Cape Vintage Engine17 - December 2009

Design by Vicky Gray-Taylor.
Newsletter of the Cape Vintage Engine and Machinery Society.
From The Engine Shed
A little while ago my mate Don
asked me for a part for his BSA
C11, one thing led to another and
he ended up taking a bakkie load
of BSA C11 parts home. Amongst
Don‟s collection was an old Belgian
motorbike: well, only the frame,
forks, engine, gearbox and tank
actually, waiting for the right parts
to turn up so that he could start
restoration. Amongst the BSA bits I
gave Don were a few pairs of
wheels which he offered up to the
Belgian frame and was surprised to
see that they could easily be made
Number 17.
to fit and more importantly didn‟t
look out of place. So started the
restoration and I was able to help
out with a few more parts. In the
end his bike has parts on it from
BSA, Lister, New Way, British
Seagull, and Norton, a real bitza,
yes, but it is complete and running
and giving a great deal pleasure to
Don and a lot of folks who have
seen it. If he had waited for the
right parts to come along I doubt
the restoration would ever have
been started let alone finished.
December 2009.
magneto because I didn‟t have a
Wico EK. I was very lucky to
acquire the correct magneto and as
I hadn‟t altered anything on the
engine that couldn‟t be changed
back when the correct mag came
along, the swap was easy.
Maybe one day Don will find the
right bits to convert his bike back to
original, I doubt it, and Don isn‟t
losing any sleep worrying about it.
I‟ve omitted to mention the
make; can any of the bike
enthusiasts identify it from the
photos?
I rallied my International M for a
couple of years with a Lucas
Time again to thank all those that have contributed to this newsletter through the year, Andy, Bill, Derek, Douw,
Hennie, Ian, John and John, Norman, Peter and Pieter, Rod, Ron, Steve, Wilfred and finally my co-editor
Gordon, without whose dedication and hard work there wouldn‟t be a newsletter. Phil.
Wishing you all a very Merry Christmas and a Happy New Year. Phil, Gordon and Ron.
Production of the newsletter is a
team effort and Phil modestly omits
the fact that he handles most of the
content provided and all the
technical and historical parts of the
newsletter. He also has the unenviable task of checking
everything I put together.
Twenty months and 16
newsletters ago Philip and I
tentatively put a figurative toe in the
water (one has to be careful living
in darkest Africa – there be
crocodiles lurking in the murky
waters) and produced the first
„Cape Vintage Engine‟ newsletter.
Here is an extract from it;
„Our aim is to keep the newsletter
as simple as possible and to
involve as many of our members
as possible. We are starting off by
corresponding with mainly Western
Cape members, but no doubt will
expand as we regain contact with
interested people further afield. We
make no claims about our literary
ability and our aim is to just set it all
out for our enjoyment. The
newsletter is only going to keep
alive if everyone does their bit and
makes contributions. These need
not only be about old engines and
machinery, but can be about
anything of interest – technical,
historical, humorous – in fact
anything! Please respond and
criticize anything with which you
don’t agree – especially technical
errors’.
Our intention was to initially to
correspond with mainly only
Western Cape members didn‟t last
long and we are now sending the
newsletter directly to people in
numerous parts of the world and
we know that recipients are
forwarding copies to even more
countries.
One of our aims was to have a
„live‟ newsletter and to not rely on
the internet or similar sources to
keep it going. To date we have
achieved that aim and membership
has increased tremendously,
thanks to all the people who have
so enthusiastically supported us
with articles, pictures and much
appreciated moral support. In
addition to those people mentioned
by Phil in his editorial, we owe a
very special thank you to Andy
Selfe for his many and varied
1
contributions, to Peter Noble for
his very popular, regular
technical/human interest articles, to
John Menasce and Jerry Evans
in Johannesburg for their
contributions, enthusiastic support
and help and last, but certainly not
least, to our man down under Ron Wiley who resides in Victor
Harbor, South Australia. In spite of
being a contributor to TOMM (The
Old Machinery Magazine,
published in Australia) which takes
a lot of his time, as well as regular
contributions to other international
magazines, Ron has put an
enormous amount of time and
effort into providing us with material
for our newsletter and has at the
same time become a very valued
friend. His wacky sense of humour
always helps to oil the frequently
sticky wheels. Ron has played a
major part in the success of the
newsletter.
To quote Philip,‟ we are a no
fees, no committee club and
anyone who receives the
newsletter automatically becomes
a member‟. We have in fact
involuntarily become a sort of
online club, so any articles,
comments, etc, are welcome from
anyone, anywhere. We would
really like to have something from
the UK and USA and other parts of
the globe.
Gordon.
------------------------------------------------------------------------------------------------------------- -----------Contacts
Philip 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. In all Andy produced 28 issues, but
unfortunately editions 5, 6 and 8 are missing. We still have not managed to locate copies of these. Please
does anyone have a copy?
Jerry‟s link for the newsletter archive is:
<http://www.oldengine.org/members/evans/paraffinalia/index.htm
---------------------------------------------------------------------------------------------------------Contents.
Editorial.
Pages 1 & 2.
The Srewart Horse Clipper.
Commer TS3 Restoration. Part 1.
Pages 3 & 4.
