just how many engines can
we get together? How many machines can we bring for them to drive? How many
engines are there at Sandstone, anyway?
What an opportunity to put Faces to
Names!
Let's give it our best, and
CRANK UP FOR OUR COUNTRY!
George and son Koos Botha write to report that they have managed to get hold of not one but two Blackstone ER4 Gensets, of 145 kW. (See right for 6 cylinder turbo version, ERS6) "Here are the numbers: The Genset engine: ER4l67K279 I haven't checked the alternator out yet. The other engine is ER4G68B96. I am not such a Blackstone specialist as far as history is concerned. Anybody know how to date these?
"The engines were operated by Sentraal Westelike Koöperasie at their different silos before Escom took over. They were switched off and just left to rot. When the ko-öp was converted to a company they landed in financial difficulties and offered them on tender to scrounge a bit of money. They were bought by a guy building high output gensets in Hartbeesfontein. Despite all my warnings they just tore them out and dumped them in the open in his yard. He went bang and the plants were put on sale. By then they were badly robbed by pilferers. All the starting compressor units had vanished etc. It cost us 10 grand to land the two. There is still one fairly complete and not too badly weathered and an assortment of alternators from the scrap guy to be had. I haven't priced him yet. We borrowed a 10 ton truck to move the engines and removed all the accessories like cooling systems, the alternator etc., with our own transport." At least that's one or two that got away from the scrapman! Michael Key of 'The Blackstone Collection', (see below under For Sale), who sent the photo above, along with the specs, giving the ER, a naturally aspirated version, 56.25 bhp/cylinder at 750rpm. They can operate between 626 and 775 RPM. The specs go on to say that one of the E range of engines is that throughout the entire range of engines up to 2000bhp, most working parts are interchangeable.
Denis Usher wrote to report
that he's been at Bathurst and called in at the Museum there. He reports that they are really trying to make it
a wothwhile stop over. "Anyway they have an engine there that they need
info for, and were wondering if you could help.
It has Edwards Motor Company.
Springfield Ohio cast on it. No other markings except water level cast on
to the hopper. Not a big machine maybe 2hp or so. The barrel is horizontal
and is round as if a
single cylinder, but there are two spark plugs (one
on each side) suggesting that it is a twin, also two air intakes and two
glass oilers. The magneto looks like the original and has four leads coming
out of the cap."
Philip Gray-Taylor came up with the following, gleaned from the series of articles on the subject of Edwards Engines which appeared in Gas Engine Magazine, and from Wendel & Meincke's books.
"The Edwards Motor Co. was incorporated in 1920 in Springfield, Ohio and
was last listed in that city's directory in 1926. It is thought that it
closed in that year in Springfield as a result of a devastating fire at
the factory that destroyed the building. From 1927 'till 1928 it was listed
in the Sandusky City directory at the premises of Matthews Engineering Co.,
who themselves made engine driven generator sets of 300W to 75kW., and although
all known Edwards engines are marked Springfield it is thought that one
may have survived with Sandusky cast into the crankcase cover.
Fanie du Toit from Roodepoort has found and is restoring a Hallett diesel engine. Information is thin on the ground, as it just rates a mention in Mr Wendel's book. Philip Gray-Taylor looked this up: Hallett Mfg. Co. Inglewood, California. There is an illustration of a 1946, 8hp single cylinder full diesel engine with a massive flywheel. Not much more info though as Wendel admits " there is a total dearth of info concerning Hallett's activities" so it may be quite rare. A twin-cylinder model was produced in 1946 this one being rated 18hp at 1,500 rpm. Both models were later modified for marine and generator use. And Patrick Knight found this out: Designed by Alfred Hallett, he died in 1944 but the Hallett Manufacturing Company of Inglewood, California placed a single-cylinder four-cycle diesel engine, designed for stationary work, on the market in 1945. The engine had a bore and stroke measuring 3-7/8in by 4¼" and it developed 8hp at 1,500 rpm. Fanie would like to know what colour it should be.
