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Newsletter of the Cape Vintage Engine and Machinery Society (Western Cape, South Africa).

Number 19. April 2010.

The rally scene is a bit quiet at the moment but we have the annual expo of the Western Cape Veteran Tractor and Engine Club, taking place in Moorreesburg in August to look forward to as well as our own annual Winter Warm Up at Arthur Wilding‟s farm. No fixed date has been set for this year‟s WWU so could we have some suggestions that will not clash with other club events? Not too early in winter or

too late either for that matter, we normally hold it late July, early August. The query in the last Newsletter about the correct procedure to set up the spring tension on an automatic inlet valve has been answered. The next puzzler also concerns an engine with the cam operating the exhaust valve only, which is devoid of any timing mark whatsoever, what is the starting point for setting the cam timing? My favourite periodical, Stationary Engine Magazine, has increased in size from 48 to 64 pages and as Gordon Wright states in his editorial, „the increase of 40% in editorial pages means an increase in paper and postage costs, which in turn requires an increase in subscribers‟. With the Rand to Pound exchange rate so favourable at the moment, the overseas subscription rate of

£45.00 is a bargain. See what you get at www.stationaryengine.com. I spotted this enamel sign at my favourite antique shop recently. Not something I could afford but I was intrigued by the sole agent‟s name,”D. E. Hockly & Co. East London”. To have your name enamelled on the Blackstone sign meant you were selling a lot of engines surely, but I cannot recall having seen a “D. E. Hockly“plate on a Blackstone engine. Does anyone have one? Phil (Editor).

---------------------------------------------------------------------------------------------------------------------- The following has been said before, but for newcomers here it is again; Phil and I were as usual chatting about the newsletter the other day and were discussing the fact that, like a stubborn child, the newsletter has come to develop a mind of its own and how it bears virtually no resemblance to what we intended after we took over from Andy Selfe who produced Paraffinalia for many years. Early on we were lucky enough to have Ron Wiley in South Australia adopt us and he has made an enormous contribution. The newsletter is sent directly to people in many countries around the world and it appears that a large majority of those recipients forward it onto yet more people. As far as we are concerned, anyone who receives the newsletter by direct or indirect means automatically becomes a „member‟ and is welcome and in fact

encouraged, to contribute anything of interest, be it text and/or pictures. Don‟t worry about the spelling, grammar or format, we will sort that out. We are technical, (greasy) hands on guys and none of the three of us claim to be a literary genius, but this is about old things, so who cares! We just want to hear stories and see pictures! This issue again consists mainly of generous contributions from the usual few people, so how about some future contributions from others – the newsletter is free - so how about some repayment in the form of some new input? We really enjoy hearing from people in other parts of the world as well as from people in different parts of South Africa. We can only keep going as long as we get input! About 18 months ago I purchased a very beat-up 1941 Massey-Harris 102 Row Crop Junior tractor that had literally

stood under a tree for 30 years and for almost a year I had battled in vain to get some information on that model. I eventually came across the Twin Power Massey Collectors Club in Canada and asked if any of their members could help. George Gordon who hails from Owen Sound, Ontario, promptly replied to my mail and very kindly stated that he would put my request in their newsletter. Shortly after that I was contacted by Arthur Heenan in New Zealand who receives their newsletter and who has a couple of 101s and has an incredibly wide knowledge of that range. Arthur has been extremely helpful and has been to a lot of trouble supplying me with all the information I needed and is still doing so. He and his wife Gail have become good, but unfortunately, long-distance friends.

From the Engine Shed.

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Just before I was contacted by Arthur, Simon and Dirkie at Cape Used Tractor Spares put in touch with Jan Venter who is on a farm in the Paarl district and who has two 102s which I was able to go

and see. Jan was able to answer my most immediate question - that of how to link up the governor and throttle controls. For the uninitiated, the 101 is petrol only and the 102 petrol/paraffin (although my motors

manual says the 102 is designed for ‘low grade fuel’ Phil). My most grateful thanks to George, Arthur and Jan for their help. Gordon.

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Phil Gray-Taylor (editor) ptaylor@worldonline.co.za Gordon Riley gkriley@mweb.co.za Our Man in Australia, Ron Wiley ronwiley@bigpond.com

Jerry Evans has kindly archived all our previous issues of Cape Vintage Engine as well as Parafinalia which was produced by Andy Selfe between August 2000 and early 2005. Jerry‟s link for the newsletter archive is: <http://www.oldengine.org/members/evans/paraffinalia/index.htm -------------------------------------------------------------------------------------------------------------------------

Editorial, Forthcoming Events. Pages 1 & 2. Restoring a John Deere 60. Part 1. Page 8.

The Century Run. Page 2. Dirty, Hot and Steamy. Pages 9 & 10.

Piket Club Tractor Trek. Pages 3 & 4. Brons Engines, A Touch of Yesteryear, Page 11.

