newsletter of the cape vintage engine and machinery...
TRANSCRIPT
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Newsletter of the Cape Vintage Engine and Machinery Society, South Africa. Number 22. November 2010.
Attending the Agricultural Show in Villiersdorp recently has started me wondering what has happened to the big agricultural shows we used to display at not so long ago? Shows like Bien Donne in Franschhoek and the Robertson Show, where there were plenty of new engines and faces to be seen,
along with massive displays of livestock and produce. This last year has seen only the Winter Warm Up, Western Cape Tractor Club Expo and the Motor Show at Timour Hall attracting anything more than a handful of engines. Elsewhere in the country must be much worse judging by the lack of show reports coming from outside the Western Cape. The situation in Australia is obviously much different, looking at Ron Wiley‟s „Three Show Report‟ the punch line for me being „Nearly everyone went to all three shows‟. Is this local situation to be blamed on the economy or is enthusiasm waning slightly? Looking at magazines from the U.K. there
seems to be a trend towards „open days‟ where enthusiasts are invited to private collections to view and run the engines, bring one of their own or just make a noise and scare the neighbours. Could it happen here or are we just too far away from each other demographically? It would be a big change for me, a lot of my enjoyment is the reaction to our old engines by others. Methinks we need something like a combined engine, tractor, car, motorbike and lorry show, something for everyone. Hands up for a volunteer to organise this. (Pause for a reaction! Not a
sausage). Philip.
----------------------------------------------------------------------------------------------------------------------------- Harvest time is once again upon us. Rather than a year ago it seems like yesterday that I vaguely remember waxing lyrical in the newsletter on the subject. The lack of response to that made me realize how little the city slickers appreciate the importance of the wheat farmers and the energy and dedication that they put into making it possible for us to have bread (and cake – Marie someone or other?) on our tables. A newcomer‟s initial impression on settling in the Swartland is that farming wheat is an absolute doddle, but on the contrary, wheat farming is a truly noble occupation and the art has been passed down from generation to generation. Being situated in the Swartland, only one crop can be grown each year - during our winter rainfall period. Unfortunately the summers are too bloody hot to grow anything; even the weeds give up and go elsewhere. Each year, around about April, the wheat farmer awakens from hibernation and staggers forth to sit on the voorstoep until the first rains
of the year fall, upon which he is galvanized into action and ploughing commences at a furious pace, often working late into the night, a spectacle that is truly wondrous to behold. After this and if sufficient rain has fallen, sowing commences and it is after that, that the farmer‟s patience and fortitude becomes evident. He then has to sit until late October/November watching the wheat grow, interspersed only with the odd visit to widows in the area to discuss the state of the nation over coffee and rusks in the kombuis. Oh, and depending on the state of the bugs, he has occasionally to call to his wife to bring the telephone along with more koffie, so that he can instruct the aerial crop spraying guys to come and pollute the neighborhood. Then, when the time (and wheat) is right, he again leaps into action and harvesting begins. This also has to be done at a furious rate because if it is left too late the wheat gets toasted by the hot summer sun. So, by the end of November the fields have reverted to bare stubble, the town grain silos
are full, the stinklys (wheat lice) have been liberated from the fields and have taken up residence in the town, the thunderous sound of tractors and combines has been silenced and the farmer has time to relax and plan for the annual family holiday at the strandhuis by the sea. Then, once back from his holiday, the farmer hibernates until April, when the cycle starts all over again.
Fearing for my life, I had to insert the following: But in actual fact nothing could be further from the truth, a lot of hard work and experience goes into farming grain crops and in addition to that, most, if not all farms have livestock as well i.e. sheep, cattle, pigs, etc. Any spare time that a farmer has after seeing to that aspect is then devoted to repairing and servicing mechanical equipment. Think of farming as a construction project. How many of us would submit a tender for a contract without knowing what one
From the Engine Shed
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will be paid and without knowing that sufficient critical materials (water in the farmer‟s case) will be
available. AND only being paid some time after the contract has
been completed – no progress or interim payments! Gordon.