Pieter Faurie phoned in from Bredasdorp, to ask about re-metalling conrods. When I asked what engine he was working on, he replied: "Cirrus Minor". What does it come off? "An Auster Autocrat of 1946, the first civilian version of the Auster that was made famous as a reconnaisance aeroplane in WWII" He's had the engine running, even the aeroplane in the air, but it all needs a lot of TLC. Who can recommend a commercial firm that'll help him out?
14th December was a special day for Derick & Carine Kleynhans, of Heidelberg, Cape. Beverley Gray-Taylor reports:
Helderberg Vintage Rail laid on a number of Steam Train Trips over the festive season. We joined the excursion to Bot River on 5th January. As usual, a Scottish Piper was playing at the station, and security guards were there to watch our cars. There was no extra charge for passengers coming all the way out from Cape Town, pulled by a vintage Electric Loco, as far as Firgrove, where the two 19Ds from North British in Glasgow, (Daizy and Boland), connected back to back with a water tank between, were hitched. It turned out to be an eventful trip, as it took us 3 hours to do the first 13 km! We had noticed that we hadn't built up the speed that we remembered from the last time, pulled by Daizy only. Sure enough, by the time we got to the level crossing at Sir Lowry's Pass Village, we lost way, and after repeated attempts, we could not get going again. The reason, as explained by Mark Robinson and Dylan Knott was that there is only sanding equipment on these locos for going forward, and because there are no places at Bot River or Houw Hoek for turning locos around (are
you noting, Charles Jackson?), they had had to be hitched
back to back. Boland was at the front, and is not pulling her weight (153
tonnes!), owing to poor servicing, and the leaking water tank between
the locos, meant that Daizy couldn't help much. A Class 35 Diesel Electric
(GM, or EMD, to be more accurate, powered) was called up from Bellville,
and we were pushed up the pass, (See above right)
and at Steenbras at the top, the passing loop was used to transfer the diesel
to the front. We had to leave the 19D's behind at Elgin Station to do their
servicing, as there wouldn't have been time to do that at Bot River, we
were running too late. On the way through Houw Hoek we were pleased to see
Dave and William Evans hard at work in their orchard picking
plums on a Sunday! The locals at Bot River Station had laid on very welcome
food and drink, and the museum was open, so we could view some of the things
on loan from Fraser Howell, including two loco smoke stacks,
doing duty hiding litter bins! (See Right:) Two
regulator levers, also from him, had accompanied us on the train, to
be included in their collection. On the train, Alan MacFarlane
from St Andrews in Scotland introduced himself. He was out here surveying
an oil rig, and helps out on Vintage Railway Lines at home. We got back
to Somerset West at 7 pm, after a very pleasant day out!
Philip Gray-Taylor came up with the following, gleaned from the series of articles on the subject of Edwards Engines which appeared in Gas Engine Magazine, and from Wendel & Meincke's books.
"The Edwards Motor Co. was incorporated in 1920 in Springfield, Ohio and
was last listed in that city's directory in 1926. It is thought that it
closed in that year in Springfield as a result of a devastating fire at
the factory that destroyed the building. From 1927 'till 1928 it was listed
in the Sandusky City directory at the premises of Matthews Engineering Co.,
who themselves made engine driven generator sets of 300W to 75kW., and although
all known Edwards engines are marked Springfield it is thought that one
may have survived with Sandusky cast into the crankcase cover."The company
president was a Mr. Charles Bauer who later went on to manufacture engines
under the name The Bauer Brothers Co. The engine number can be found on the end of the crankshaft and
under the crankcase cover. Engines known to be in preservation in the USA
are numbers 17670, 17695, 17993, 20214, 20613, 20655, 20772, & 20877.
"Only
one model was ever made, a two cylinder, hopper cooled horizontal with a
single flywheel mounted between the two conrods inside the crankcase. Early
models had low tension ignitor ignition which was soon replaced by a magneto
and spark plug. An interesting feature of the ignitor engine is that the
ignitor was tripped by the piston and not an external linkage which is normally
the case. All engines were rated at 1,5 hp. with only one cylinder
firing and maximum 6 hp. with both cylinders firing."
So they've got a rare engine there!