Time Traveller. Page 4. What was it? What is it? Inbox. Page 12 & 13.

Milang. Pages 5 & 6. Forthcoming Events, For Sale. Pages 14 & 15.

Lake Goldsmith. Pages 6 & 7.

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The Century Run. Philip Gray-Taylor. This year‟s Century Run for motorcycles and riders with a combined age exceeding 100 years took place a couple of weeks ago, Ryan and I took part for the second time and thoroughly enjoyed the outing. We left home at 9 o‟clock to be in plenty of time for the 10 o‟clock set off, but Ryan‟s 1970 Yamaha suffered battery failure half way to Century City, the starting point, so we did an about turn and swapped the Yamaha for his 1964 Suzuki. The Suzuki was a good choice as it

performed well and created a lot of interest, especially amongst the

younger riders who had started motorcycling in the sixties and seventies with similar bikes. The Triumph Owners Club and Vintage Motorcycle Club do a great job of organising the event with a half way stop for refreshments and a „bring and braai‟ at the end point in Parow, Cape Town. The combined ages? Well, the Royal Enfield with me aboard tops 112 years but Ryan fell a bit short at only 71 combined years. Anyone got a 1937 or older bike for next year‟s run? Swap you for a Lister!

Contacts

Contents.

Old Faithful 1954 Royal Enfield ‘S’ and Young Faithful 1964 Suzuki K11.

Not only stationary engines have flywheels as this two cylinder ‘fore and aft’ Douglas shows.

Ariel Square Four.

BSA Bantam, the only two-stroke besides the Suzuki, where have all the British two strokes gone?

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The Piket Veteran Tractor and Implement Club’s Tractor Trek. Gordon Riley. On a glorious April day, I was fortunate enough to take part in the Piket Veteran Tractor and Implement Club‟s recent tractor ride, the destination being a picnic site alongside the Berg river on ‘Lange’ Langenhoven’s farm Kliphoogte. The Piket Club members come from quite a large area with the Berg River being a fairly central point. Accordingly, we arranged to gather in groups in our respective areas and to meet up at the river. Our Koringberg group met in Pieter Fourie’s olive grove and drove the approximate 16 km to the river along the railway maintenance road, thus avoiding any traffic. Our group consisted of Pieter Fourie driving his Vaaljapie (Fergy) towing a trailer with all our goodies, Pieter „Kat’ Mostert (John Deere), Jan Carstens (Pieter Kat‟s Massey-Harris), Henry Warnich (John Deere Lanz), yours truly (Massey-Harris 102), with Mark Fourie bringing up the rear as gate closer and pieces-picker-upper on my Vaaljapie. It was one of our extremely rare perfect days and the ride to the river was uneventful, apart from having to stop whilst one member, for some reason or other, decided to urgently examine the back of a

bush and a little while later the same member spent about 10 minutes wrestling with a stubborn gate. Arriving at the picnic spot we parked our magnificent machines in the shade under the gum trees on the high bank above the river, where we were welcomed by ‘Lange’. Shortly thereafter, two other groups arrived, making (I think) a total of 19 tractors of various makes and whilst a fire was being made for the braai, I was able to glean a lot of information on my Vaaljapie in particular, from numerous knowledgeable people. The highlight of the day was provided on a few occasions by Henry Warnich, whose J D Lanz was starterless by dint of the fact that the starter had been sent away for repairs. Henry had parked the J D at the top of a high sloping bank above a narrow road leading down to the river far below. In order to start the tractor Henry released the parking brake (rock in front of wheel) and in the hush of silent anticipation on the part of the assembled multitude, plunged over the cliff face to disappear from view whilst we all waited for the splash. But, each time however, there was a loud bang and a cloud of black smoke and shortly thereafter, much

to the relief of the crowd, Henry would suddenly and triumphantly, emerge from the smoke, reversing up the slope.

Each time Henry took the plunge, a lively debate would ensure, as to who/what we should rescue from the river first and it appeared that the odds were slightly in the J D‟s favour, - it is after all, a fairly rare model. The ride home was fairly uneventful, apart from us all having to stop whilst the said previous holder-upper ran out of petrol and whilst remedying the matter another tractor stalled and had to be towed (no cliff nearby) to start it again. It was a most enjoyable day, thanks to the weather, the organizers and especially to ‘Lange’ for his hospitality. G.

John Deere GM. Massey-Ferguson 165. Massey-Harris 102 Row Crop.

John Deere 730 Diesel. Case ? Mc Cormick Deering W9.

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Farmall M. Hanomag R 545 Super. John Deere-Lanz with parking brake.

Leyland 154. Ferguson 35. Massey-Harris 745?

And a bevy of Vaaljapies dating from 1948 to 1955.

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Time Traveller. Peter Noble.

The same person – the same model tractor – different country.