-----------------------------------------------------------------------------------------------------------------------And last, but certainly not least, once again, thank you to those of you who have contributed to the newsletter. As usual we have a wide range of subjects; from tandem tractors and a classic motor car in the UK, to a paddle steamer and shows in Australia, to another unusual tractor in New Zealand and on the way some bits from home in the W. Cape. ---------------------------------------------------------------------------------------------------------------------------- Phil Gray-Taylor (editor) [email protected] Gordon Riley (co-editor) [email protected]
Our Man in Australia, Ron Wiley [email protected]
Jerry Evans from „near Johannesburg‟ 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 ------------------------------------------------------------------------------------------------------- -----------------------
Remember all pictures/article/stories are welcome; we will sort out the format. And when contacting us please let us know where you live (town and country). ------------------------------------------------------------------------------------------------------------------
Editorial. Page 1.
Editorial, Lacy-Hulbert Engine. Page 2.
Villiersdorp Agricultural Show. Page 3.
Three Agricultural Shows. Page 4.
Extra Horse Power. Page 5.
Hermanus Whales and Wheels. Page 6.
The Rover 75 (A Cyclops in the Family). Page 7.
Ute Muster in South Australia. Page 8.
Goolwa Beam Engine. Page 9.
Re-bushing a Massey Harris clutch. Page 10.
The Rotoscythe Patent. Page 11.
Yesteryear, What was it, What is it Page 12.
Inbox. Page 12,13 & 14.
For Sale. Page 14.
Wanted, Forthcoming Events. Page 15.
---------------------------------------------------------------------------------------------------------------------------- Sent to Andy Selfe: Thank you for your mill articles, they are informative and I find then very interesting. A friend came across an engine with a Lacy-Hulbert nameplate. Lacy-Hulbert was a company that built compressors and vacuum pumps and I wonder if the engine was bought in to run their machines and hence their nameplate on the engine? Can you help? Is it a Lacy-Hulbert engine (I can‟t find it in the A-Z) or is it another make? The engine mounting feet look like those on a marine engine and its general appearance looks French. Can the Gurus help? Hennie Swanepoel, Gauteng.
Andy‟s reply: The Lacy-Hulbert rings a bell, as if someone had written about one in a previous magazine article. I am copying your information to Philip; maybe it will ring a louder bell with him. Andy.
Anyone out there have any answers?
Contacts
Contents
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Villiersdorp Agricultural Show. October 2010. Steve Socolic.
Andy Selfe, Philip Gray-Taylor, Steve Sokolic and Kurt Swart attended the annual Villiersdorp agricultural show this year.
Andy (right) and Steve joining the flat belt with “katnaels”.
Andy brought his well
travelled Ruston&Hornsby “portable lighting plant”. The driving belt for the siemens & Halske dynamo had shredded itself a few weeks earlier. Andy purchased some more belting only to find it was too short! An extra piece was joined in so the engine had something to do.
Philip brought a selection of small outboard engines – (Seagull, Tecumseh, Puffin). These were displayed on a transom like stand which made it easy to visualise how they would be mounted on a
small dinghy.
Steve brought a display of hand operated drill presses and a hand operated coil winder. One of the drills was a post drill which was attached to the post with a
chain and driven with a ratchet brace. A fine threaded section served to feed the drill as the brace was rotated. Steve is under the hat.
The coil winder winding copper wire onto a bobbin. We are experimenting with rewinding magneto coils that have gone bad.
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From South Australia - Three Agricultrural Shows in Eight Days. Ron Wiley. The first two weekends in October are very busy for Fleurieu Antique Rural Machine Society (FARMS) members. We displayed engines and tractors at three Agricultural Shows on the Fleurieu Peninsula that have been in existence for over 130 years. On the first Saturday, it was the Yankalilla show, then on the holiday Monday it was the Strathalbyn show and the following weekend the Port Elliot show. Nearly everyone went to all three shows.
Don Blesing arrives with several engines and a tractor.
My 1952 50cc Trojan Mini motor originally used to fit on the back of pushbikes. Trojan modified the engine for Ogden by fitting fan, cowl and steel flywheel with vee belt pulley to drive the blades of a 12 inch side wheeler mower. It is now driving a small Ajax pump, the shadow is yours truly.