Fanie du Toit from Roodepoort has found and is restoring a Hallett diesel engine. Information is thin on the ground, as it just rates a mention in Mr Wendel's book. Philip Gray-Taylor looked this up: Hallett Mfg. Co. Inglewood, California. There is an illustration of a 1946, 8hp single cylinder full diesel engine with a massive flywheel. Not much more info though as Wendel admits " there is a total dearth of info concerning Hallett's activities" so it may be quite rare. A twin-cylinder model was produced in 1946 this one being rated 18hp at 1,500 rpm. Both models were later modified for marine and generator use. And Patrick Knight found this out: Designed by Alfred Hallett, he died in 1944 but the Hallett Manufacturing Company of Inglewood, California placed a single-cylinder four-cycle diesel engine, designed for stationary work, on the market in 1945. The engine had a bore and stroke measuring 3-7/8in by 4¼" and it developed 8hp at 1,500 rpm. Fanie would like to know what colour it should be.
Pieter Faurie phoned in from Bredasdorp, to ask about re-metalling conrods. When I asked what engine he was working on, he replied: "Cirrus Minor". What does it come off? "An Auster Autocrat of 1946, the first civilian version of the Auster that was made famous as a reconnaisance aeroplane in WWII" He's had the engine running, even the aeroplane in the air, but it all needs a lot of TLC. Who can recommend a commercial firm that'll help him out?
14th December was a special day for Derick & Carine Kleynhans, of Heidelberg, Cape. Beverley Gray-Taylor reports:
"Philip and I went to Derick and
Carine's wedding in Heidelberg on the 14th Dec. 2002. It was held in the
beautiful Dutch Reformed Church. These imposing buildings are a feature
of many small towns in S.A. Carine was led down the isle by her brother.
As rain clouds darkened the late afternoon sky, we all made our way
to the Landbou Saal (Agricultural Society Hall) on the outskirts of the
town. After the speeches, we all enjoyed a delicious meal of Karoo
lamb from Dericks farm. Thereafter the guests, fortified by the food
and wine, were able to show their skills on the dance floor." We
wish them every happiness!
Helderberg Vintage Rail laid on a number of Steam Train Trips over the festive season. We joined the excursion to Bot River on 5th January. As usual, a Scottish Piper was playing at the station, and security guards were there to watch our cars. There was no extra charge for passengers coming all the way out from Cape Town, pulled by a vintage Electric Loco, as far as Firgrove, where the two 19Ds from North British in Glasgow, (Daizy and Boland), connected back to back with a water tank between, were hitched. It turned out to be an eventful trip, as it took us 3 hours to do the first 13 km! We had noticed that we hadn't built up the speed that we remembered from the last time, pulled by Daizy only. Sure enough, by the time we got to the level crossing at Sir Lowry's Pass Village, we lost way, and after repeated attempts, we could not get going again. The reason, as explained by Mark Robinson and Dylan Knott was that there is only sanding equipment on these locos for going forward, and because there are no places at Bot River or Houw Hoek for turning locos around (are
you noting, Charles Jackson?), they had had to be hitched
back to back. Boland was at the front, and is not pulling her weight (153
tonnes!), owing to poor servicing, and the leaking water tank between
the locos, meant that Daizy couldn't help much. A Class 35 Diesel Electric
(GM, or EMD, to be more accurate, powered) was called up from Bellville,
and we were pushed up the pass, (See above right)
and at Steenbras at the top, the passing loop was used to transfer the diesel
to the front. We had to leave the 19D's behind at Elgin Station to do their
servicing, as there wouldn't have been time to do that at Bot River, we
were running too late. On the way through Houw Hoek we were pleased to see
Dave and William Evans hard at work in their orchard picking
plums on a Sunday! The locals at Bot River Station had laid on very welcome
food and drink, and the museum was open, so we could view some of the things
on loan from Fraser Howell, including two loco smoke stacks,
doing duty hiding litter bins! (See Right:) Two
regulator levers, also from him, had accompanied us on the train, to
be included in their collection. On the train, Alan MacFarlane
from St Andrews in Scotland introduced himself. He was out here surveying
an oil rig, and helps out on Vintage Railway Lines at home. We got back
to Somerset West at 7 pm, after a very pleasant day out!UK News
Paul Evans in Wales has been
helping Gordon Hayes in Christchurch, NZ, and Johan
Mundey in Ceres here in the Cape, with the fuel injection equipment
on their Ruston & Hornsby 1X HRs, (with a little help from me in Elgin,
South Africa!)