The „grass lugs‟ fitted to the rear wheels (first photo) must have been for summer use only. It is surprising that they gave enough grip to pull the grass mower which would have been land wheel-driven. P.N.

1935. and 2005. ---------------------------------------------------------------------------------------------------------------------------

N O C O M M E N T !

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Milang 2010. Ron Wiley.

The Milang & District Historical Society has run the Yesterdays Power Rally for the last 13 years. In the middle of 2009 the Milang Vintage Machinery Club was formed to run the 14

th rally that is

the biggest single event in the town each year. It was held on the weekend of January 23 & 24, 2010. Milang with a population of around 500 people is on the shore of Lake Alexandrina. Pastoralists first settled in the district in the 1840‟s and the township was started in 1854. Between 1860 & 1880 Milang was one of South Australia‟s busiest river ports, connecting Adelaide, 47 miles away, with the thriving river trade that reached into the heart of the three eastern colonies. Paddle steamers traveled up to 2,000 miles to the upper reaches of the Murray and Darling Rivers. Like last year there was a good selection of stationary engines, tractors, trucks, military vehicles, cars and motorcycles on show. A new feature was fire-fighting vehicles; the South Australian Fire Fighting Vehicles and Equipment Museum is going to be set up at Milang. The show went with a bang because The Nine Mile Snipers fired their 25lb field gun at regular intervals; apparently the range of a 25lb gun is 9 miles hence the group‟s name. On display were two Ford Blitz trucks used by the local Country Fire Service (CFS) -----------------------------------------------

and a couple of Dennis fire engines that are ex Metropolitan Fire Service (MFS) in Adelaide.

Also an ex MFS 1970 International C1300 combination pump escape fire appliance and a Land Rover converted as a support vehicle for the CFS in the 1950‟s. The star of the show was an ex MFS 1942 American La France JOX Ariel ladder truck with an extending ladder mounted on a swiveling base. The four section metal ladder is hydraulically operated and extends to 43 feet in length. The company goes back to 1907 and their first V12 was produced in 1931. I was lucky enough to ride in this vehicle in the Grand Parade; you could say it was the fulfillment of a childhood dream to ride in a fire engine! -----------------------------------------------

The featured products this year were vehicles made by Ford and stationary engines made by Ronaldson Bros & Tippet. The award for the best R & T engine went to my friend Mathew Keast of the Fleurieu Antique Rural Machinery Society (FARMS) for his 8hp R & T vertical engine from the 1930‟s.

Another club member Monty Bunnet won a prize for his restored 1927 Chev. I have concentrated on the fire engines because they are something rarely seen at rallies and they fascinate big and small boys. When I turned 65 I announced to my wife that I had entered my second childhood, she just rolled her eyes and said nothing, I wonder why? ronwiley@bigpond.com

A WW2 Blitz truck converted as a water tanker.

A 1950 Dennis fire truck

The 1942 American Le France Jox Ariel ladder truck with V12 engine

Mathew Keast with his 8hp vertical Ronnie and trophy

The back of the Blitz truck showing water tank, pump and hose

The ex MFS 1970 International C1300 combination pump escape fire appliance

The ladder mounted on the rear of the International C1300

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The Lake Goldsmith Rally. Part Two – Steam Engines. Ron Wiley.

As I explained in Part One the origins of The Lake Goldsmith Steam Preservation Association Inc goes back to 1941 when a group of local farmers held working steam traction engine show. The first picture [A] is of a 1924 Ruston Hornsby Class No 20 SNC (Steam Navvy Crane); this is the Ruston No 4 Face Shovel with No 5 now preserved in Sydney. Weighing in at 90 tons it the largest exhibit. Over half of the Founders Building is devoted to steam and the rest to the treasurer‟s office and food services; see picture [B]. Woodroofe & Co of Adelaide donated the main Cornish boiler. It was built by Union Engineering in Southwark an Adelaide suburb in 1926; it is 18 feet long by 5 foot 6 inches in diameter. It has a working pressure of 100psi.

There are 12 steam engines on

display along with 8 miniature steam engines built by the late Alan Hill. The 3 cylinder radial steam engine picture [D] was specifically designed to power the

log feed in a sawmill as it has a quick forward and reverse. Some of the internal components come from a Model “T” Ford engine. Another example of this engine was fitted to the paddle steamer “GEM” as a steering engine.

The Brown and May 4hp

portable steam engine No 7854 was built in Devizes, England in 1907. It has a 6¾inch bore by 10-inch stroke and is fully restored, picture [E]. The largest steam engine is No 611 built by Thompson & Co in Castlemaine, Victoria in 1923, picture [C]. A compound engine producing 175 bhp @ 428 rpm (160 psi) and is coupled to a 120 kilowatt, 415 volt generator, picture [F].