A Busy Week -Three Shows. Pages 11 & 12.
John Deere 70 Flywheel Part 3.
Page 5.
Page 10.
A Touch of Yesteryear, What Is It?
Restoration of a 1916 Mogul. Part 1. Pages 6 & 7.
What was it? Inbox.
Swartland Harvest Day.
Classic Car Show at Timour Hall.
Cape Western Steam Day.
Pages 7 & 8.
Page 13.
Pages 13,14 & 15.
Page 16.
Page 9.
------------------------------------------------------------------------------------------------------
Seen at the entrance to our favorite restaurant in the harbour area in Saldanha. G.
Andries‟ Cocktail Blender.
Whisky.
Brandy.
This should appeal to Phil (obviously the hardware – not necessarily the contents)! G.
2
3-Cylinder, 6-piston, two-stroke engined Commer TS3 (Tilling Stevens) under
Restoration!
Part One.
Andy Selfe.
This article has been put together from various articles by Andy and from various emails sent to him. G.
Before leaving our shores for a new life in Australia, Yuri Peila, proprietor of Graafwater Garage on the West
Coast told us about the remains of a Commer lorry fitted with the legendary (and elusive, for a collector!) Tilling
Stevens TS3 opposed piston 3-cylinder two-stroke diesel engine. Yuri left his own two lorries in the Sandstone
Heritage Trust collection, see http://www.sandstone-estates.com/interim/commercial_vehicles/index.html
None of us seemed to have the resources to buy, collect and restore it,
and we all assumed it had been cut up or rusted away in the sea air. Not
so, it turns out. It was offered to Keith Wetmore of Somerset Timbers,
who already has a magnificent restoration to his credit, a rare Fargo. The
cab of which was made in their workshops out of solid Russian Redwood.
Keith describes the nail biting situation where the Commer was saved from the scrappers at the last minute. It
didn‟t take long for the vehicle to be collected:
SCRAPMAN HELD OFF - COMMER TS3 SAVED!
Not a sight for the faint-hearted!
”There have been some rumours about a TS3 engined Commer 5 tonne
truck lying on a farm about 300 north of Cape Town. A member of our
local vintage engine club took a drive up to a little town called
Graafwater, situated in the Namaqualand area famous for its flowers
and took a few pictures which he circulated to some club members. ”The
truck had been sold by the farmer to a Graafwater truck and bakkie
repairer, but he had been forced in turn to sell it to a scrap dealer in
Lambert's Bay on the west coast, to 'pay his staff wages' one month.
After many phone calls we finally located the scrapman, and after much
horse dealing agreed on a price, as the scrapman was on his way with
the wrecking bars and cutters to break it up. He called his staff to turn
around on the road, and two days later we went up the 300km in the
pouring rain to fetch it. The rain in this dry area is very welcome, and
the famous veld flowers will be magnificent in early September.
Keith reported later that day: “Here it is, under the tender ministrations of Tim and about to be loaded. A 600 km
round trip, from 5 in the morning in Somerset West to 3 pm back again. The truck looks very good for restoration,
being complete mechanically apart from minor things like brake pipes. It should actually run when checked out
and cleaned up. We will remove the cab and get it rust proofed and resprayed, a bit of rust removed from the
door bottoms, and minor panel beating...We even have the windscreen intact and clean.
We loaded it at the station platform just down the road, with the help of the forklift in the picture and steered it on
easily”.
“I think Tim is rising to the challenge of the end of August for the show! We'll try”.
“Tim's Dad did his apprenticeship on one of these.”
Keith wrote in to the New Zealand Commer Club:
‘It appears to be a combination of a C7 Mark 4 as it has a TS3 two stroke diesel engine, but in a Mark 3 interim
body, although the windscreen is one piece. We actually have the screen, which was carefully preserved. The
chassis number is T82Y 8037. This number does not fit properly into any of the references listed on the
website.
We have taken off the body for rebuilding, and the rolling chassis is in good shape apart from the rust which is
easily repairable. The only parts missing are an injector pipe and some minor pipes. This points to a problem with
fuel in the past, and may have been the reason for the truck having been parked under the tree for the past
twenty years or so. It was used as a water bowser, we were told.
This truck is rare here, and especially the engine. We will restore it and use it for exhibition at the various old
tractor and vintage car shows. We'll let you know progress from time to time’. Keith.
3
We‟ve been receiving regular reports of its gradual restoration and some setbacks, like when the scrap price was
at its peak, the brake shoes were stolen! Since then others have been found, wider, but in all other respects the
same. They have been cut down to size and relined, so the brakes can now be assembled.
One of the injector nozzles was damaged, the remaining two were poor. Three new ones were sourced from the
UK, from Peter Slater:
A workshop manual has been sourced from the Commer Club in New Zealand!
From Howard Pettigrew, who runs the club:
„Sorry to keep annoying you but there is a lot of new content on the Commer site including pictures showing the
brilliant work Mark E has done on the TS4 - it looks superb, plus a sound file of the engine - hear this amazing
motor - the only one in the world running, after 40 years!