Australian News. Rob Laurent sent in this article from the Central & North Burnett Times, dated Tuesday 12 September, 2002.
'A 13 ton Ruston Hornsby traction
engine made in 1923 and purchased new by Mundubbera Shire Council has been
returned to its home town. It is valued at $75,000 and was bought
by Mundubbera Shire Mayor, Cr Doug McIver and his wife Jill,
who hope it will create enough local interest to raise money or access a
grant so that the Mundubbera and District Historical Society can purchase
it from them. It is presently on permanent loan to Mundubbera Shire Council.
"Outback areas developed as a result of steam, so it is part of our
heritage and history. We are delighted to bring it back to Mundubbera,"
Cr McIver said.
'Scratched into the back of a brass
plate on the engine was: 'AJ Geck, driver, 18.6.1923.' AJ
(Joe) Geck held a steam ticket and drove the traction engine. He
was probably very proud to be the driver of this "modern" piece of equipment
back in 1923. The council eventually sold it to Hockey's sawmill at Abercorn,
and the previous owner Reg Baartz bought it after it had
stood unused for 20 years. Mr Baartz restored it to working condition
27 years ago, and recently offered it for sale. "Mr Baartz was offered
more money than we paid for it but was pleased to see it returned to the
area where it began its working life," Cr McIver said. "Many
of these old engines have been bought and are going overseas, and those
in working condition have become very scarce." Cr McIver said
he was very appreciative of the support offered by the Mundubbera Shire
Council in allowing council employee Mr Bob Ward to transport the traction
engine from Toowoomba to Mundubbera on council's low loader. The traction
engine had been on display at the Jondaryan Woolshed for some years and
then was at Highfields in Toowoomba. Mr Reg Baartz will be coming to Mundubbera
to operate the steam engine at the Outback Festival on 14th September 2002,
and many Mundubbera people will see it for the first time.'
Rob also reports that Folker
Streitberger in Cape Town has been stirring up Deutz in
Germany about the manual for the big Deutz engine at Highfields Pioneer
Park. "His last message told me that a manual was on its way to Australia
from Deutz Diesel Power in Cape Town. This is fantastic news. The blokes
at Highfields seem to have reached the stage where they desperately needed
guidance. The manual is all in German however. I hope they can find someone
to read it."
Japanese News: Bill Young reports a growing interest in Stationary Engines in Japan: "Just got home from a rather cool, cloudy day at Kurimoto. One would have to judge our part of the festivities as a complete success. For the past few years there were only two brothers who lived in the town, Kurimoto, and myself, with 6 or 8 engines at most. Today we had about 10 guys with about 20 engines, all but one on skids sitting on the ground."
And from theTako Show: "Saturday and Sunday were
the big days for my engine clubs here in Japan. We had our biggest
turnout ever, with engine enthusiasts showing up from all over the country.
Some guys even drove 12 hours with their truck loads of engines. I don't
think it would be immodest to say that my two engines were the stars of
the event. One, an American Fairbanks, starts easily, runs pretty
fast and is very loud. It is mounted on a carriage with large diameter
wheels, so appears huge. The other engine
is a 1908 National, from England, also mounted on wheels. It is a
beautifully restored machine, runs at about a mere 150rpm and is whisper
quiet. It is a real crowd-pleaser because it has features not
seen on any Japanese engine."