There are other sheds that have

steam displays as shown in pictures [G] & [H]. In the picture [J] the beautiful wooden desk has rotary graph as well as steam pressure gauge and clock. So much to take in, perhaps someone could explain what the graph

records. The machine to the right is an Edwards patent Air Pump.

I was taking a stroll around the

sheds early Sunday morning and came across the steamroller being fired up as shown in picture [K], There was a mist over the site that does not show up in the picture.

The replica Locomobile steam

car, picture [L] with a two-cylinder engine was interesting; the non-standard disc brakes are fitted to comply with road rules so it can be driven on the road in parades. The engine in the Stanley Steam car was run on the Sunday as shown in picture [M].

Picture [N] shows what you can

see as you pass one of the sheds. The 11½ feet cast steel propeller is from the tugboat Victor that travelled 15 feet per revolution at 78 rpm, see picture [P]. Finally picture [Q] shows some of the machinery in the grand parade. So much to see, I think I will need several visits to take it all in! Ron. ronwiley@bigpond.com

The turntable and hydraulics on the Le France for raising the large extending ladder

A nicely restored Dennis fire truck

Imagine polishing all that brass and chrome on the back of the Dennis

A. The 1924 Ruston steam shovel

B. The outside of the Founders building.

C. One of the large steam engines in the founders shed.

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Drill Press: A tall upright machine useful for suddenly snatching flat metal bar stock out of your hands so that it smacks you in the chest and flings your beer across the room, denting the freshly-painted project which you had carefully set in the corner where nothing could get to it.

D. The 3 cylinder radial steam engine in the foreground made by Smiths of Coffs Harbour, NSW.

E . The 1907 Brown & May 4hp portable steam engine.

F. The 1923 Thompson & Co steam engine No 611 with 415-volt generator.

G. One of the sheds displaying steam the boiler is to the left.

H. Another shed displaying steam this time using a portable steam engine boiler to provide steam for other engines on display.

J . This beautiful wooden desk has a steam pressure gauge, clock and rotary graph for monitoring I know not what?

K. Early Sunday morning I came upon this steamroller being fired up.

L. A replica Locomobile steam car with non-standard disc brakes.

M . A Stanley Steam car that is awaiting restoration.

N. A vertical boiler and steam engine I snapped as I walked past.

P. A 11½ feet in diameter cast steel propeller on a trailer was pulled by Bill Smith’s 1909 single cylinder 7hp Fowler traction engine No 11487.

Q. The grand parade, a Jelbart tractor in front of a traction engine and two grey Fergie’s to the left and right.

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Wire Wheel: Cleans paint off bolts and then throws them somewhere under the workbench with the speed of light. Also removes fingerprints and hard-earned calluses from fingers in about the time it takes you to say, "Oh, Deary Me”. -----------------------------------------------------------------------------------------------------------------------------------

Restoring a John Deere 60. Part One. Peter Noble. I purchased the ‟60 at an auction when one of the club members decided to reduce his vast collection which ranged from a threshing machine down to old hand tool, etc. There were 7 tractors, plus 4 more as „added items‟. None of the seven were running, but we were assured that they did, I imagine the expense of buying 7 batteries deterred him. The 60 had been partially restored at some stage so that rust was not a problem, but the fluted mesh grille was in a poor state and I managed to get a new one even though the tractor was 50 years old.

The book on JD‟s which I have, clearly states that the 60‟s were fitted with coil ignition and the unit looked exactly the same as the distributor on the model 70 that I had previously restored. It was no wonder that I had very odd results when I applied power to what was in fact the earthing connection of the magneto! When I removed it from the tractor and tested it by hand on the bench it was obviously a magneto as it had an impulse starter fitted. An impulse starter is a unit consisting of two pawls and a spring, so that when cranking the tractor the pawls hold the armature still for a few degrees until the firing point and on release the spring rotates the armature at speed to produce a very much stronger spark than it would at slow speed. When correctly set it also removes

any chance of the engine „kicking back‟ when cranking the engine. Centrifugal force stops it operating once the engine is running. The model 60 was an up rated version of the model A which had been fitted with a magneto, so it was obviously a carryover from the A‟s production. It goes to show that one must be very careful about believing all that one reads. I obtained a correct set of points and condenser by ordering from a model A parts book. The throttle was seized as were the brake mechanisms, but after freeing everything up they were fine. The steering joints were adjustable, kingpins and bushes acceptable, but new bearings were required in the steering box. The 60 does not have a water pump, but relies on thermo-syphon for circulation. There was a large diameter pipe connecting the cylinder head to the top of the radiator, but this was leaking and as I could not get a replacement for it I had to substitute it with an even larger diameter rubber hose, which I imagine should have made the cooling more efficient.