There is also shots of the Dubbo Show where 6 Commers were in attendance - a brilliant show by all accounts,
plus a TS3 powered Commer QX found in South Africa and another purchased and recovered in Canada which
is in amazing condition - restoration is already under way. There is a heap happening in Commer world at the
moment‟. Howard Pettigrew [mailto:howard.pettigrew@xtra.co.nz] .”
More from Howard:
„Hi Keith and thanks for making contact. This is great news. I knew
Commers were sold in South Africa and have shots of a dealer, etc will try and send tonight when I get home, but I haven't heard or seen
of this model before. Must check out the website listings again - they
were done a while back and I find new stuff all the time, but the
number means it is a Mk IV. The T means it has the TS3 motor, the 82
means it is a 741 which is a 7 ton, 141" wheelbase (standard chassis
length) and the Y is the 5 speed constant mesh gearbox - I think you'll
find the shift pattern is back to front‟. Howard.
For readers who are
not aware of what is
so special with the
TS3 engine, here is
a copy of a cutting
from an old
magazine, sent in
by Johan Coertze:
The South Australian Hillman Club has a very interesting website
featuring the Commer TS3 engine, including a fascinating animated picture
showing the engine running. http://www.sa.hillman.org.au/TS3.htm
The particular advantage, for all its complexity, is its compactness, which is noticeable in this picture of the
chassis as it is now; Keith is busy fitting the radiator stays:
A view from the top.
Being by training a fuel
pump mechanic, I was
intrigued by the strange
one fitted.
Like nothing else I have seen! Likewise on Friday it was taken through to
Schalk at Dupdiesel for servicing and everybody ooooh‟d and aaaah‟d! The gap
between cylinder 2 and 3 is wider than normal, presumably for the fuel passage
into the chamber at the back, underneath the plunger section, the fuel then
feeding into the gallery. When I visited on Thursday I freed off the plungers by operating the stop control, and
then sucked on the vacuum pipe. The adjusting quadrants moved easily to the no-fuel position and stayed there,
showing the governor diaphragm is not holed. There is a hole in the lift-pump diaphragm which we hope Duppie
can replace! The drive to the fuel injection pump includes a device which prevents the two-stroke engine from
running backwards!
Andy.
4
The John Deere 70 Flywheel.
Peter Noble.
Part 3.
My son-in-law Pete is an
internet person and he found
several sites in America which
might help us with some
information. He chose one that had
a „problems‟ section and entered
„JD 70 - loose flywheel‟. We very
quickly had several replies, all of
which recommended something
called a „taperlock‟ made by a man
called Dave. I contacted him by
phone and described the problem
which he was sure he could fix. He
then investigated the cheapest way
to get the unit to South Africa,
which turned out to be the „good
ole American Post Office‟ as he
called it. I offered to pay for the unit
and the postage in advance, but he
said no – he would send it and I
could pay him after receiving it. He
said that he had found farmers to
be „good ole boys‟ and had only
been let down once. I did not tell
him that my experience of some
U.K. farmers was entirely different.
I had to ask Brian to bring the
flywheel back to Cape Town on
one of his trips so that I could get
the necessary work done on it. The
principle of the „taper lock‟ is
forcing one taper onto another and
it is interesting that it is almost
exactly the same method as that
used to fix the rear wheels of the
Fordson N tractor onto the splined
axle shaft – and that was designed
in 1916. The taper lock consists of
a steel tube with splines on the
inside to fit those on the crankshaft
and outside it is tapered, from the
end which fits next to the flange, for
two thirds of its length. The last
third is parallel and is threaded to
take a very large nut.
It is necessary to get the
flywheel machined to the same
taper, which removes all the
splines after tightening the pinch
bolts to a torque of 125 lb ft and
then welding them so that they can
never be loosened again as this
would upset everything. Andy was
able to arrange for a good engineer
to do this work for me which I very
much appreciated. I knew that the
taper lock would not just slide onto
the crankshaft because of the
previous welding and decided that
it was necessary for me to go to
Brian‟s farm and complete the job.
Margaret and I decided to call it a
mini holiday – not just a long
distance warranty call! Brian and
his wife insisted that we be their
guests so we loaded up the
flywheel, etc, and set off. I intended
to try to work on the tractor each
morning and then we could do our
„tourist‟ thing in the afternoons.
Brian was able to offer some
assistance, but he is a very busy
man and it took all the first morning
to get the taper lock to slide on the
crankshaft. This involved various
grinders and files, etc, plus a lot of
engineers blue.
Dave‟s instructions then say to
make two horizontal cuts the full
length of the taper, as far as the
threaded section and Brian was
able to get this done. The cuts (180
deg) apart, allow the taper lock to
be squeezed tight onto the crank
by the flywheel as it is forced on.
Dave also recommended putting
two lines of weld at 90 deg to the
cuts to form a sort of key to fit into
the slots in the flywheel and take
the strain of the drive of the engine.
The engineer decided to improve
on this and fitted a proper key into
the taper which fitted the slots
perfectly. He had also cut off the
excess taper that protruded from
the end of the flywheel as per
Dave‟s instructions. Brian ran some
weld opposite the key to be sure of
a good „drive‟ connection.
Machining the flywheel obviously
removed the hole for the small
dowel, but I had previously made a
line of centre punch marks and
white paint to allow us to correctly
„time‟ the flywheel.