Gary Arnold‟s 3hp Wolseley WD, these were used by the State Engineering and Water Supply (E & W S) driving diaphragm water pumps.
Gary‟s 200cc Sturmey Archer engine that was originally fitted to a lawn mower.
Don Blesing‟s Farm pumpers, the nearest on is a Fuller & Johnson. The other is an Australian made copy by Southern Cross.
Don‟s Imperial Super Diesel.
Ken Hall‟s Lister diesel driving a 32vdc generator, this engine is interesting because it was made in Sydney. I have not found any info about Lister building engines in Australia.
Don‟s 1944 Cooper Little Wonder shearing plant, the Cooper built 2hp Stover type TB is engine No 1241 of 1944. Stover closed in 1942; Cooper‟s started to build these engines in 1929 and stopped production in 1950.
Don‟s Massey Harris tractor.
Max Bellon‟s TEA 20 Fergy. Pictures by Ron – all taken at the Yankalilla Show.
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Extra Horse Power. Part Two. The Doe Triple D Tractor. Peter Noble. Quite who thought up the idea to „piggy-back‟ one tractor on another I do not know, but Ernest Doe made it work and were the only company to do so. Doe‟s were based in the County of Essex on the East Coast of England. Essex has a lot of clay based soils which meant that most of the field cultivations were carried out by crawlers (chain tractors) and or wheeled tractors on steel lugs. The high cost of track replacement and lack of easy movement to other parts of the farms were all factors favoring Doe‟s Triple D tractor. They took two Fordson E1A Major tractors and removed both front axles and also the hydraulics and seat on what was to be the front tractor. In place of the latter they fixed a large plate to form the bottom of a turntable and fitted another similar plate under the front end of the second tractor. A large hydraulic ram on each side then completed the operation of making the unit steerable. The driver sat on the back tractor and the clever use of electrics and hydraulics enabled him to operate all the controls of the front tractor, even changing gear from his seat on the rear tractor.
Extra assistor rams were fitted to the hydraulic arms to cope with the weight of wide implements. The use of Ford tractors continued as other models came along, i.e. the Ford 5000 – the latter giving 120 H.P. I never had the pleasure of driving one of these machines, but they were very impressive to watch. The critics of the Triple D‟s said that it was invariably the rear tractor that did the lion‟s share of the work, but I cannot comment either way. It seems odd if this was true, as the front unit had all its weight on its driving wheels, plus the weight of the front end of the second tractor. Another criticism was that the P.T.O could only use the power of one engine, but I think that this is missing the original object completely. It was designed as a „pulling machine‟ and to hitch it to a rotovator would be a complete waste of its ability. The numbers produced were relatively low (probably around
400) and obviously when high horsepower tractors came along the Triple D market ended. In retirement many of the units were broken down again to make two ordinary tractors, so that now restorers are now paying „big money‟ for those that remain. A vintage rally in Ireland is claiming to have 12 Triple D‟s entered for a demonstration that they are putting on this year. I hope that they have a large field available! Farmers in various countries have made their own varieties of the Triple D by just removing the front axle of the second tractor and replacing it with a frame to connect to the drawbar of the first tractor. I think they drove these units from the front tractor with some form of control of the rear one fixed up. There is evidence of two John Deere D‟s being used in America, two Field Marshalls in Australia and another entrepreneur used two different makes of tractor for his unit. This must have made getting the speeds of both tractors the same, very difficult. There was a report that in one example the back tractor was pushing too hard and rolled the front tractor over when making a turn. No mention was made of the fate of the driver!
--------------------------------------------------------------------------------------------------- ------------------------ Here are photo's of a tandem E27N in New Zealand. It is driven from the front tractor which is unmodified.
The rear tractor has had the front axle removed and a frame fitted underneath so that it is attached to the lead tractor just as a trailer would be. The driver can operate the rear machine from his seat as far as clutch, gear selection and throttle goes. It apparently
worked well. Arthur Heenan, New Zealand. -------------------------------------------------------------------------------------------------------------------------- Pry Bar: A tool used to crumple the metal surrounding that clip or bracket you needed to remove in order to replace a 50 cent part. Hose Cutter: A tool used to make hoses too short. Belt Sander: An electric sanding tool commonly used to convert minor touch-up jobs into major refinishing.
