Stationary Engine

68 Pages·2017·21.455 MB·English

NNOOVVEEMMBBEERR 22001177 NNoo 552244 UUKK ££33..8855 FFOORR AALLLL SSTTAATTIIOONNAARRYY EENNGGIINNEE EENNTTHHUUSSIIAASSTTSS
Lister-
Petter Cross
Atomic Ruston &
Hornsby
Model
IP
Corner
Sale
report
Show
reports
Model Corner
[CONTENTS]
Issue 524 November 2017
Stationary Engine, Kelsey Media, Cudham Tithe Barn,
Berrys Hill, Cudham, Kent. TN16 3AG
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SUBSCRIPTIONS bcoepenyr oigbhtta. inTehde efrdoimto rt hcea nonwonte gr uoafr tahnet ee 44 LLeetttteerrss ttoo tthhee EEddiittoorr 1188 LLeetttteerr ffrroomm AAuussttrraalliiaa
12 issues of Stationary Engine are
published per annum a personal response to all letters and The place where readers can express their Australian enthusiast Gary Thorne reports
UK annual subscription price: £45.00 emails received. The views expressed in thoughts and ideas on articles, queries on his local rally organised by the Goulborne
the magazine are not necessarily those
Europe annual subscription price: £61.49 of the Editor or the Publisher. Kelsey that have appeared in Stationary Engine or Valley Vintage Tractor & Farm Machinery
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Publishing Ltd accepts no liability for suggest new themes that they would like to Club Inc.
Rest of World annual subscription price:
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CONTACT US
UK subscription and back issue orderline: Klaeylesreeyd P purbivlaischyi nngo tLictde ,u gsievsin ag myouult ib-rief 8 Identity & Assistance Yeovil
01959 543 747 details about how we would like to This section is for readers seeking help with We take a look at three Petter Atomic
Overseas subscription orderline: 0044 (0) use your personal information. For full regards to identifying and/or information on engines exhibited at the Abbey Hill Rally.
1T1Uo9-K8l5l 8c9fr8u e5-se74t 7o3U7m S7-e40Ar72 ss7ue5brvsiccreip tteioanm o: r0d1e9r5lin9e : d0Iafs 1ey 9tsoa5uuil9bs h ,m5 av4ivit3setii5 nta 2gwn4 ywy. oqwuu.rke edsletsitoeanyil.ssc, o ipn.uldekiac ,sa eote ra scs yakol l ur aa dpvaicrteic ounla ar erensgtionrea otior nm paryobjeec ‘th.ow to do it’ 2e2n g Liniset.e r Cross rotary valve
543 747 consent, until you choose otherwise, 11 Petter powered Crofter’ Andrew Pawlak tells us about the Lister
Customer service email address: subs@ that we and our partners may contact thresher Cross D type experimental engine.
kelsey.co.uk you about products and services that
Cadudsrteosmse:r service and subscription postal wphilol bnee, oefm realiel voarn ScMe Sto. Yyoouu cviaan d oirpetc ot umt ail, Vpoawl Meroeodr eb yr eap o5rhtps oPne tate Cr rJoufntsio’ rt hernegshineer. 25 Kingsley Rally
Stationary Engine Customer Service Team at ANY time via email: data.controller@ Paul Cane reports on the engines seen at the
Kelsey Publishing Ltd, Cudham Tithe kelsey.co.uk or 01959 543524. 12 Cothi Bridge Vintage Show Kingsley Steam Rally in Hampshire.
Barn, Berry’s Hill, Cudham, Kent. TN16
3AG. United Kingdom Alan Cullen reports on the engines at the Cothi
Bridge Vintage Show. 26 Ruston & Hornsby IP Class
We take a look at the Ruston & Hornsby IP
14 Blackstone engines in Ulster Class engine.
Val Moore reports on a couple of Blackstone
is available for licensing worldwide. engines in Ulster. 28 Cheffins mid-season auction
For more information, contact [email protected] sale
15 Restoration of a Lyon Norman
gen set 30 Stuart Turner P4
Kevin Macdonald relates the story of his Lyon More on the Stuart Turner P4 engine owned
www.stationary-engine-magazine.co.uk Norman gen set. by Alan Squibb.
2 Stationary Engine November 2017
[CONTENTS]
EDITORIAL
48 53
Events 2018
Ia m writing this Editorial in mid-August,
and I am aware that there are still plenty
of shows taking place, and this will
continue well into October, but I need to
be thinking ahead and one of the features of
Stationary Engine is the 2018 Event Listing.
I must therefore ask event organisers, engine
stewards, auctioneers etc whose events cater
for the interests of stationary engine owners,
to please get in touch with their proposed
event dates.
If you wish to take advantage of a little FREE
advertising I need to know the details of your
event(s) as early as possible. It is no good leaving
it to a couple of weeks before your show, as you
are will be disappointed. This applies especially
to events held in the first few months of the 2018
show season, which as we all know seems to start
earlier every year.
What I need to know is quite simple; name of
the event, date(s), location, including post code
39 and a contact address/telephone number or email
where interested parties can obtain information.