I removed the 10mm spacer
that I had made from the crank as I
intended to try to obtain the correct
model starter motor, but we could
not find one and the only course
was to get a 10mm spacer made to
fit between the starter motor and
the engine casing, plus 10mm
longer studs. The fitting of the
flywheel and lock went really well
following Dave‟s instructions to
bump and tighten, bump and
tighten, until the large nut was
completely tight. It was now late on
Friday morning and the spacer
would not be ready until Monday,
so we were able to spend a
pleasant tourist weekend. The
starter motor on the 70 is located in
a small compartment under the
engine so that it engages with the
bottom of the flywheel, not the
easiest job to hold the motor and
the spacer and insert the studs, but
Brian managed it very well.
The tractor started easily after
its long rest and the flywheel was
perfect – not even a hint of a
wobble - all thanks to the engineer.
Dave makes a good product and
was very helpful every time I
phoned and asked for further
guidance (I am not an engineer).
The trip enabled us to see what
must rate as some of the best dairy
farms in South Africa or even in the
world. Farm after farm all had
circular irrigators and very large
herds. Brian introduced me to
several of
the farmers
which I
found very
stimulating.
P.N.
------------------------------------------------------------------------------------------------------------------------------5
1916 IHC 1 HP MOGUL.
Part One.
Restored by Hennie Swanepoel.
Die artiekel oor my Mogul restourasie het onlangs in SEM verskyn. Julle is welkom om dit in die Cape Vintage
Engine ook te plaas as julle sou wou. Hennie.
This article was sent to us by the author Hennie Swanepoel to be used in our newsletter. We have compressed
the article to suit our newsletter format.
It is remarkable how fast things progress in these
modern times, especially with the help of the internet. I
can ask for help on an engine and receive a reply from
a bloke half way around the world, all in a matter of an
hour. If you want to know more about an engine and
don‟t know who to ask- just Google it!!
I‟m so glad that I did not start on this hobby 20 years
ago, because I wouldn‟t have had the information
resources to be able to restore an engine then. But on
the other hand, I think that back then it was probably
easier to restore an engine because there were more
engines around. Naturally the more complete ones
would have been restored first because it would be so
much easier.
The real basket cases were left alone with a
promise that, I will get to you some day. Well, luckily
for us, these engines were collected by the enthusiasts
back then and in this way saved from the scrap man.
This leaves us with quite a challenge today because
these, left alone engines, are usually missing most
of their detachable parts.
First sight of the Mogul.
I have long since learned that if you are hoping to find
these missing parts the engine would probably never
run. So my only way out is to make these parts.
Most of my better engines fall into this category,
and this little Mogul was no exception. I saw this
engine at a friend and it immediately attracted my
attention. It has nice lines and is rather differentlooking from your average Wolseley, but alas, it was
completely bare. No igniter, no magneto, no governor,
no linkages, no oilers and no piping.
A deal was struck and that made me the proud
owner of a very bare Mogul. Early in 2007, after hours
of Googling and sore eyes, I still did not know what the
missing parts should look like. Many examples of this
engine‟s bigger brother, IHC engines, are available,
but on these engines the igniter is situated on the other
side of the engine and the setup is generally different.
My first break-through was finding this Mogul ad in
a local 1915 Farmers Weekly.
Found in the Farmers Weekly.
Well, at least now I knew who the local supplier was
and what the engine trolley should look like.
Next I discovered an article from the Gas Engine
Magazine on the internet. It was about Ron Mason‟s
1HP Mogul found on a hunting trip and restored by a
friend Ted Utess. There was not much to learn from
the article and all my efforts to make contact failed.
A bit discouraged, I let things lie for a bit, but after
a while the fever got hold of me again and this time I
was lucky to make contact with a very nice gentleman
by the name of Dean Ewing from Canada. He
promised to send me photos of his engine, but as he
was already 85 and the engine was in an unheated
shed at about 35 degrees below freezing, he promised
that he would ask his grandson to take the photos as
soon as the weather improved. It was not long before I
received some beautifully detailed pictures from him.
This was just what I needed to get going.
When you take an old engine apart, most of them
have a story to tell. As this engine runs with a dry
sump, there is an oil ring cast onto the crank to supply
the big end with lubricating oil. The excess grease
from the left hand main bearing had clogged the oil
ring up solidly, causing the big end to have no
lubrication and wear out. The reason for this
happening was that the drip feed oilers on the main
bearings were replaced with grease cups at some
stage.
The crank oil ring.
6
The main bearings are made from phosphor
bronze. As the bushes wore down, the remedy was to
cut a longitudinal strip out of the bearing, hammer it
back to fit tight on the shaft and put it back in place.
The bearing then fitted too loosely in its casing. This
was easily remedied by hammering some thin nails in
between the bearing and the engine housing and the
poor engine was ready to work another day.
To get the bearings functional again, I decided to
take the less expensive route by babbitting the
bearings with white metal. The next photo shows what
remained of the bearing, now stretched open to the
right size, tinned and ready to receive babbitt metal.
The original bronze bearing with white metal
inside the casting being bored to size.
Bearing ready to be cast.