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Hermanus Whales and Wheels. Philip Gray-Taylor. Expecting to see a good display of tractors by the Villiersdorp Club who are regular exhibitors at this show, I was pleasantly surprised to see a small but well presented display of JAP and Villiers engines and the progress made by „Sam‟ Sampson with his half scale Fowler B6 traction engine. The display of cars was excellent as always with perhaps fewer of the vintage and more of the classic cars to be seen. It came as a shock to me to spot a 1976 Cortina Bakkie on display. It seems not too many years ago that I was using one of these, surely it‟s too young to be restored and displayed or is time just catching up with me?
Mike Masterson’s display of JAP and Villiers engines.
Sam Sampson’s half scale Fowler B6 steam traction engine.
Someone load it up with tools and sent it off to work please!
Eniel Viljoen’s immaculate Landini tractor with Eniel at the wheel, or is the youngster taking Eniel for a drive?
Unrestored 1954 BSA A10 road rocket with Steib sidecar
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Petter W1. Gordon.
All the bits sandblasted and primed. Homemade gasket set. Unlike the later air-cooled Petters, this 1940‟s water-cooled one has an oil pump.
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The Rover 75. (Recollections of a "Cyclops" in the family). Eric Brain.
Part One.
My late father was a haulage contractor and during the late 1940s and early fifties he was running a 1938 Triumph Dolomite. When I was about fourteen I remember the Triumph developing a series of serious engine faults and he mentioned one day that he was thinking of buying an Austin Somerset from a firm for whom we did some contract work. The disapproving look on my face must have told him something. so during the Suez fuel crisis of 1956 when large cars became considerably cheaper, a shiny black Rover 75 appeared on our drive. Father had seen it from the cab of the lorry when driving past the forecourt of “Holders of Congresbury”, Somerset* and made a decision on the spot. I arrived at school next day and excitedly announced to a school friend that my father had just bought a Rover 75. This announcement seemingly caused a stir and soon spread around the class, so I realised that this must be a car with some prestige, (it would be called "street cred" these days) and from then on took a great interest in it. GHR 501 had been owned new by Anna Valley Motors of Salisbury hence the Wiltshire registration. It had then passed to a Mr Cuff before Holders sold it to my father. I cannot remember the mileage but it had done quite a few in its five or so years. It had a few special features, not least the impressive chrome mascot adorning the bonnet which was an unclothed and buxom young lady with her hair blowing in the wind, not too dissimilar to the famous Rolls Royce Spirit of Ecstasy. I can remember the village rector passing comment one day, “I like your mascot Jim" he told my father with a smile. The Rover also had chrome wheel trims and chrome headlight surrounds; I never ever saw these on any other similar Rover. Someone had fitted a chrome badge-bar, an angular chromed brass one rather than the round bar which was common in the fifties. My father soon became adept at the steering column gearchange which became so worn with age that first and reverse gears were difficult to select correctly. He usually drove the car with the freewheel in the free position. Inside the car it smelt of leather and carpet and had the quaint rectangular instruments with an HMV radio in the centre panel. A slide-out tray contained the full tool kit and a button on the dash
when pressed, told the oil level on the fuel gauge. The small boot contained the spare wheel which limited the space and the boot was supposed to be lit by a small bulb operated by a mercury tilt switch; I do not recall it ever working. The petrol flap could be locked by a small lever in the corner of the boot. An annoying feature were the trafficators which my father managed to break with great regularity by leaving one out while stopping to post a letter or let someone out of the back door and thus breaking with his shoulder as he got out. I had many trips to Lucas Bristol to get replacements! We had some trouble with the springs on the door locks breaking and I recall having to enter by the other door because the broken door was secured by string around the door pillars while we waited for new locks. For some reason the chassis number always stuck in my mind 043000077 and I realised that since it had been first registered around the P4 model's announcement at the Motor Show of 1949, it was very
early indeed. I have since discovered that it was one of the first hundred 'pre-production' models of P4 and must have gone to Anna Valley as a showroom model to “test the water”. The Rover Gas Turbine “JET1” despite a later model retro-fitted grille, was only a few chassis numbers away, having been taken for development from that first production line. A number of modifications
were done to the early cars. My father drove with two friends to a conference in Folkestone and passing through Maidstone, the car jammed in second gear. Fortunately he found a Rover agent who quickly sorted it out, telling him that it had missed a recall modification to the linkage. Later on the local agent Windmill & Lewis of Clifton, Bristol removed the panhard rod from the rear axle saying that it was a modification recommended by the factory. As it became my job to clean the Rover to earn some pocket money, I noticed that the front grille had been repainted and there were other hole positions in the supports for the slats. I had always wondered about this and subsequently learned that the early Cyclops had more bars. This was one factory modification which had been carried out in an attempt to help the radiator cooling. Eric.