I decided to remove the paint from the mudguards, bonnet and front cowl with a blowlamp as there was very little rust and save the expense of grit-blasting. I applied an anti-rust undercoat and then had all of them sprayed

professionally. The decals were made locally. Fitting new front tyres nearly completed the operation, except that I could not get the engine to run evenly to my satisfaction. I removed and cleaned the twin-choke carb and altering the needle jet and air screws did not help. I began to suspect that the manifold had an internal crack as the engine seemed to be getting air other than through the carb and I decided to remove it. When removing it, three of the studs sheared off and the flat washer under one of the other studs was loose, which gave me the best clue to the problem. The studs had been replaced at some time and the replacements were slightly too long, so that they were bottoming in the holes just as they were getting tight. I think that when the gasket was new it sealed, but time had shrunk it. There was insufficient room to get an electric drill onto the remains of the studs without removing the bonnet and fuel tank to gain access, so I called on the services of a specialist „stud removal‟ firm. They were on site 1½ hours later and the service van being equipped with an air compressor as they used air drills which are much smaller than an electric drill. He very quickly drilled out the studs and inserted coil spring type replacements – all very good and efficient at a very reasonable price. I made a new manifold gasket and the engine ran to my satisfaction. P.N.

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Dirty, Hot

and Steamy.

Part One. This article which was compiled by Heather Chalcraft for the Lowdown newspaper in Lusaka, Zambia, has been copied with

her kind permission. (We have altered the layout to suit our newsletter format). The romance of travel by train is something well remembered by the older (and also the now-middle-aged) generation. For many of us that grew up in Zambia, travel by train was the norm as aviation was still in its infancy and many people did not own cars. Thus, train was the only means of travel and in those days, the locomotives were powered by steam, not diesel as they are today. There were various manufacturers of steam engines, but one of the best known and one that was used

extensively in Africa was the Garratt steam engine, which was first manufactured in 1909, a century ago. But what was it that made the Garratt so popular? The Garratt, unlike other locos, consisted of three parts which could turn separately. This allowed the train to move around tight corners which a normal train might not have been able to do without tipping over. The design ensured that one piece could turn while the others stayed straight or twisted in a different

direction, greatly enhancing their maneuverability. The power units, front and rear, each had running gear much like a smaller conventional locomotive and the boiler frame, which carried the boiler and the cab was pivoted between the power units. Water tanks are carried on both power units, with the rear one also carrying the fuel supply which was either wood or coal. This design allowed for a larger boiler than on a conventional locomotive of the same gauge.

The locos were named after Herbert William Garratt, an engineer, who came up with the concept and then developed it in association with the Manchester firm of Beyer Peacock. Beyer Peacock built most of the Garratts used around the world. However, when their patent expired in 1928, Beyer Peacock no longer had the exclusive rights to build Garratts or to licence other firms to build them. They thus termed all the Garratts built subsequently “Beyer-

Garratts", to distinguish them from locos built by other firms. Herbert Garratt was born in London on 8 June 1864; and died in Richmond, Surrey, on 25 September 1913. He was apprenticed at Bow works, North London Railway, from 1879 to 1882 and then moved to Doxford's marine engineering works in Sunderland. After acting as inspector for Sir Charles Douglas Fox (who was involved with the design of much of the Cape Colony

railways and the whole Rhodesia railway system, which included the Victoria Falls Bridge, the Benguela Railway in Angola and several railways in South America) and Sir Alexander Rendel he went to the Central Argentine Railway in 1889, becoming locomotive superintendent in 1892. From 1900 he worked on the Cuban Central, Lagos Government, Lima and New South Wales Government Railways, returning to Britain in 1906.

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Whilst working in Australia he was engaged in an inspection capacity connected with some bogie or articulated vehicles when the idea dawned on him that locomotives could be built in the same way. Of course, it was only a rough idea and by 1907 he had developed the idea sufficiently to apply for, and be granted, a patent. A patent is of little use unless somebody is interested enough to put up the money to finance further development of the concept and design. Garratt did not have that sort of money behind him so he had to look around for financial backers. The story goes that he presented his ideas for articulated locomotives to a firm called Kitsons who rejected them. After that, he approached,

Beyer Peacock & Co. But this was where it almost floundered. Garratt had first approached H A Hoy who was the General Manager of Beyer Peacock at the time. Hoy saw its potential and handed it over to Rogerson with the instructions that he liaise closely with Garratt. Shortly after that, and before much progress had been made, Hoy died. Luck was with Garratt as Rogerson, who also appreciated its potential, succeeded Hoy as GM. Had he not, and had it been in today's fast moving world, the Garratt design may well have been left on a shelf to gather dust. Garratt, who was 'not always strictly addicted to temperance', spent two or three hours a day, two or three times a week with the works and drawing office at Beyer Peacock who pushed the work through.