With the engine sub assembled I could turn my
attention to the next problem, the igniter. Having no
example to work from, making the igniter took a lot of
guess work. In all the photos, the igniter is obscured by
the exhaust valve push rod. To complicate matters
further, Dean Ewing‟s engine is a very early model,
with a different trip finger and igniter, so his photos did
not help me there. Brewing on this problem for a while,
I realized that most of the basic measurements could
be obtained from the engine itself. So I started by
making a plug that basically fitted the igniter hole in the
engine.
To be continued.
The next job was to get the bearing back to the right
size.
----------------------------------------------------------------------------------------------------------------------------
To remove the nut from a heavily painted bolt I apply a thick layer of paint remover –
wait a few minutes and remove the nut. Thick paint may need to be brushed off with a wire
brush before removing the nut. G.
----------------------------------------------------------------------------------------------------------------------------- -
Gordon Riley.
Swartland Veterane Klub
19
The 2009 Swartland Veteran Club‟s Harvest Day gathering was again held on Paul Smit’s farm, Goudmyn,
just outside Moorreesburg, a mere 18km from my home. Not as hot as last year, but still a warm and as usual for
this time of the year, a dry and clear day.
Once there I met up with Peter Noble who lives in Cape Town. Peter has a wealth of knowledge regarding
agricultural equipment and as usual it was most informative being with him.
The day started off with reaping with a scythe, followed by progressively more „modern‟ methods of
harvesting.
In addition to the mechanical implements, there was the traditional hay wagon drawn by a magnificent team of
horses. The display ended with the latest model New Holland combine cutting a 9 meter swath through the
wheat. On display were restored tractors, some old motor vehicles and in the tent, a stand displaying model
agricultural implements and construction equipment.
7
McCormick Deering peg
drum threshing machine.
The horse drawn hay wagon.
McCormick Deering peg
drum threshing machine.
Ransomes combine.
Tractor drawn Mc. Cormick combine.
Mc. Cormick 403 combine.
Toys for boys.
Latest New Holland 9 meter combine.
And girls.
Thanks to the organizers, participants and in particular to Paul Smit for a most interesting morning. G.
----------------------------------------------------------------------------------------------------------------------------- ------
For Sale? Bulk carrier aground on the beach at Melkbos – Cape Town.
8
Cape Western Vintage Railway Open Day.
Steve Socolic.
th
The Cape Western Vintage Railway held an open day on 25 October 2009. We were asked if we could bring
along a few engines and associated equipment to complement the theme.
There were a number of locomotives and railway rolling-stock to look at. Also a Bagnall 0-4-0 saddle tank
locomotive was in steam giving rides up and down a short siding and in one of the railway boxcars a video with a
railway theme was shown.
Bagnall 0-4-0 saddle tank locomotive.
Philip arrived with a selection of washing machine engines (Maytag and Marvil) and a Lister D in working
clothes. I brought my recently completed Lister 8-1 and Horst brought a Lister B which ran quite contentedly all
day. Darryl and Trevor brought a Boeresake (Wolseley) WD8 with National piston pump and a Villiers
petrol/paraffin engine generator set. The Wolseley had recently undergone a magneto overhaul but did not want
to co-operate mechanically (ominous noises from inside) and was eventually relegated as a static display. The
National pump was moved to the 8-1 which took over pumping duties. Steve.
Lister D.
Villiers mk10 with dynamo.
Kurt Swart, Philip and Conrad Hicks.
Lister 8-1 and in the background
Darryl's Wolseley WD8.
Marvil.
National mine pump.
Horst Lau‟s hopper
cooled industrial
Lister B.
Phil‟s Maytag.
9
The Stewart No 10 Horse Clipper.
The No 10 Clipper after restoration.
I have been looking for a Stewart
hand operated horse clipper or
shearing machine for 7 or 8 years
now and at the Strathalbyn Swap
Meet in mid October I was finally
able to purchased one. The origins
of the hand-operated horse clipping
machines go back to the 1870‟s
with the first one possibly made by
Clark & Co of Birmingham in the
UK
John K. Stewart and Thomas J
Clark
formed
a
small
manufacturing company in Chicago
around 1888. By 1891 they were
producing flexible shafts for
industry and their companies name
was changed to the Chicago
Flexible Shaft Co (CFS Co). Then
in the mid 1890‟s these flexible
shafts were adapted for use on
hand operated horse clippers. On
the original models the hand crank
turns a large pulley and a belt
drives a small pulley that in turn
drives a flexible shaft.
introduced and an improved model
came out in late 1901. The first
enclosed gear driven horse clipper
was patented on June 26, 1906; it
was the Stewart No 1. It could also
be fitted with a down tube and
shearing handpiece and called the
Stewart No 8. On early models it
says patented in U.S.A. & England.
Those made from the time of the
First World War say patented in
U.S.A., England, Australia, New
Zealand, Canada and Cuba.
In early Stewart catalogues prior
to the First World War there were
prints of paintings showing horses
being clipped. A George Ford
Morris painted the horses and a
Frank Widney was said to have an
international
reputation
for
naturalness with which he pictures
„coloured‟ folk. George Ford Morris
is a renowned painter of horses;
about 3 years ago several of his
paintings were sold for very high
prices at an auction.