New Zealand News: Gordon Hayes has sent the last two issues of Ignitor News, the magazine of the Christchurch Historic Machinery Club (for which many thanks!) In the December issue, there is mention of the rally appearance of a Rover 1S60 Gas Turbine of 1956, (See Lower Right:) owned by Peter Lynn, from Ashburton. Peter sent in this information on the engine, and the photo. After WW2, there was a general expectation that small gas turbines would soon supplant internal combustion engines in many applications. Rover (and BRM) worked with Sir Frank Whittle’s Power Jets Co. to develop powerful light weight engines for racing cars, auxiliary generators and fire pumps as a step towards the quieter, more efficient engines that would be required for general and automotive uses. The Rover 1S60 (One Stage, 60hp) was developed to usable form by about 1954, the first commercially available general use gas turbine i
n the world. Specs: Rover 1S60 Gas Turbine:
45kw(60hp) at 46,000rpm. Compressor: Single stage centrifugal. Turbine:
Single stage axial flow. Fuel: multi-fuel capability, usually diesel or kerosene, Fuel Consumption: 50 litres per hour at 45 kw. Output shaft speed: 3,600rpm (1/13 from
turbine shaft). Starting: Hand crank to 12,000rpm, self sustaining from this. Crank handle gearing: 101/1. (Peter reports that cranking
this engine is not for the faint of heart, but I suppose if the ship's on
fire.....) Ignition: Magneto,
and spark plug, engages for starting only. Weight: 90kg with all accessories but without fuel tank. This engine, manufactured about 1956, powered an emergency
fire pump on a British Naval ship and ran for just 4 hours 3 minutes during
it’s service life, probably only readiness tests. Although noisy, thirsty (and expensive?), the 1S60 was a good
try. There are still no small gas turbines that are quiet, efficient, and
inexpensive. (Perhaps it's as well that the small ones didn't take
off, aren't weedeaters noisy enough anyway? A )Peter has this request: 'Anyone out there have a Campbell 7 hp (7.5"
bore) split frame portable oil engine? My current project
is to restore (with minimal intervention of course), a 1902 example.
It's fairly complete; missing the carriage, half the side shaft gear
cover and the heater, but fairly corroded. I'd really appreciate any
info and photo's.'
In the same post came the New Zealand Vintage News, which under the same arrangement is sent by Derek Hubbard. (also, many thanks!) John Thorby is contributing to that magazine now, and he kindly mentioned us in his column. This magazine is the mouthpiece of the New Zealand Vintage Machinery Club Inc (Canterbury), and has been featuring a step-by-step history of the International Harvester Company, covering their tractors, engines, trucks, bakkies, and (yes!) cars.
In the same post came the New Zealand Vintage News, which under the same arrangement is sent by Derek Hubbard. (also, many thanks!) John Thorby is contributing to that magazine now, and he kindly mentioned us in his column. This magazine is the mouthpiece of the New Zealand Vintage Machinery Club Inc (Canterbury), and has been featuring a step-by-step history of the International Harvester Company, covering their tractors, engines, trucks, bakkies, and (yes!) cars.
USA News: Dusty Erickson from Arizona reports that he has taken delivery of his latest Mietz & Weiss engine, a 1½HP. He writes: 3 days soaking in diesel fuel. Finally a day off work to play in the shop. Tapped piston with a block of hardwood and zero movement. Decided to remove the con rod big end. Top nut came right off. Bottom was tough to reach. Applied a bit of heat and all of a sudden it "pops". Grabbed the flywheel to stand up and I damn near fell over backwards. The whole piston "unstuck" !!! Applied a liberal amount of oil and it turns over by hand just as sweet as could be. No pits, cracks, or heavy rust at all in the bore. I really think it was just the big end bearings being rusted stuck. Less than 2 hours later it was all apart and in buckets of diesel soaking. Really think I could have it running in a matter of hours. Decided not to rush things. I have a "twin" to this engine that is literally missing everything except the nameplate, block, and sub-base. I plan to have all the missings parts "cast" at a foundry to get the second engine up and running. Guess I'll have to wait a few months to hear the 'new one' run while she is donating kidneys, heart, lungs and liver to her new mate. Dusty says that the parts that need copying include the crankshaft, which was so badly bent and corroded that it had to be cut into three pieces just to get it out of the journals. One journal was half missing from frost damage, also missing its piston, con rod, hot bulb, hot bulb shroud, entire governor assembly, fuel tank base, fuel tank, injectors, fuel pump, copper piping, oilers, etc. Dusty has now been sent the details of the Mietz & Weiss in Bathurst,Cape, and says that the worldwide tally of M&W engines which he has the details of, now stands at 79.
Irish News: Terence Taylour writes that he saw this interesting engine at a rally, owned by PJ Rourke, Ferbane, Co. Offaly, in the Midlands of Ireland. He is a fitter with the ESB (ESCOM).