Working at Beyer Peacock at the time was Sam Jackson, a young draughtsman. He was in the design and estimating side of the drawing office, and one of his jobs to check the weights and have such items as the boilers weighed and the centre of gravity established. He was an enthusiastic person, very keen on his job, and paid a lot of attention to detail which often held up the work. Jackson stayed with Beyer's until the end of his life and in his later years became what was freely admitted to be the best locomotive designer in the industry. Thus it can be said that the locomotive was more a production of Jackson than it was the child of Garratt.

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Bruce Kirby took this picture of an Aveling steam tractor at the Moynalty steam threshing festival in Ireland when living there a little while ago; Arthur Wilding has a similar tractor that is normally in steam at the Winter Warm Up. Arthur comments “Sorry can't say much about this engine. I tried to identify via various searches - no luck. It has slide valves as opposed to my piston valves and the winch side is opposite to mine” Phil.

----------------------------------------------------------------------------------------------------------------------------- -------- Hacksaw: One of a family of cutting tools built on the Ouija board principle. It transforms human energy into a crooked, unpredictable motion, and the more you attempt to influence its course, the more dismal your future becomes. Hydraulic Floor Jack: Used for lowering an automobile to the ground after you have installed your new brake shoes, trapping the jack handle firmly under the bumper.

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Jan Vegter’s Brons Engines. Some pictures of my 1972 750 bhp, two stroke, 6 cylinder Brons V engine. The job is not yet completed, but the engine is running well, a whole day at 180 rpm, engine temperature 75 degrees c and a fuel consumption of about 30 litres a day. Some parts need to be painted, but I still have some work to do first.

I want to mount two more Brons engines on the trailer – a 1941 single cylinder engine of 20 bhp at 800 rpm, which will drive a 1905 Brons compressor for starting the big engine and a small 1947 hopper cooled engine rated at 10 hp at 1000 rpm.

My 1:3 scale home-built Brons tractor can be seen on the same trailer. This is fitted with a 3 hp Kubota diesel. I have a Mercedes Benz 900 turbo truck which will have to work hard to pull the 25.000 kg trailer. The pictures were taken at the Brons factory. Jan Vegter. Holland. ----------------------------------------------------------------------------------------------------------------------------- - Vice-Grips: Generally used after pliers to completely round off bolt heads. If nothing else is available, they can also be used to transfer intense welding heat to the palm of your hand. ----------------------------------------------------------------------------------------------------------------------------- -----

My father-in-law, the late J.J.Conroy, setting the governor speed on a new National horizontal pumping engine, on a farm somewhere in the Eastern Cape. Tony Beckett in Kotzeshoop. I hope he puts the flywheels back on before starting it! Phil.

A Touch of Yesteryear

A Touch of Yesteryear

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We seem to have drawn a blank on this one. Does Andy get a prize for stumping us all? The answer is NO! He doesn’t know what it is either.

Where would one find this? -------------------------------------------------------------------------------------------------------------

A few days back I had an email from a Richard Stanford about a Villiers type 4/44 engine, he said that I could see photos of this unit on his website www.rstanford.com.au > Restorations > Fire Pump. It is very interesting website and well worth looking at. It shows what he calls a Johnson genset but it is in fact Pioneer Gen-E-Motor model number is BD-12-A 15vdc/230vac 250 watt, No1 (American) (1A). I was told a long time ago they were used in Catalina flying boats to power a high frequency radio while they sat on the water. A generator on one of the aircraft engines powered the radio in flight. Ron Wiley. ------------------------------------------------------------------------- What a luck ! Yesterday, I found a Canadian Champion “X” Spark Plug in good condition whilst scratching in a pal‟s scrap-heap for Imperial nuts-&-bolts, to add to my collection of old and unusual spark plugs. Tony Beckett, Kotzeshoop. ------------------------------------------------------------------------- Thanks Ron - I'm about half way through the newsletter, it is some of the best reading I've had in a while!! Saw your bit on the flywheel re-charge - this is a very common problem we have on pre WWII outboards that do not have the permanent Alnico magnets. I'm lucky to have two friends with Stevens chargers and have done all my motors. Getting one for my shop is #1 on my tool list. Art of Oddjob Motors. S Australia. ------------------------------------------------------------------------- When a lady member of our club tried to start her car recently, it started a few times, but then immediately cut out. Upon opening the bonnet she noticed smoke coming out of the engine space and promptly closed the bonnet and went off to have a cup of coffee and to think about the problem. Thus fortified, she went back, opened the bonnet again and noticed smoke coming from one of the proverbial black boxes. On closer inspection, with torch in hand, she noticed a gum (Eucalyptus) leaf sticking out from behind the box and on removing the leaf, found it to be smoldering. She then tried starting the car again and it ran perfectly!