©Eric Brain August 2010. ----------------------------------------------------------------------------------------------------------------------------- --- The fattest knight at King Arthur's round table was Sir Cumference. He acquired his size from too much pi.
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The Ute Muster Ron Wiley. or
The Bakkie Byeenkoms. A Ute muster was held at the Port Elliot Show on Sunday October 10, I thought this was bit different to FARMS engine display. Engines ranged from a 324cc Villiers two-stroke twin to a 5·7 litre GM V8 as used in the Corvette. The standard Holden (GM) engine is a 3·8 litre V6 and the standard Ford a 4 litre SOHC straight 6. The following shows some of the Ute‟s on display.
A Zeta with a 324cc Villiers two-stroke twin from the mid 1950‟s.
The Zeta made by Lightburn‟s in Adelaide, the company is better known for their washing machines and concrete mixers.
The Holden FJ from 1953/55 with “Grey Motor” with a capacity of 132.5 ci (2.15 litres), a compression ratio of 6·8:1 that developed 60bhp.
A Chrysler Valiant Ute built in Adelaide with 4·3 litre straight 6, note the Austin A70 Ute the other side of the Zeta.
The Holden HR from 1968 with the Red Motor either a 149ci producing 100 bhp or 179ci producing 115 bhp, an increase of 33% and 53% over their predecessors. This was the first Holden with disc brakes.
– 1968-84 Holden HQ ute with 202ci (3·3litre) straight six, optional V8s 252 ci (4·2litre) or 308ci (5·1litre).
Datsun 1200 Ute.
A restored Toyota Ute with its original straight 6 engine.
And something a bit more modern for the younger generation:
STORM a late model Holden Ute.
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Quick Carburetor Bush. Whilst finishing the overhaul of a Zenith carb to fit back onto to an engine for a show recently, I found that the hole in the butterfly arm was very badly worn and being in a hurry and not in the mood for making a minute bush and fixing it in place in the lever, I sat down and over a cup of coffee and had a think about it. It was then that I had one of those Eureka moments; I drilled out the oval hole in the lever with a 5mm drill and then tapped it using a M6 „first tap‟, but without tapping the hole to it full thread depth. I then gripped a M6 brass bolt in the lathe with the head away from the tailstock and drilled a short 4.2 mm hole (to suit the 4mm link) in the end of the bolt and
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using a spanner on the head, I then screwed and forced the bolt into the not fully tapped lever so that about 1mm projected through the lever. I then cut off the end with the head on it, leaving about a 1mm projection again. It worked like a charm and took me all of 15 minutes. Gordon. --------------------------------------------------------------------------------------------------------------------------
Goolwa Beam Engine. Ron Wiley. I belong to the Friends of the Oscar W, a 102 year old paddle steamer based at Goolwa in South Australia. The wharf shed became vacant in 2010 and the Friends approached the council to use it as a ticket office for Oscar cruises, display historical photos, show videos of the many river paddle steamers still in action and sell souvenirs. Volunteers now run the Goolwa River Boat Centre.
On display in the centre is a steam engine that is interesting to say the least. It is a beam engine made by Bodley & Co of Exeter in the UK in 1849/50; it was imported into South Australia for use on the construction of the Port Elliot breakwater. It next turns up at the Goolwa Patent Slip in 1860 where it was used to haul riverboats up the slipway. The slip closed in 1932 and the engine was left derelict at the site.