Remember that the Events Listing is also read
by those enthusiasts wishing to attend an event as
members of the general public; when on holiday
for example.
I have spent quite some time searching the
Internet for event dates, and yes I have found a
number but I remain amazed at the number of
show websites that have not been kept upto-date
with details of their 2018 event(s).
Gremlins
Despite all our efforts to ensure that things are
correct, the Gremlins have struck again, this time
in the Jason Tysoe Profile in the October issue.
31 Bamford Follow-Up 50 Gayton Open Day On page 68 the top left picture caption should
read, “Jason is seen here refitting the crank into
John Hili reports on the work involved in Paul Bundy reports on the Gayton Open Day.
getting his recently acquired Bamford twin the 9½ hp Hornsby Ackroyd using chain blocks
cylinder diesel engine running again. 51 Events and his dilapidated Manitou; it is old but it does
the job…..”
32 Restoration of a Fairbanks, 52 Dynamometer Follow-Up
Morse & Co Home Lighting Set Charles Hamilton adds a little more to the Patrick Knight
Having read about a Fairbanks, Morse & Co Dynamometer story featured in the September
Home Lighting Set in the September issue issue.
Dave Wall was inspired to get the Lighting
53 Model Corner
Set he owns cleaned-up out on the rally field
Making drip-feed oilers for model engines; it
again.
can be a tricky undertaking.
Front cover:
34 Engine Gathering at Beaulieu 54 Big Economy engine One of a very
Patrick Knight reports on the Engine We take a brief look at a 7hp Economy few Gardner
GBeaathuelireinug. at the National Motor Museum, engine. NNOOVVPEEMMBBEERRe 22001177 NNtoo 55t2244 UUeKK ££33..88r55 FFOORR AALLLL SSTTAATTIIOONNAARRYY EENNGGIINNEE EENNTTHHUUSSIIAASSTTSS LCirsotesrs- 1eHngVin sepsi rkitn own
MR40aalr lky D , Tuwechwekkrleeis ntbhguertryoe rnwe paRos raatsln l oyon u ttshtea nDduinckgl ington 5C4 o Camrtoionng Next Issue AMSCaotolrodenmeelric RHuosrtnosnb I&Py tcs3oae9 rr9eria6xieli ssant n;ut hdimte db aetre s
collection of the H to R range of Lister
Peter Allen’s retirement, Model report from 1904. It
engines.
Corner, Ball hopper Listers, H type was purchased
44 Why Not Air-Cooled? Listers, IHC horizontal Famous, show in 2009 and
Sam Bloake asks the question why so few reports and much, much more... Show restored by
engines were air-cooled. reports present owner
48 Another radial engine SATVAATILIOANBALREY D EIGNIGTAINLEL YIS - A PLLSEOA SE VISIT Model Corner K Jones.
Roland Servais tells about his radial engine. WWW.POCKETMAGS.COM
November 2017 SSttaattiioonnaarryy EEnnggiinnee 3
L e t t e r s
TO THE EDITOR
and igniting the combustion mix. Larger device for reasons I have explained. A
Cold start devices
industrial and automotive engines have lot depended on the engine make and
Dear Editor. With reference to Royce used the CAV thermostart which is a design some were better than others.
Limb’s letter in the September edition fuel fed to a heating element fitted to The Ford York diesel engines fitted to
of ‘Letters to the Editor’. There seems the air intake. The element heats up, the early Ford Transits were notoriously
to be some confusion as to when cold expands and lifts a ball-valve off its seat, difficult to start even in hot weather!
start devices are fitted as a starting aid allowing diesel fuel to be ignited by the Direct injection again, depending on the
for diesels. The principle of the diesel red hot element; this in turn heats the engine make and design, were generally
engine, or more correctly a compression air with the burning fuel which is drawn good starters under temperate ambient
ignition engine, is that intake air is into the cylinder when the engine is air conditions. Perkins fitted the
compressed to something like between cranked, increasing the pre-combustion Thermostart as standard in the seventies
16 and 22 times its volume depending air temperature. A third method is to all their direct injection engines
on the engine design, which generates a to use the excess fuel device, usually fitted with the DPA rotary fuel injection
temperature to that of the ignition of the operator-activated, which allows the fuel pumps (no excess fuel device) Lister did
injected fuel. There can be some offsets pump rack to go past the overload stop not fit any such device as standard but
and that is the ambient temperature making a rich-fuelled mixture. It did one could be offered as option for use in
of the air entering the cylinder; if too help but produced an excessive amount cold climates. Their engines had good
cold it will reduce the heat generated to of black smoke which certainly would cold starting characteristics anyway.
below that of the ignition temperature not be acceptable today, however it was Eventually indirect injection engines
of the fuel, although continued cranking self-cancelling by the injector pump gave way entirely to direct injection.
