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lynx42 Rick Cove

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Everything posted by lynx42 Rick Cove

  1. G'day Ian, Welcome to HMVF it's about time you got into something green. Cheers Rick.
  2. The Chase Truck info off the WWW. Amongst the many American manufacturers who are taking advantage of the exceptional opportunities for trade now offered in this country must be reckoned the Chase Motor Truck Co., of Syracuse, New York, U.S.A. This firm is represented in London by the St. George's Motor Co., Ltd., Fulham Road, Keneington, S.W., and our representative, on calling at this address recently, was pleased to be able to examine the three different models which they are handling. These are known as : Model T, I ton ; Model R, 2 tons ; Model 0, 3 tons. As these are all on similar lines, we shall confine ourselves in the following few notes to the description of the largest. The first thing that strikes one is the live-axle drive, this being, we believe, up to the present, a characteristic of only a minority of American-manufactured machines. The engine, which is manufactured by the Continental Manufacturing Co. of the States, is one which is fairly well known in this-country. In the vehicle under review, the 40 h.p. model is used, this being a i four-cylinder engine, .q in. by 5 n. bore and stroke respectively, having pair-case cylinders with all the valves on one side. Adjustable tappets are provided enclosed by easily-detached covers. The carburetter fitted as standard is the Holley, and ignition is by Bosch magneto with automatic advance. The engine control is by hand lever on the steering wheel, which provides for a minimum setting. This is combined with an accelerator pedal in the usual position. A governor is fitted and arranged that it can be set so as to come into operation at any particular speed, and afterwards sealed so that it cannot be modified without the knowledge of the owner. Unit Construction. The power is taken from the engine by a dry-plate clutch with Raybestos inserts. Unit construction is adopted for the crankcase and gearbex, thus obviating the necessity for universal joints between these two components, Four speeds are provided, the third speed being the direct drive. Substantial Worm-driven Axle. A long tubular propeller shaft takes the drive from behind the gearbox to the worm-driven rear axle. This is a substantial component, constructed by the Sheldon Axle Co. The worm and wheel, however, are made by David Brown and Sons, of Huddersfield. The whole of the gearing and shafts are contained in a crucible cast-steel case, being carried therein on suitable ball bearings. Thrust ball races are also provided wherever needed. While discussing this component we must draw attention to what seems to be a mis-statement in the specification of these models, wherein it is stated that the entire load is carried •on the rear-axle housing. It is possible that the American public may not gather from this paragraph exactly the same meaning as we should do over here. As a matter of fact, from an examination of the details of the axle, it is quite obvious that the driving shafts are only of the semifloating type, and that, in addition to transferring the torque, they also carry the load. Another feature which seems to call for criticism is the universal joint immediately in front of the rear axle. This strikes us as being very small for a chassis which is intended to carry such a load. A Live-axle Chassis of American Manufacture. Its Worm and Wheel by David Brown and Sons. Central Control. Taking it all together, the chassis may be said to be quite a good example of American construction, and it has several special minor features which are commendable. The change-speed lever, for example, is carried directly from the gearbox and is placed in the centre of the chassis. The method of construction, of course, obviates any possibility of binding of the control shaft owing to frame warp. Substantial Steering Gear. The steering gear appears to be fairly substantial ; the joints are well designed, being of the balland-socket type, but so arranged that it is impossible for the rods to fall away from the ball when worn. Ample braking power is provided; both service and emergency brakes take effect on drums in the rear wheels_ They are of good size, and can be quickly adjusted, and, further, are fitted with renewable linings of Raybestos. Low Reduction for First Speed. The choice of two ratios can be had in the back-axle gear, either 11i to 1, or n to 1 is permissible. The manufacturers further make a point of a very low reduction for the first speed in the gearbox, their object being to render the climbing of practically any hill a certainty. We understand that, while demonstrating in this country, the'ibillclimbing capabilities of this chassis have beenxa subject of favourable comment. At present the wheels are prepared for American-sized tires. We draw attention to this, as in previous reviews of recent U.S.A. imports, for we are of opinion that this circumstance is undoubtedly a drawback, but we understand from the St. George's Motor Co. that they will arrange for British standard tires to be fitted on request.
