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Tomo.T last won the day on February 28

Tomo.T had the most liked content!


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  1. The water pump casing patterns (or prize turnips ) are coming on nicely. They were treated to a spin on the mighty Colchester to sand up the outer surfaces. A little filler was applied, followed by several coats of Bonda. This has produced a gradually improving surface with every flatting and if all else fails I shall have a lovely collection of table lamp bases. Next up is to cut the core pattern in half, which will be a delicate process for sure ! I have been warned to expect another package of goodies from 'Rosso' in Australia. I am eager to see what has been achieved despite the lockdown in NSW. I will post pics on arrival.
  2. A visit to Quainton for the Classic car show on bank holiday Monday was a good excuse to meet up with Steve and Tony Gosling, who had kindly brought some patterns for me to borrow. The three Musketeers had driven over in a convoy of WW1 lorries. The Halley of Barry Wetherhead, the Goslings J type and Graham's AEC, all arrived on time and made a fine sight, which I completely failed to capture on camera, (Anyone have pics of this pls.) Steve was deservedly awarded the best of show cup by the judges. I returned to the workshop to examine my borrowed treasure. The first step was obvious and some minor repairs were carried out to the patterns, followed swiftly by a fresh coat of Bonda. So I am on safe ground at the moment, but I fear it's not going to last.
  3. Attention has been focused back on the cylinder head where the locking tabs for the valve cap rings needed tackling. On examination it was difficult to see how these items were expected to work. Mike Lewendon suggested stepping the ends underneath the tabs on the valve cap rings, thus improving the grip. Also a slight straight edge was taken off the otherwise curved tabs. This led to a two day filing and fitting exercise which has now produced the desired result The fixings are temporary and will be replaced with the correct bolts as soon as EBay has provided
  4. Meanwhile back at the airfield.... An earlier attempt to fit the foot pedal shaft and connect up the steering, ended in abject failure, due to a missing end cap in the case of the steering gear, and a complete refusal to fit by the pedal shaft. I returned to base defeated, to ponder the problems. It turned out I had assembled the pedal shaft components incorrectly, so that was an easy fix. The missing end cap was machined from solid by Mike Lewenden on the CNC mill. (see previous posts.) Armed with these improvements, I returned to the fray, and this time everything fitted correctly, to my considerable relief. I treated myself to a short spell in the driving settle, watching the front wheels turning under the control of the new steering wheel. Not too much mind, as such practices are specifically forbidden in the drivers manual ! Elsewhere, the reduced head bolts for the exhaust caps have been turned out by Mike and fitted in their respective holes. The rest of my time recently has been taken up with work projects, which has to be a priority at the moment.
  5. Hi Steve, I will pass on Doc's recommendation for bespoke gaskets. They made a very nice job of mine too. E. Dobson & co. Keighley. 01535 607257. Just send an original in a sealed bag and they will copy them. Tomo.
  6. Ok that looks pukka. Cheers Steve ! As you were Doc !
  7. Hi Doc, the horn looks good, but I wonder about the badge which sadly looks like an 'added value' item. I have become very suspicious of such additions, especially when soldered on, the originals were rivetted. Caveat Emptor !
  8. Stan has sent some hi -def pics of the finished mag shaft. I managed to find the spacer plate that came with the mag and adjusted the foot plate to suit, so it's all lined up and ready to go. Obviously we could have attached the brass pinion directly to the shaft and adjusted the timing with the vernier coupling, but we went the extra mile and utilized the annular thread, which was the original means of adjustment. The result is a satisfactory compromise, which gives us the best of both systems and allows the use of the impulse coupling to provide easier starting.
  9. Correct ! No excuses for getting the timing wrong now.
  10. The mag drive pinion from 'Rosso' in NSW. was not quite the direct replacement I had hoped for. In fact, it rapidly turned into a full scale engineering project of its own ! Mike Lewendon took up the challenge and first bored and bushed the body, extending the collar to cover the annular thread on the shaft. The clamp bolt was smaller and thus out of kilter with the annular thread which it needed to engage with to provide infinite fine adjustment to the timing. ( A very useful feature ! ) Mike made a solid bronze plug for the hole and all was expertly silver soldered together by Stan. Mike, meanwhile, worked out the correct centre and then drilled a new hole for the clamp / adjuster bolt, which fitted perfectly. The shaft was carefully shortened in order to accommodate the impulse coupling and Stan's welding produced an invisible repair. The shaft was then re re-aquainted with all it's drive gear, bushes and ( new ) bearings, re assembled into the timing chest and connected up to the mag. All fitted nicely, but the mag needs raising slightly which will be accomplished by a spacer plate underneath. Thanks are due to Mike and Stan for engineering excellence and to Rosso for finding and sending the parts.
  11. Steve, There was a modification to the heat shield by the military and it is mentioned in 'Auriga's' Book of the Thornycroft, in the section following p. 45, 'Alterations in details of J type W.D. Lorries.' Nov., 1914 Hot-air Oven. - Oven deepened. The army version curved round more and may have protected the mag better. One of these military heat shields has survived and is in place on the X type M4 engine on display at Milestones Museum. This vehicle was originally military. Tomo.
  12. Thanks Steve, yes we made it's little extension, There is no support for the filter tube otherwise.
  13. Mike kindly turned up the missing plug while I waited and suddenly we were clear to fit the sump. I had recently obtained some old stock automotive 3/8" Whit nuts from Australia and these were put to good use along with slightly less authentic locking washers. The engine has grown considerably with this latest addition and is now sealed apart from the locking bolts for the exhaust valves, the timing covers and the priming cocks.... oh, and the mag drive shaft which is making progress.
  14. Dunc has been keeping me busy of late, so there is not much to report on the J type, however work did commence on the ht tube before I left. This is an unlikely survivor, although the Oz climate has been kind to it, other problems were apparent. The poor old thing had been subjected to a a good beating with a blunt instrument at some time in its past life. This had left a number of 'dinks' in the tubing and bent one of the cast brass brackets out of shape. I first tackled the 'dinks' by inserting a suitably sized lucky off cut into the tube end and tapping it gently through. It was not possible to anneal the tube due to the soldered joint but luckily for me the tube was very soft and went back to its previous shape with no problems. Flushed with success, I then approached Stan about straightening the bent brass arm, which he was reluctant to attempt as it would probably break. He did give it a go, after annealing it twice, but he was right and it did crack, so he silver soldered the bits together and it's now very hard to see the join. Excellent work from Stan. A little more paint followed and that's another original bit saved for further service. Elsewhere, the oil filter tube had another clean by Stewart and is awaiting its plug, before the sump can be fitted and nutted up.
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