Around 1950 the Goolwa Progress Association moved the engine and mounted it on a plinth in what was then the Goolwa Camping Ground on Liverpool Road, adjacent to the old slipway. It remained there until 1988 when a Victorian Machinery group requested to remove the engine. This was refused and the engine was taken to the now operational Goolwa slipway for restoration. This did not happen and the engine stayed there until 1998 when it was removed to Cobdogla in the Riverland area of SA for restoration
This was completed in 2000 and the engine was returned to Goolwa, the restoration was jointly funded by the Alexandrina Council and the Goolwa branch of the National Trust. The engine was housed in the Museum, as there was nowhere else to house it. When the Friends of the Oscar W opened their interpretive display in the Wharf Shed, the engine was moved there in 2010 and set up with the intention of being a working exhibit. Dave Finnie the President of the Friends of the Oscar W told me they are going to use the Oscar‟s boiler to run the engine. More info on this fascinating engine later! Ron. Later ron? G.
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Dielsel Petter seen in Pieter Rautenbach‟s Barn.
Can anyone identify the model? --------------------------------------------------------------------------------------------------------- ----------
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Re-bushing my Massey Harris 102 Clutch Pedal. Gordon.
„Reaming‟ the pedal pivot hole. Turning the outside of the bush.
Boring the inside of the bush after drilling an undersize hole. Parting off the bush.
The bush on the previously skimmed stud. Pressing the bush into place.
Final skimming of the stud to suit Drilling the grease hole in the bush. The finished article. the compressed bush.
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Recent correspondence between Ron and I about Bill Priors Rotoscythe lawnmower, its date of manufacture and whether it was the first production rotary lawnmower has seen Ron discover the following interesting information. The lawnmower was a huge success but not so the hedge cutter. Phil.
The Rotoscythe. Ron Wiley. GB Patent 385473 Publication Date 1932-12-29.
Abstract of GB385473 385,473. Mowing - machines,
lawnmowers, hedge-cutting machines, &c. COCKBURN, D.
H., Rhodora, Richings Way, Iver, Buckinghamshire. Feb.
29. 1932, No. 5988. [Classes 6 (ii) and 6 (iii).] A machine
for cutting grass, hedges, &c. comprises a propeller or air
screw C and knives D mounted to rotate in a plane
substantially parallel to the surface to be cut, and a volute
or approximately volute guide through which the cuttings
are propelled in a direction convenient for collection or into
a receptacle K. Rake arms E may be arranged between the
knives with their teeth projecting below the cutting plane.
For grass cutting, the machine is mounted on wheels H, Fig.
1, and a driving motor A is mounted in the volute frame B
which is provided with a handle J. The receptacle K is
detachably secured by hooks X. The knives D are made of
thin razor steel and are backed by supporting plates. They
are detachably
connected to some of
the arms of the
propeller C, the
other arms carrying,
the rakes E. The
knives may be of rectangular or polygonal shape with all
edges sharpened, and may be turned about their clamping
bolts to bring another edge into use when required. For
hedge cutting the motor A, Fig. 5, is mounted between two
parts of the frame B forming
handles, and drives the
propeller &c. through a hollow
shaft P, bevel gearing N, and
the propeller spindle Q inclined
at such an angle that the centre
of the cutting section R of the
apparatus lies approximately in
the centre line of the handles.
The frame B. is cut away at the
front and is extended at the rear
to form a guard S. It carries a
volute guide W which may be
fitted with a receptacle or left
open. According to the
Provisional Specification a
brush may be provided to sweep
the cuttings into the receptacle.
The inventor of the Rotoscythe was David Hamilton Cockburn, an engineer who had already had patents granted to him. He applied for the "Rotoscythe" patent on February 29, 1932 and patent GB 385,473 was granted on December 29, 1932.
Power Specialities of Slough, Berkshire produced it from 1933. The idea was to cut the
grass by a rotary blade in a horizontal attached to the crankshaft of a two-stroke engine.