  3. No, the wheels on the trailer have long hubcaps and the Latil doesn't have any hubcaps. The Latil wheels are also larger in diameter to those being carried on the trailer. Whilst this is a WW1 photo, the tracks look like those on the Char B1 tank produced just before WW2.
  4. When I was restoring my 1916 Albion back in 1978, I went to look at some solid rubber tyres at a place called Jerralang Junction in Victoria Australia, as I had heard that there was the remains of an old truck there. It turned out to be a Schneider with the Solex radiator and the 5 spoke wheels. There was nothing left except a small section of the chassis, the radiator and the two front wheels with grey semicircular (in section) tyres. I brought home the wheels and I still have them but I should also have taken the radiator. It went to scrap not long after I went to see the bits.
  5. Here is a bit of Th.Schneider history for you. That engine was made after 1919 and before 1924. The Société anonyme des automobiles Th. Schneider was registered at Besançon on 16 June 1910. Vehicle production finally ended early in 1930. The manufacturer started out producing a range of cars with side valve 4-cylinder and 6-cylinder engines. In most respects these were conventional cars, apart from the "dashboard mounted" radiators, positioned ahead of the driver but behind the (front mounted) engine. By the time war broke out in August 1914, the Th. Schneider range comprised seven 4-cylinder engine cars with engine sizes that ranged from 1.8-litres to 6.1-litres. There was also a 3.2-litre 6-cylinder engine model. The engine capacities were 2,292cc, 3,030cc, 3,958cc and 5,500cc. The cars offered for the 1920 model year were not strikingly different from those that had been offered before the war, but the radiators were mounted in front of the engines. Overhead valve engines were available from 1922 as well as sidevalves until about 1924. The company was declared bankrupt for the first time in November 1921, but was able to persuade the court to permit resumption of its activities thirteen months later. Th. Schneider was then able to enjoy several years of successful business due to the excellent reputation of its cars. Nevertheless, financial problems hit the business again in 1928, ending in a second bankruptcy in March 1929. Production was progressively run down, presumably in order to use up existing inventory, but early in 1930 the factory doors were closed for the last time.
  6. G'day S & F, The cam plate in magneto is what sets the rotation for either clockwork or anti clockwork rotation. Find an anticlockwise cam plate and your problem is solved. It might be easier and a lot cheaper than buying and shipping a complete magneto. As Old Bill says, get the maggy rebuilt before you fit it. My 1924 Studebaker magneto had a fat blue spark but only after 2 hours running had given up the ghost completely and is now being rebuilt. Good luck with the hunt.
  7. I do not want to derail this great thread but try Googling '1922 Summit Car Company' or just look at the site:- https://graham64.wordpress.com/2015/10/29/1924-summit/. This is an inverted chassis showing the Fredrickson ACME suspension system.
  8. I was recently at the Australian National Vehicle Museum in Birdwood SA to study the ultra rare Summit car on display and noticed the good way to stop sticky fingers from removing the radiator caps and mascot from the cars. A fine stainless steel wire crimped around the cap/mascot and affixed under the bonnet. I thought it was a great idea. For interest sake, look up the 'Summit' car on the web. I have parts of one and there are only a very few left in existence world wide.
  9. Hi Roger, Thank you for all that. I can understand exactly where you are coming from re the costs involved. My 20/25hp has 'One Shot' lubrication which obviously hasn't worked for a long time and the shackles and bushes all have to be replaced. A big expensive job but so what, if I don't spend it my kids will, so I've taken up skiing. 'Spending the Kids Inheritance'. This is a photo of my car, GGP19, taken about 1968. It is known in Australian RR circles as 'The Safari Saloon' If I can get it back to that, I will be happy. Regards Rick.
  10. Sounds like a great project. There was a replica WWI RR Silver Ghost project here in Australia a few years ago but the bloke passed away and when the RR came up for auction, the wining bidder only took the rolling chassis and the scrappy got the complete replica body which went to China in the great scrap drive at the time. Do you have the correct Silver Ghost engine and running gear or are you going to use the what ever engine you have removed? I am restoring a 1929 20/25hp Rolls and I am lucky to have the complete rolling chassis with all matching numbers. This is the 20/25 chassis as it is at the moment. It was severely damaged in an accident in 1974 but is now dead straight.