It's a Brouhot circa 1896 made in the Vierzon district in France. It drove a water pump at a lodge outside Bunclody, Co. Wexford (East coast) and was thrown out in 1953.
He made the all-new crank out of 2" steel plate. (Like Russell Timms had to do with their inverted Crossley! A) He cut it out first with a bandsaw after drilling holes at the corners. The cyl and piston were bad so he turned the piston down till it cleaned. It's a bit thin now. He made a new cast iron liner and rings, a new con-rod, valve chest and carburettor, etc. It has a hit-and-miss governor and trembler coil and battery ignition with a slip ring on the side shaft. The machining is very well done and it runs well. There seems to be another one in France but I am not sure.
New Members: (Don't worry, we're a no rules, no subs Society, membership only involves reading this newsletter!) Ferdi Nell is mentioned above. Fanie du Toit in Roodepoort is mentioned above. Ron Bell and Neville Allwright from the Durban area were put on to us by Rob North, Renaldo Guelpa is from Natal, but says he's moving to Fraserburg. Clem Davidson has recently retired and finds his engines keep him out of his wife's hair! Pieter Faurie is mentioned above. Carl Starke in Vredenburg has a lot of experience with Lister diesels. Mick Gray-Taylor in Portland, Oregon, Philip's brother rlyeh@aracnet.com (Pity that's not Portland, Indiana, otherwise we could send him with a camera to the BIG engine show they have there! A) Alan MacFarlane introduced himself on the Steam Train trip, mentioned above. Owen Davies and Graeme Crookes from Natal are restoring a National of about 1923, also put on to us by Rob North. Peter Boshoff from George in the Cape contacted Roland Craven in Devon, who contacted Eric Brain, who contacted me, for info on his Crossley TSH3 (Featured in Stationary Engine Magazine issues 341 (by Patrick Knight) and 346 (by John Stanley in Queensland, Australia) Dave D'Oliviera from Swakopmund in Namibia asked to be included on the circulation, and reports that he knows Keith Johnstone, mentioned in the last newsletter. Gary Przibilla from Renmark, South Australia is looking for information on the Campbell (Halifax) engine he's busy on. John Fowkes from Tokai, Cape, enjoyed the Peregrine show and has offered to keep his eyes open for old iron for us on his travels to out-of-the-way places. Jean-Pierre de Kok, from Piketberg is closing down a family farm, and is in touch with Peter Gildenhuys, our man on the ground out there.
For sale/Available:
The Blackstone Collection, a quarterly magazine for Blackstone enthusiasts,
not only their engines, but agricultural equipment and much other interesting
stuff. Contact Michael Key, 3 Medina Close, Didcot, Oxfordshire,
OX11 7QR, or michaelstamford@aol.com.
Rob Laurent's long-awaited book on Southern Cross Engines is out. 300 pages of info, including hundreds of B&W illustrations and production records for 90 000 engines. A$55.00 (posted in Australia) from Blue Flyer Publishing, PO Box 50, Highfields, Qld 4352, or blueflyer@cnnet.com.au From South Africa, purchasers will have to shell out A$50 for the book itself, as well as either A$29.00 economy air mail, or A$38 for first class air mail . Sea mail is A$20.50 but takes a long time. Money must be converted to Australian dollars at this end, otherwise Rob has to pay to have it converted there. The book features pictures of the following members' engines: Eric Brain, (Victoria) Johnny Verreynne & Hendrik v d Berg (Farm Pumpers), Russell Metcalf (Southern Cross A-C Wolseley Copy) and Theo Lötter's YD which I have. Other Society members credited with helping compile the book include Tim Macaire, Jan Vegter & Philip Gray-Taylor. So all of you'd better order your copies now! :-)
Jan Vegter's book,
Patent Brons, One Hundred Years of Vaporizing Cup Engines, is also out.
106 pages with 165 illustrations. 
