FRAFM

I've been in contact with the Crossley register who have been extremely helpful and confirmed that "our" engine would have originally had a high mounted water pump chain driven from the magneto drive shaft. The design changed in 1918 to the "series drive" layout, it is thought because of water leaks from the pump dripping onto the drive shaft and from there into the engine causing oil contamination. The advice being to continue with the modified drive (albeit being very careful about interference between the flexible disc, it's securing bolts and the pump casing) as finding early pumps and associated drive components will be virtually impossible. Ian C

I've come across this photo of a 20/25 engine in which it appears that the water pump is mounted on the timing cover and chain driven from the magneto driving shaft. This would appear to be the arrangement referred to in the user handbook we uncovered in the Museum archives. Has anyone got a photo of the nearside of an engine with a better view of this layout? Ian C

Tom, Steve Thanks for the replies,the more I think about the arrangement on "our" vehicle the more I believe it is not the standard arrangement. We uncovered an old "user handbook" in the Museum's archives which describes the cooling system and water pump as "COOLING. Water jackets are cast with the cylinders round cylinders and valve ports. Water is pumped from the bottom of radiator to a pipe with two outlets, one into each pair of cylinders, by centrifugal pump, driven off magneto shaft by chain. " "THE WATER PUMP is of the centrifugal type, and is bolted on to the top of the timing gear case, and is driven by two sprocket wheels, one on the end of the pump spindle, and the other on the magneto driving shaft, these wheels being connected by Renold's roller chain." I can only assume that the design changed at some time. The photo below shows a different drive arrangement – which sounds as though it is the same as yours Tom. There are 4 unused bolts on the vehicle we are working on so is it possible it should have used an older (or newer?) chain drive to the pump maybe compatible with a different timing cover arrangement? "Our" engine, note the 4 bolts which are not included on the earlier photo Ian C

I thought I'd reactivate this thread just to show the vehicle we're trying to get back in running order. We're trying to improve on the museum's information on the vehicles in it's collection so any (free!!!!) photos, manuals, handbooks or other information will all be gratefully received! A couple of engine close ups attached for interest. Ian C

Had a close look at the Crossley yesterday, the Mag does have an output, (about a 6" standing jump when I had my hand too close to the HT lead while turning the input shaft with the mag on the bench :wow: :red: :red:) but we have a partially seized water pump. I'm sure that can be resolved easily as the pump will come apart and it is probably only the shaft sealing glands that are sticking. However there does seem to be a fundamental problem with the drive from the timing gears on the engine. The drive runs from the timing case through a leather flexible coupling to the water pump and then on to the magneto. The seizing pump has broken the flexible coupling which can easily be replaced. The worrying issue is though, that the bolts securing the timing side drive seem to have chewed up the water pump inlet. The photos should show it better with the heads of the bolts worn down on one side and the marks on the pump casing. Anyone know what may be the cause? There doesn't appear to be any way to improve the clearance. Were the original bolts "specials" with low profile heads? Ian C

Gents Following our successful return of their Model T tender to running condition http://www.youtube.com/watch?v=yNWICNaFVrYm we've been asked if we can get their Crossley Tender back in running order. The basic vehicle is sound having been refurbished in the early 1970s but no record of it being run since. An initial look has shown that the Magneto is not giving a spark (when cranking by hand anyway) so that will be our first port of call. We have no technical data so if there is anything you feel you could provide us with, and / or close up photos of the engine / transmission / chassis etc., we'd be very grateful. The Museum is also on the look out for a suitable WW1 vintage Leyland 3 Tonner to add to its collection. This could either be a restored one or a suitable chassis for a replica body to be fitted. Anyone know of a potential source? Ian C

We've got the "T" running So watch out for the next one :-X Ian C

That's a good question but is really up to the Museum. We don't have much workshop space so any further projects would have to be "car sized" - but I have a yearning to get the Queen Mary artic out.........

No haven't seen that one but would be interested in any information on it. We've carried out a fair bit of research on the Museum's T recently and it appears that it, or parts of it, may have originally been a french built (it's LHD) car that had been rebuilt to a Tender specification at some point in its life. The Museum has owned it since the late 1970's I think and it used to be used regularly (there is still a 1981 tax disk in it). I'm hoping that we will be able to use it again on the road at some point in the future. Ian C

Hi, I'm Ian and have a general interest in vehicles dating back to the late '60s - not specifically Military ones though! At present I help out at the RAF Museum in Hendon and amoungst other things am involved in conserving their vehicle exibits so I'm likely to pop up from time to time asking odd (and probably stupid) questions about a variety of things. At the moment we're in the process of getting the Model T tender back into runing condition with the hope of being able to run it around the museum grounds so watch this space:-) Ian C