Should anyone require the services of an auto-electrician please contact me for details. G. ------------------------------------------------------------------------- Another enthusiast crawled out the bush; please include him on the newsletter listing, Leslie has a couple of Bamfords, Z1 and a Z4, he needs a few bits, who is the Bamford fundi? Ginty in Zambia. ------------------------------------------------------------------------- I have attached pictures of the 1925 Citroen I spotted

at a sale recently and an Atco boat impeller similar to the one I bought at the sale; mine is missing the exhaust system and has a pepper pot silencer off a mower. Villiers in

Oz made a version of the 79cc Atco/Villiers engine called the AV2 (Spec No 308X) that was used by Condeco on their Austral/Villiers mower. My impeller has one of these engines; I am going to replace it with a 79cc Atco/Villiers engine Spec No 764. Ron Wiley, South Australia. ------------------------------------------------------------------------- Lindsay Madden spotted this Albion truck on a farm 120km outside Beaufort West and sent the picture to Andy who is restoring a similar Albion. It‟s only missing glass, upholstery, wheels and tray. Looks like a battery, wheels and tin of diesel would get it home? -------------------------------------------------------------------------

What Is It?

What Was It?

In Box

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Andy Selfe recently received this request from Denis Basson in Australia. I have been compiling a list of the makers of Brons and Hvid engines and wondered if you could tell anything about the Van Berkel, Timmer and Manille Bogaerts engines ie. what sizes did they make and if they are vertical or horizontal and is Berkel the same as Van Berkel I am havin a bit of a problem getting some of the info I want for the list so any help would be greatly appreciated. The list as compiled so far is available to view at Elden's junky web page under the Homebrew Hvid section which can be reached through www.oldengine.org/members/durand Cheers for now thanking you in anticipation. Denis.

A very interesting web page but the Voigt Voortrekker engine is horizontal, not vertical as mentioned in Denis’s list. Phil.

------------------------------------------------------------------------- Another enthusiast crawled out the bush; please include him on the newsletter listing, Leslie has a couple of Bamfords, Z1 and a Z4, he needs a few bits, who is the Bamford fundi? Ginty in Zambia. ------------------------------------------------------------------------ I was looking through the remains of a BSA A7 at a mate‟s shed recently and spotted this fuel tank which doesn‟t belong to the A7, any ideas which bike it belongs to? Phil. ------------------------------------------------------------------------ The following came in, in response to the picture of the old Ford truck spotted in Kemps yard on the Breede River.

Hennie Richter: - Many years ago Ronnie Quibell had interests in civil works as well as the 3 Arts theatre. Andy Selfe: - RQ also owned the Luxurama Theatre. Tony Beckett: - Looks like a 1940-41 Ford with those tow hooks on the front bumper. I enjoyed many a pub lunch at the Retreat and similar Hotels.

Paul Johnson: - The Quibell brothers were impresarios in the 1960‟s, they had properties in lower Green Point near York Road. Gavin Mitchell :- That Ford was one of two parked

behind the 3 Arts theatre many years ago, one was bought by Neville Thompson, owner of Multi Plex Rubber Rollers in the suburb Diep River and used to build a holiday house on the Breede River. The only access to the house was through Kemps yard. Every week the truck would leave Cape Town loaded with building materials. From Kemps yard the road to the site was made by a neighbours crawler but was such a steep incline that what went down stayed there, so the materials were taken by boat from a lower part of the yard. There was a Borgward car down there that was just used for driving around the site. The Thompson‟s used to have rotary engined water pumps on site.

Lindsay Madden : - RQ used to live in the same road as I do. ------------------------------------------------------------------------ Being haulage orientated (as father was a haulage contractor) and living on a hill we could hear these TS3s "on song" as the National Coal Board's fleet carried coal past us from the local North Somerset coalfield to the power station at Portishead near Bristol, and again as they returned empty. Typical of a two-stroke, all power was at the top of the rev range and drivers who could keep the revs up got the best out of them. Equally, they were best suited to light bulky loads, furniture vans for example, and in those days when 40 mph in our Albions was normal, a well set-up Commer could reach 60 or 65 with ease!! Some years ago I wrote an article for Stationary Engine on the tie-up with RA Lister adapting the TS3 for stationary use. Soon after I joined the University of Bath in the early 1980s, a job I was given was to dismantle a TS3 engine test rig used by the late Professor Wallace as the power source for his Differential Compound engine which can be seen in Setright's book " Some Unusual Engines" Pages 1 to 4

including pictures. A similar engine called the M.A.P was built in France in the same period as Rootes from about 1948 and fitted to a tractor of which there are still a few remaining. I often wonder if indeed it was an original Rootes design or whether it was

licensed from someone else. With regular proper maintenance and in the

hands of a skilled driver, these engines were magnificent. I agree - a wonderful sound. Eric Brain, Bristol, U.K. -------------------------------------------------------------------------

Arthur Wilding’s Voigt ‘Voortrekker’ engine.

Front cover of a Rootes Lister brochure I have, dated 1958.

Phil.