The text is in Dutch, with separate translations, and the captions on all
the illustrations are in Dutch, English and German. Engines dealt with in
the book include the following makers: Brons, Van Berkel, Timmer, Verwer
and Manille Bogaerts of the Netherlands; Deutz of Germany; Frichs of
Denmark; Gideon of Norway; Ransomes Sims & Jefferies and White
of England, Laurin & Klement (Skoda) and the Prager Machinery of Czech
Republic; Burnoil, Standard, Dodge, Davenport, Dunn, Evinrude, Hercules,
Western, Parmaco, Fairbanks, Sears & Roebuck, Bates & Edmonds, St.Marys,
Midwest, Cummins, Boos and Page of the USA; Brantford, Hoag, Omega and
Victory of Canada; Voigt of South Africa; Daihatsu of Japan and Ronaldson
Brothers & Tippet, H.V. Mckay, Cliff & Bunting, McDonald and Rapson
& Dutton of Australia, are all dealt with to some degree in the book.
Contact Profiel direct on info@profiel.nl or
visit www.bronsmotor.com for more
details, or contact Uitgeverij Profiel, PO Box7, 9780 Bedum, The Netherlands.
Price 40 Euros or US$, plus 4 for packaging.
The text is in Dutch, with separate translations, and the captions on all
the illustrations are in Dutch, English and German. Engines dealt with in
the book include the following makers: Brons, Van Berkel, Timmer, Verwer
and Manille Bogaerts of the Netherlands; Deutz of Germany; Frichs of
Denmark; Gideon of Norway; Ransomes Sims & Jefferies and White
of England, Laurin & Klement (Skoda) and the Prager Machinery of Czech
Republic; Burnoil, Standard, Dodge, Davenport, Dunn, Evinrude, Hercules,
Western, Parmaco, Fairbanks, Sears & Roebuck, Bates & Edmonds, St.Marys,
Midwest, Cummins, Boos and Page of the USA; Brantford, Hoag, Omega and
Victory of Canada; Voigt of South Africa; Daihatsu of Japan and Ronaldson
Brothers & Tippet, H.V. Mckay, Cliff & Bunting, McDonald and Rapson
& Dutton of Australia, are all dealt with to some degree in the book.
Contact Profiel direct on info@profiel.nl or
visit www.bronsmotor.com for more
details, or contact Uitgeverij Profiel, PO Box7, 9780 Bedum, The Netherlands.
Price 40 Euros or US$, plus 4 for packaging.Wanted:
Hendrik vd Berg from Douglas is looking for a starter for his Farmall AV. hfvdberg@douglas.co.za
Chris Dry in Hazyview is
looking for info on his next projects, Hanomags Model R440 and R 545. Chris
Dry haraka@worldonline.co.za
Hendrik vd Berg from Douglas is looking for a starter for his Farmall AV. hfvdberg@douglas.co.za
What's on:
15th and 16th February.
The South Cape Old Car Club's
Annual Meet. It will be held in the P W Botha School Sports
Grounds. Besides vintage and veteran cars, there are oddballs as well, plus
new car dealers with their wares; tractors; motor cycles; and Stationary
and Hot Air engines.
28th February and 1st and 2nd March
are the dates of the Geelstertfees at Struisbaai,
including a 20km drive through a beautiful Nature Reserve, ending in a braaivleis,
organised by the Bredasdorpers. Phone J D on 028 845
8996 or Louis Jordaan on 028 452 1643
21st and 22nd March.
Go to Douglas in the Northern Cape where they again plan
a “Miracle in the Middle Feast” this year. And
they have got a stand for old engines there. All heavy metal lovers are
welcome! Contact Hendrik v d Berg hfvdberg@douglas.co.za
!0th, 11th
and 12th April are the dates of the Clanwilliam Landbouskou. The
newly-formed Olifantsrivier Veteraneklub hope
to put on an impressive show, and hope many visitors will attend.Contact
Nico Lubbe on 021 913 1380.
25th to 28th April, 2003. Big
Crank-up at the Sandstone Heritage Fair! See above
for details.
24 Mei:
Autumn Splendour at
De Doorns. Phone Hendré Daniller
on 023 354 8743
8th and 9th
August: Groot Skou - The annual show of the Western Cape
Tractor & Engine Club, this year back at Brandvlei, between Villiersdorp
and Worcester.
Please remember your name-tags,
even if you are just coming along as a spectator!