As a side issue Stewart & Clark
formed another company around
1905/06, the Stewart & Clark
Manufacturing Company to make
speedometers for cars. CFS Co
produced the flexible shafts to drive
these Speedo‟s. In 1913 the
Stewart & Clark Mfg Co took over
the Warner Instrument Company
and the company name changed to
Stewart Warner, this company is
still in existence to this day.
The machine I now have came
out as the Stewart No 9 in 1911
with a down tube and shearing
handpiece. The only information I
have on the Stewart No10 is shown
in the CFS Co parts list No 102
from January 1929. The plate on
my No10 says the Cooper
Engineering Co Ltd, Sydney
Melbourne Adelaide & Made in
Ron Wiley.
Prior to 1933 all shearing and
horse clipping machinery was
made by the CFS Co. Due to the
low value of the Australian pound
in the early 1930‟s it was no longer
profitable to import this machinery,
so by March 1933 a Cooper
Engineering manufacturing plant
was set up in Waterloo, Sydney.
The plate would indicate that my
horse clipper was made in Sydney
between 1933 and 1940.
Checking Stewart parts lists I
have, I see I have a D1 clipper
head that was released in March
1933 that same time as the Cooper
Waterloo plant opened.
The D1 Clipper.
It says that if you want to use
the D1 head with an older machine
you have to change the flexible
shaft with the correct ferrule. The
flexible shaft does around 10
revolutions for one revolution of the
crank handle, the picture below
shows the internal gearing.
The internal gearing.
A hand operated Wolseley open
chain driven shearing machine from
1906/10.
In 1898 the first hand operated
open gear driven horse clipper was
Australia.
The plate of the Stewart No 10.
The company names can be
confusing so I hope the following
explanation will help? I had an
email about five years ago from a
gentleman in Canada who had just
purchased what I thought was a
Stewart No 10 horse clipper but it
had Stewart No 1A on the plate. He
told me it was made by the
10
Sunbeam Corporation in Toronto
possibly around 1947. He said a lot
of farms didn't have electricity until
well after WWII and around here
we have a lot of Mennonites
(Amish or Quakers) who still don't
use it.
The first household appliance
made by CFS Co was the Princess
Electric Iron that came out in 1910.
In 1921 the Sunbeam division was
formed to produce household
appliances; probably the bestknown appliance is the “Mix
Master” that was first produced in
1930. The Chicago Flexible Shaft
Co changed its name to the
Sunbeam Corporation in 1946 and
the Cooper Engineering changed
its name to the Sunbeam
Corporation in December 1952. As
you can see the CFS Co &
Cooper‟s story is very complex.
Ron.
--------------------------------------------------------------------------------------------------------------A Busy Week – Three Shows.
There
are
three
local
Agricultural shows on the Fleurieu
Peninsula early in October and
FARMS (Fleurieu Antique Rural
Machinery Society) has been
displaying engines and tractors at
these shows for many years now.
They are the Yankalilla, Rapid Bay
&
Myponga
Agricultural
&
Horticultural Society that put on its
th
127 show that took place at
rd
Yankalilla on Saturday October 3
th
2009. Next was the 139
Strathalbyn show on Monday
Daniel Halse‟s 9hp Lister with
screen cooling at Yankallila.
My 1954 3hp Cooper XC driving
Days pump and 1929/30
Atco type HY 12inch mower.
Don & Peter‟s horizontal „IH‟
Ron Wiley.
th
nd
October 5 and finally the 132
Port Elliot show on Saturday
th
October 10 .
The three shows have the same
basic format of displays of sheep,
cattle, show jumping, wool, fruit,
farm produce, floral displays,
cooking, handicrafts and children‟s
section. A sheep dog trial is unique
to the Yank show. All three shows
have a fun fair, stalls selling all
sorts of products and the allimportant food stalls. At Yankallila
there was a mountain bike stunt
show and at the Port Elliot show
was a display by the South
Australian observed trail champion
(motorcycle).
The crowds attending all three
shows were excellent, I am sure
the organizers must have been
pleased. At Yankallila we had
drizzle on and off until after lunch,
the sun finally came out as we
packed up the engines. The
weather was better for the
Strathalbyn and Port Elliot shows.
Ron.
Daniel Halse‟s 4hp Cooper badged
Stover type YB at Strathalbyn.
Don Blesing and son Peter starting
their 5hp Blackstone.
My 1963 132cc Honda G20
with Regent pump.
My 1945 Johnson CH1–395–6 24vdc
Military genset powering a 32vdc motor
that drives the Ajax piston Pump.
Don & Peter‟s Lister Junior.
Don & Peter‟s 3hp Moffat Virtue.
11
Gary Arnold‟s 1910 Domestic
engine and pump.
Ray Biddle‟s 1951 5hp
Lister Spec 106 14T.
Brian Eatts newly restored
John Deere.
Brendon Delaney‟s 3hp
Ronaldson Tippet type N.
Don Blesing‟s
Case tractor.
Ray Biddle‟s 1908 Novo.
Neville Roger‟s
Farmall tractor.
Don Mitchell our maggy man
doing a demo of rewinding a coil.
Part of the funfair at Pt Elliot.
Sheep dog trials.
Elegant lady driving her horse and buggy.