  11. Looks like a late 1916 or a 1917 Albion A10. The early 1916 Albions never had the ALBION name in brass on the radiator, only the small oval brass badge fixed with 2 bolts. The 1917 used the radiator with ALBION cast into the top tank, Nice picture.
  12. Not much time left as ending November 4th 2020 is an auction for an unusual piece of equipment. FIELD GUN TRAILER, GRANT MOTOR CAR CO. 1918 https://bid.aumannauctions.com/lot-details/index/catalog/25520/lot/3772561?url=%2Fauctions%2Fcatalog%2Fid%2F25520%2F%3Fpage%3D2 Bid Online: Now - Nov 3rd, 4th & 5th 6pm Central Items Location: 16696 IA-64, Maquoketa, IA 52060 I hope the scrappy doesn't get it.
  13. You are doing a fantastic job but I notice that the Chassis Bars are slightly more agricultural than the ones on the the chassis of my 1929 20/25hp. Rolls-Royce which I finished wire brushing the outside of today.
  14. I'll repost the images as something other than a PDF shortly if you cannot view them.
  15. I have been following this interesting post and in the back of my mind I recalled something in one of the many many books in my library had something about a Riker. I remembered that it was in one of a series of books I purchased 20+ years ago so I had a look. This is what I found, it was not even listed in the index but searching for it gave me something else to do during the Covid19 lockdown we currently endure here in Victoria Australia. Volume 111 of a 6 volume set on page 434 of the general reference work "Automobile Engineering" dates 1922 had this drawing. I don't know if it will be of assistance, but who knows. Regards Rick. IMG_20201027_0004.pdf IMG_20201027_0007.pdf
  16. 1923 is quite late for Rack and Pinion steering. The 1905 Rover had Rack and pinion steering. The Rover 6 was a small two-seater 6-horsepower car and only the second car model made by the British Rover car company. Announced in January 1905 a 6-horsepower car remained available from Rover until 1912. This new smaller car employed a conventional steel reinforced with fitch plates wooden chassis with half elliptic leaf springs front and rear supporting the car on rigid axles. The forward end of the springs are fixed rigidly to the chassis frame, the rear ends slide within brackets.[1] The right pedal applies iron-lined external bands on the rear brake drums through levers and horizontal shafts. The left pedal first releases the clutch then when moved further the same pedal to ease the gear change applies the brake on the propeller shaft drum behind the gearbox. Steering is by rack and pinion.
  17. This is the Claudel Hobson on my 2 cylinder Austin engine. No. E181 or E136 take your pick. Does anyone have any info on this engine?
  18. Tony, whilst not wishing to hijack this great thread about the 3/4 ton Dodge, the Studebaker used to tow this 1915 Weaver auto ambulance before it obtained the crane set up. This is a photo of the weaver in use in Bairnsdale Australia behind the ute before the crane was fitted. The model 'T' Ford looks a bit sad. Ther weaver Auto Ambulance is in excellent condition.
  19. I have owned a 1916, 1919 and 1924 Dodges and I think that your Dodge is a bit later than 1917/18. More likely 1924. The earlier Dodges had a smaller radiator and the rear springs were 3/4 cantilever springs not semi-elliptical as seen on your Dodge. The dashboard also points to mid-1920's. The chassis number should be stamped on the centre cross bearer about under the front seat. Keep it as found and retain the patina. Here in Australia there is a car club known as the Feral Car Club. It only has original style un restored vehicles like yours which are fully restored mechanically but hardly touched otherwise. I have a 1924 Studebaker tow truck which apart from the canvas hood and a set of tyres is ready for the road.Almost 1200 hours have gone into it and you cannot see what I have done.
  20. The forth photo is of a Rolls-Royce tender with the dual wheel spares on the rear. Having a single spare wheel on the running board shows that it does not have duals on the front like this one.
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