The blade had a hood over the top so that, as it turned, it created a vacuum allowing the
cut grass to be lifted into a grass collector behind.
The design was at first shunned by the profession, possibly because the marketing idea was aimed at the domestic user. It was however, quickly realized that the mower could make a good job on short grass as well as long. The machine came in four different sizes; the 10in to 13in models used an electric motor while a petrol engine powered 15in to 18in. By 1936 Power Specialities had introduced fluid transmission into the range like Bill Prior‟s mower. In 1937 the 15in and 18in models were renamed Eton and Windsor respectively.
The early models it looked very modern with grass catcher and I don‟t think they would have looked out of place in the 1970‟s or 80‟s? Production was taken over by J. E. Shay of Basingstoke a large concern with major interests in forklift trucks around 1937? Ron.
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A mother calls 911 very worried asking the dispatcher if she needs to take her kid to the emergency room, the kid had eaten ants. The dispatcher tells her to give the kid some Benadryl and he should be fine, the mother says, 'I just gave him some ant killer......' Dispatcher: 'Rush him in to emergency!'
Bill Priors circa 1934 Rotoscythe lawnmower showing the hydraulic drive to rear roll.
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Found in an old photo album, dating from 1935, my wife Bev‟s grandmother camping out with her children while grandfather walked to East London? for spares to repair broken down 1930‟s Lincoln. He came back three days later. No roadside assist back then! Philip.
The only offer on this was from Paul Smit who thinks it is from a very old threshing machine.
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Thanks for yet another diversely interesting newsletter! Andy Selfe, Elgin, W. Cape. --------------------------------------------------------------------------------------------- -----------------------------
Congrats, it gets better and better with each edition. On looking back at Edition 1 it is evident how far you guys have progressed. Jerry Evans, near Johannesburg in Sunny South Africa.
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Attached are some pictures of Alldays & Onions petrol railcars built in Birmingham, UK in the early 1900's. The company built these railcars on purpose designed chassis and were not converted motor cars, powered by engines from 8hp to 20hp as passenger carrying models and passenger/goods models to carry loads up to 3 tons. They were made in various track gauges from 2ft to 5ft 6ins and were exported to countries such as Australia, Argentina, Egypt, Peru and Ireland, and probably many others too. Norman Painting, Birmingham, UK.
Inbox
What Is It?
A Touch of Yesteryear
Submitted by Andy Selfe.
A Touch of Yesteryear
What Was It?
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Thanks! Another great issue, always good to see the interesting stuff folks around the world are working on. I like the Puffin outboard on page 16! All the Best, Arthur W. Sesselberg, Jr.
Antique Outboard Motor Club Member: Yankee Chapter, somewhere in the USA. ----------------------------------------------------------------------------------------------------------------------------
Your Cape Engine #21 arrived safely and at just a quick view is very interesting. Please keep up the good work. The article about the twin engined Nuffield was interesting. I have a 342 Nuffield that I hope to take on a 5 day tractor trek in November. About 450 kms. Brian Smith, Editor, Ancient Iron, New Zealand.
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Excellent as always. Peter Boast, Cape Town. ----------------------------------------------------------------------------------------------------------------------------- ---
Your newsletter is fantastic again. I don‟t know how you managed to get so much information for each letter. Well done guys. John Menasce, near Johannesburg.
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SUPERB Newsletter this last issue, thank you for such an enjoyable one.
I‟m about to capture these little engines:
Kawasaki KD Industrial Diesel Engine.
Petter AP1. 3HP @ 1500 Rpm. Unknown vertical --- In an awful state but
may be sortable, seems all the bits are
there but partly dismantled. Almost no cooling-blades on the flywheel & no Petter AP1. shroud. There‟s a lot of odd shrouds lying. about the whole place though …..
There will also be a huge heap of `parts-of-little-engines‟ + carbies coming to me with the above. I have been designated “Scrap-Heap Sorter” by the family when my old friend dies. A sad thought but a task that has to be dealt with. (I‟ll make a pic of the whole mess just for the record though, will be interesting much later.)