-------------------------------------------------------------------------------------------------------------------------------------------------
Another Early Small Class Locomotive of The
Rhodesian (Zimbabwe) Railways.
Tractive Force at 75% B.W.P. 17785 lb.
Total Weight (F. W.O.) 36 tons.
Hudswell-Clarke & Co. 1929.
12
A Touch of Yesteryear
The Old Mill at Elim.
Submitted by Andy Selfe.
---------------------------------------------------------------------------------------------------------------------------What Is It?
Peter Noble has sent us an article entitled „An Interesting Discovery‟. I have taken the liberty
of using his pictures for „What Is It‟ and will publish the article in the next newsletter. Note the size G.
-----------------------------------------------------------------------------------------------------------------------------------------------
What Was It?
It is a pattern makers ruler which enables patterns to be made larger to allow for the contraction of the molten
metal when cooling. Derek Jones. Somewhere in the UK.
That rule is a contraction rule used by pattern makes when measuring up the patterns for castings. The
pattern is always slightly larger than the finished casting because of course the metal shrinks in the mould as
it cools so the larger scale is used for measuring up the pattern. The other scale is the “true” reference.
A pattern maker would have had a rule for use on patterns for cast iron and another one with a different
“contraction” for patterns for bronze etc. John Menasce. Johannesburg.
---------------------------------------------------------------------------------------------------------------------------------In Box
What a magnificent bumper edition!!! Thanks for putting in my Jenbacher article at the last moment too.
John Menasce. Johannesburg.
Another excellent newsletter. You must spend a lot of time on producing it and you also have many people
making contributions which must be very helpful.
Derek Jones. UK.
Thank you very much for the newsletter which I enjoyed reading when it arrived. I am looking forward to going
through it many times yet as there is so much interesting stuff there. Colin Syndercombe. Villiersdorp.
Great newsletter. Getting better all the time. I really enjoy Peter Nobles articles – keep them coming.
Kieran Riley. Durban.
Thanks for another informative newsletter. It is something to be proud of. Hennie Richter. Yzerfontein.
Thanks for newsletter # 16. Fred & Sue Harvey. UK.
13
Arthur Wilding’s cousin and his wife are cruising around the world on a large catamaran and are presently in
New Zealand. They spotted an old engine on Vanuatu Island and e-mailed Arthur a couple of pics for
identification.
Saw this old relic and
immediately thought of you.
We don't know what it is, but
it is in Vanuatu and maybe of
some interest to you.
We are currently in New
Caledonia awaiting a weather
window for New Zealand yet
again. Our plans tend to
change rather quickly. James
and Lorna.
Can anyone identify it? I have a 1922 brochure of the engine that we will publish it in the next newsletter. Phil.
On behalf of the members of the ‘Cape Vintage Engine and Machinery Society’ who were invited to and
attended the Cape Western Vintage Railway open day today, thank you for a very pleasant experience and
the opportunity to exhibit our engines and machinery. Philip.
Thanks for your e-mail. The news letter of your club is superb. Keep me in the loop.
Yes I think it was a nice day. I hope that we can have a better one in 2010. Our members find it very good to
have you at our day and we hope to see you again in 2010.
When we use our locos we have to separate the big coal pieces from the small chips. Do you guys have use
for the small chips?
Rolf Ruhle. Cape Town.
Many thanks for the magazine received by Andy and myself this week. What a magnificent presentation, we
enjoyed it greatly.
Jack Tar.
I was very interested in the photo of Jack Tar,
my dad was a driver on the Rhodesian Railways,
from the late 20`s, and was at one time based in
Umtali, where Jack Tar was shedded. As a kid in
the early 40`s actually rode on it with my Dad
driving, it was on the shunt in the Umtali
marshalling yards. I was about 4 years old, and still
remember it after 66 years. We have a bit of history
on this engine, when it came out here, why, where
and when, it is very interesting, incidentally it came
to Northern Rhodesia, in about 1903, and went
across the Zambezi, at Old Drift near Livingstone
on rafts and in pieces, only to be re assembled on
the NR side before the railway got there. My
Grandfather was there to see it fired up for the first
time at Livingstone. Andy is doing a write up about
her, he knows quite a bit of her history.
We are desperately trying to lay our hands on
a book by a chap called Geoffrey Calvert who lived
in Wankie, SR, a long time ago in the 1950`s. His
Dad worked on the colliery and wrote about steam
engines. The book was called “sitema”, or e`sitema,
which is what the Ndebele called trains. Written by
Geoffrey [Jeff] Calvert, who I was at school with in
the 50`s at Plumtree, we really want this book, can
you possibly throw any light on where we can get a
copy. We don‟t know where or when it went to print.
Maybe one of the members can help? We are also
trying to track Geoffrey Calvert down.
Ginty Melvill and Andy Legg. Lusaka, Zambia.
I have not shown My Cooper two-stand semi portable shearing plant
for at least five years. It is big and bulky and people don‟t seem
interested if it just stands there with the engine running. When I
displayed my Stewart horse clipper I offered free haircuts but there
were no takers.
A new club member brought along his Cooper Shearing plant and
used the pulley that drives the grinder to drive a pump. I have
attached a picture from Reynella showing the shearing plant and
pump.