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August. 6-7. Weskaap Skou – Moorreesburg. (This is the BIG one). 21. Piket Club Engine Day at De Glebe, Piketberg. (This was a great event last year and is well worth attending). September. 3-4 Aurora Show. Tractors and Engines. --------------------------------------------------------------------------------------------------------------------------- Douw de Lange who lives in Saldanha in the Western Cape has the following items for sale: Massey Harris tractor type K44 (petrol/paraffin) Stripped. Bosch Generator (body 220mm long x 190mm diameter) has stamped on body T1 ß à 28 Volt 60 Amp 12. Simms 4 cylinder magneto Type C4 # 551192 with single horse shoe magnet. Robert Bosch 4 cylinder magneto # B10-532/5 with double horse shoe magnet. Radiator, US MOTORS, 480mm wide x 590mm high with hole in core for Crankhandle. Four jaw chuck 305mm diameter. Ford 302 cu in V8 engine plus box full of new parts including set of Badger pistons. Stationary Steam Engine plus boiler both in excellent condition. Opel Kadett rear wheel drive engine only, incomplete. Stuart „Sirius‟ Steam engine in mint condition. Hercules „auxiliary‟ engine, (clutch and pulley type) Steam Boat Books Steam boating guide – SB Association. Steam engine principles – NG Calvert. I Captained the BIG Ships – Commodore Robert G. Thelwell. Steam Boats and Modern Steam Launches – Durham. South African Steam Tugs – D. Reynolds. Das Dampfschiff – Hohentwiel, Kloser und Erity. Practical Steam, Hot Water Heating and Ventilation – Alfred G. King. Steam Boat Association of Great Britain x 94 “Funnel Magazines” Steam Locomotive Books Steam Trains – Paul Price Steam Passenger Locomotives – Brian Hollingsworth. The Lore of Trains – Victor Hand and Harold Edmonson. The Great Steam Trek – Lewis and Jorgensen. LOCOMOTIVES – 2 x Vol 1 and 2 x Vol 2. Locomotive Eng. Journal Vol. 1 July 1935 # 7 Locomotives of Rhodesian Railways. Branch Line Memories – Lewis Reade. Steam Railway Preservation – P J G Ransom. Atlantic Era – Martin Evans. From Inverness to Crewe – Martin Evans. Pacific Steam – Martin Evans. Apex of the Atlantics – F. Westing. G W R Stars, Castles and Kings – O S Nock. 14 x Steam Train Magazines. 5 x Old Glory Magazines. General Books Haynes Manual – Ford Escort 1980 – 1990. Haynes Manual – Alfa Romeo 1974 – 1988. Sigma Colt Galant 1978 – 1979 Manual.

Forthcoming Events.

For Sale

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Briggs and Stratton model series 80200 – 82200 operating and maintenance instructions. Honda GX 120 – 180 K1 shop manual. Villiers F15/F17 Ind. Engine operating and spares. Honda GD 90 (479cc) Manual and spares list. Hoyt Notched Ingot Mag. No 34. Model Engineering Vol 79 # 1917 Feb. 1938. Practical Eng. Vol. 31 # 780 Feb. 1955. Mechanics Sept. 26 1952. Holley Carburettor 2300 handbook. Weber Carburettor Theory. S U Carburettor Manual. Yanmar L40 – 60 E – D (E) / S (E) parts book. Yanmar L75 – 90 E – D (E) / S (E) parts book. Ford 1956 – 57 Auto gearbox manual. Body manual for Ford, Meteor, Mercury, Monarch, Ford Trucks and Mercury Trucks 1955 – 56. Classic Cars Guide to bodywork restoration. Hoe to restore upholstery. How to restore car interiors. Automobile Repair Vol. 3 Automobile Repair Vol. 4 Motors Auto Repair Manual. Jaguar E Type 1966 – 1971 Book Track Tests – Sports, Thoroughbred and Classic Cars. Lister LR & SR 1,2 & 3cyl Diesel Engines Instruction and Parts Book. Lister Diesel 3½-1, 6-1, 8-1, 12-2, 16-2 Instruction and Parts Book. New Holland Hayliner 379 Manual. Case model S, SC, SO tractors parts catalogue. Know your Tractor (A Shell Guide). Vauxhall Victor & 12-14 hp Owners Book. John Deere 40 Crawler Operators Manual. John Deere 50, 60, 70 Shop Manual. John Deere 40, 320, 330, 420, 430, 440, 435D, 440ID, 820(3cyl), 830(3cyl), 720 and 730 diesel, 80, 820, 830(2cyl) diesel Shop Manual. JD201. Mechanical Movements – Barber. Douw can be contacted at 022 714 0907 or on his cell phone at 082 296 7496 or email at hsdelange@vodamail.co.za ---------------------------------------------------------------------------------------------------------------------------- ----------------------------------------------------------------------------------------------------------------------------