Once the `Junk‟ is here, I‟ll make Pix & E-Mail `em to you guys for identification & probable disposal towards worthy causes… I think there‟s a B&S W-1 cast-iron block assy as spares for my one. AAah-Well, it would have to be in the hot season ! TonyBeckett @ `The EDGE’ Kotzeshoop.
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Thank you for the latest interesting newsletter. I really enjoy Peter Noble‟s articles and look forward to reading them in each issue. John Mc Gregor, Worcester, W. Cape.
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Thought I'd send you a few pics of my current "project". It is a 1975 VW Fleetline pick-up.
Unfortunately over the years the
original widebed has gone, finding original dropgates for these pick-ups is also impossible. Anyway, I have sheep, I need a bakkie with higher dropgates and I suppose any excuse will do! The wooden dropgates, hinges, latches, fittings, etc, were made by my friend Pieter Hamersma, who is a Blacksmith working from Stellenbosch. There is still much to do. If you know anyone who may have spares??? I'm going to be fetching a 1957 VW Kombi from the Karroo in the next
two weeks. Also a wreck, ha, you know how it goes ! Paul Cochrane, Klapmuts, W. Cape.
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Nowadays it must occur to all of us how short life really is. Time is flying and I‟ve decided that if ever I was going to do something daft, NOW is the time! I have therefore decided to travel around South Africa and part of Namibia on my Massey Harris Pony towing a caravan. If this adventure appeals to you, please contact me, and join in the fun.
Part 1. This stage will be from Saldanha to the mouth of the Kunene River in Namibia. Part 2. from the mouth of the Kunene River to Kruger Nat. Park. Part 3. From Kruger Park to Richards Bay. Part 4. Last stage from Richards bay back to Saldanha. No time-frame, and no date set yet…. The route will be OFF the beaten track.
Currently I am building up 2 Massey Harris Pony tractor‟s [one is for sale, see advert]. The other one that I am going to use for the trip is coming on strong. I have already done the 1
st stage in
my 4x4 just to get the feel of it………. noting roads and places etc. Douw de Lange (Oom Stoom). Saldanha, W. Cape. [email protected]
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Thanks for yet another diversely interesting newsletter! I've just been reading in Tractor & Machinery of the introduction of the 6-cylinder 3130 John Deere with 97HP on to the market in the early 70s. This tractor has been chosen by the author of the series as the Tractor of the Decade. Peter Noble hasn't mentioned what date the fascinating Diffco was built; I presume it was still in the 60s. I
look forward to his story on the Doe range of double tractors. Looking back with the benefit of hindsight, it seems incredible that the manufacturers didn't just tack on two more cylinders! After all, surely the Fordson engines were based on the Thames truck engines which were available in 4 and 6 cylinders? From what I have seen
in the transmission of the humble Ford 3000, they were more than man enough to handle the extra power. More surprising was the reluctance to accept the 6-cylinder Marshall which Peter mentions! I shall pay more attention to one of the examples next time I'm at Sandstone. Andy Selfe, Elgin, Western Cape.
------------------------------------------------------------------------------------------------------------------------------ Massey Harris Pony in excellent condition. Engine completely overhauled, new radiator, tyres, clutch, comes complete with ghrop. R22 000. Tel: 022-714 0907. Douw de Lange has this large radiator. It has U.S.Motors embossed on it. Anyone have any idea what vehicle it might be from?
For Sale
15
Hein Mostert is restoring his grandfather‟s 1953 1R160 Series International Harvester truck and is looking for a radiator and a front windshield. Contact him at 0826158153 or contact Gordon [email protected] ------------------------------------------------------------------------------------------------------------------------- -----------------------
I am looking for a float for Zenith 24T carb.
O/A Height 22.5 mm. Maximum diameter over seam 40 mm.
I am also looking for a Villiers engine for my Allan Scythe – something like a 147cc Mk.25C two-stroke. Also two 300 or 350 x 21 motorcycle tyres and tubes to fit the Allan rims. Can be very much „used‟. Contact Gordon at 022 423 8075, 0829285228 or [email protected]
2011. January 22
nd & 23
rd Classic Car & Bike Show at Timour Hall Villa in Plumstead.
Please let us know about any forthcoming events!!!
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Wanted
Forthcoming Events.