Ron Wiley. Victor Harbour, South Australia.
14
I asked Ron Wiley about clubs in Australia. His reply was; Clubs in Australia come under the National
Historical Machinery Association, I don‟t know how many clubs there are but there are at least 8 to 9 thousand
people involved in restoring engines. We also have our own magazine TOMM (The Old Machinery Magazine).
Regarding your comment that the quality of restorations seems to be extremely high; I agree but some are
over done in my opinion because they never came out of the factory with the paint a mirror finish.
Gordon, Koringberg (where?).
In the last newsletter: We have been given this engine that has an
Onan 3 Kva alternator. Is there anyone that can give us more
information on this oldie? Cathy Grey.
At Phil‟s request Cathy has sent more information:Model: W35-541, Serial No: 48.382699,
220V, 1 Phase, 3000W, 15amp.
Phil‟s Scott Bonnar Mower.
Recently whilst doing my „flyon-the-wall‟ thing I picked this up:
Hi Ron, One of yours. I‟ve just got
it up and running and what a nice
cut it achieves! Not too much work
needed, exhaust valve stuck,
cutter clutch seized but after
sorting that out and the normal
carby strip and clean as well as
setting points and timing it starts
first pull. Smokes a bit but that
doesn‟t bother me. Could it be
early 1960‟s? Philip.
The above led to a flurry of
correspondence, some of which
we will publish in the next
newsletter. G.
--------------------------------------------------------------------------------------------------------------------------For Sale.
1958 Massey Ferguson 65 Mk1 tractor. Restored to a high standard including a complete engine overhaul.
New front tyres, rear 70%. R40 000-00. Peter 021 790 6452. (Cape Town).
Immaculately restored and working. Vintage Caltex hand operated petrol pump with casing – double imperial
glass measure type. POA. Contact Gordon at 022 423 8705 or 082 928 5228 for details.
Ford ambulance spotted by Dawn G whilst visiting Clanwilliam - can
anyone identify the model, year and the number plate?
15
International Police Association / Internasionale Polisie Assosiasie
Western Cape Region / Wes Kaap Streek
2010 CLASSIC CAR AND BIKE SHOW
23 - 24 January 2010
Celebrating 10 years of classics
I would like to take this opportunity to formally invite Cape Vintage Engine & Machinery Society to participate in the 2010
Classic Car and Bike Show. As before, the show will be held at Timour Hall Villa in Plumstead.
A change has been made following overwhelming feedback from members of the public and for the first time since the event
began in January 2000, the ticket price has been increased from R10 to R20 per person.
As an International Non-Profit organisation, it is important for the IPA to make a difference in our local community and this
show has provided an opportunity to not only educate and entertain, but also to effect real changes in people‟s lives. Over
the years, this event has raised more than R80 000 for various charities, with donations totalling more R14 500 handed over
in 2009 alone.
It is our sincere hope that the 10 Year Anniversary Show will not only be bigger and better, but that the funds raised will
enable us to reach far more people than ever before. www.classiccarandbikeshow.co.za
Saturday 23 January:
Sunday 24 January:
“Modern / Future Classics” Incl New Cars, Rare Cars, Hotrods, Streetrods, Customised vehicles,
bikes, etc.
“Classics” The usual mix of old, rare and beautiful classics.
Exhibiting Hours.
As usual, the show runs from 10am – 4pm and these times will be advertised through the media. In order to try
and make it slightly easier to get all the exhibitors in and parked, the gates open at 6am. We require ALL
participating vehicles to be in and parked by 9am at the latest. This is in order to be ready when the gates open to
the public and to avoid any safety issues with moving vehicles once members of the public are walking around.
As the show does not end until 4pm, please could all exhibitors remain on site until 4pm to ensure the
maximum benefit to the public. If you cannot commit to these hours, please do not put your name down to exhibit.
Vehicle Information.
Please could you display some basic information about your car / bike / machine somewhere on the vehicle /
machine – model, year, trivia, etc – as this also helps to enhance the experience. It is the responsibility of the
individual or club to print and provide this information.
Stalls & Signage.
Although clubs my not sell refreshments, if any of you would like to sell merchandise relating to your own club,
please feel free to do so. You may set up within your own display area. Also, if your club has any banners/signs,
please bring these with you. This will help to identify your club to members of the public.
Refreshments.
Just like last year, there will of course be a selection of food and soft drinks for sale on the day as well
as a cash bar and beer garden. As before, under the terms of our liquor license, no additional alcohol
(of any kind) may be brought onto the property. This includes bottles of wine, alco-pops, etc. The bar
stocks a range of wines, which will be available for sale by the bottle.
Entry Costs / Tickets.
Only one (1) driver and one (1) passenger per vehicle will be allowed free entry on the day. All other
friends, family and passengers will be required to pay the R20 entry fee per person. Many of the exhibiting clubs /
individuals make a voluntary financial donation in light of the fact that this is a charity fundraiser.
For members of the public and those wishing to support both days, tickets will be R20 per person per day (ie R40 for
both days). A “weekend pass” purchased on the Saturday will be only R30 for both days.
If you have any queries, please feel free to contact me. I look forward to hearing from you.
Jo Huysamen
082 518 3932
Event Co-ordinator.
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16