maybe able to build up sufficient heat governor. I would like to clear the confusion
for the engine to start. Finally there was the start pilot regarding the GM 2-stroke (71 Series)
Let us look at direct and indirect which injected a measured amount and the Foden FD two-stroke. There
injection engines with regard to starting. of ether (better known as Easistart), is no difference in type of fuel injection
Direct injection is exactly what is says; a highly volatile fuel which virtually method. The Foden utilises a monobloc
the fuel from the injector is delivered exploded in the cylinder having a inline fuel injection pump, probably
directly into a combustion chamber in much lower ignition temperature than CAV, having its own pump camshaft
the piston crown. There are various diesel fuel. Another method was to driven from the engine gear train;
types: for example, a toroidal cavity squirt this from an aerosol can into the the GM has individual fuel injection
relative to the number of injector holes manifold. It is generally frowned upon pump and injector combined, which is
or central raised point combustion by diesel engineers. It can damage push-rod operated from a gear train-
chamber used when a pintle nozzle (a the engine, crack cylinder heads and driven camshaft. The individual rack
fuel cone injection) is utilised. This type even bend con-rods. The engines bars are linked together to the engine’s
of injection is good for cold starting as often become addicted with the stuff governor, while the Foden pump has
the air temperature above the piston and will not start without it. Flattened the rack internally connected to the
will be at its hottest. Looking at indirect piston crowns and slightly bent con- governor mechanism inside the pump
injection engines, the combustion rods reduce the compression ratio, casing. There is no difference between
chamber for example, the Ricardo- hence the addiction! Listers used a the operation of these two types of
designed swirl is situated in the cylinder method of a dual-compression ratio pump; they both utilise the original
head with a flame orifice to the cylinder. for their indirect injection engines. A Bosch-designed variable displacement
The injector delivers fuel into this change-over valve was screwed in, or pumping element feeding the spring
chamber. However the chamber is in the case of the Freedom engines needle nozzle injector. Injection
surrounded by the metal cylinder head (FR) a lever, which closed off part of pressure depending on the engine make
which is also full of cold cooling water. the combustion chamber and which and design would be anything from
Air-cooled engines fair a little better increased the compression ratio by around 150 to 200 Atmospheres (bars)
but are still surrounded with cold metal a further 2-1. Once the engine had Finally for the sake of clarity I
which serves to reduce the combustion started and warmed up, the changeover have been discussing diesel engines
air temperature and therefore could levers/screw restored the engine to whose method of fuelling has changed
cause cold starting difficulties. normal compression. For the sake little since before WW2 and even
Turbocharged engines tend to have of clarity this has got nothing to do earlier. Around ten years ago saw
lower compression ratio to reduce the with decompressors which were used the introduction of the computer-
BMEP which increases with pressure so that you could hand-crank the controlled common rail high-pressure
charging, so again a reduced amount of engine. Lister Start-O-Matic did utilise fuelling for diesel engines. This was
heat when cold starting. electrically-operated decompressors a major breakthrough in design in
To overcome this problem means to assist starting by allowing an initial almost every possible way and bears
introducing a cold starting aid of which decompressed crank because the series practically no resemblance to what I
there are several. Probably the most wound starting part of the generator have been discussing. I don’t propose
common, particularly for motor car wasn’t powerful enough to turn the to broach this field on this occasion as
diesels, is the electrical heater plug. engine over compression from stand this technology moves on in leaps and
This glows for a predetermined time still. bounds and is tied in with the control of
before starting and during the starting Generally speaking, indirect injection emissions.
sequence, thus heating the cylinder air does have some form of cold starting Les Talbot, by email.
4 Stationary Engine November 2017
register to now give us a good chance to well supported, with currently about
Tangye Register
determine a test date to within a year, at 240 members, who post a wide variety
Dear Editor. As some of your readers least for oil engines. Gas engines have of Tangye related material and photos.
will know, information on pre-1920 been harder because of lack of real data If any Stationary Engine readers
Tangye engines is very limited, which points. can help with Tangye information,
was the reason why several years ago I I have also published a Tangye web- including engine numbers, it would
set up a Tangye Engine Register to help page that is full of information relating be much appreciated. If I can help
Tangye owners find out more about to Tangye history, data on engine types anyone, they can contact me at
their engines. and other useful information, including [email protected] and I will try
The register currently lists about 500 a register form. This can be found at my best. Finally I would like to state
engines from all around the world. I http://www.oldengine.org/members/ that all personal information is kept
am very thankful for the help of many kmorris/tangye/tangye_index.html confidential.
people who have supplied real test or A “Tangye Engines” facebook group Kerry Morris, oztangye@gmail.
supplied dates, which has allowed the has also been set up, which has been com
and towards the Midland and Northern of visitors who recognised “Mum’s
Exhibitor Attendances
counties. The much greater distances Engine” and “Aeolis” following previous
Dear Editor. One of the problems being involved regrettably preclude me publication in Stationary Engine.
of wanting to be a regular exhibitor/ from thinking about trying to take part or Can I again at this stage seek some
attendee is the apparent increasing even visiting any such rally. help? For Health & Safety insurance
distances becoming involved. Here in the Fortunately there is still the local reasons one of my larger projects now
South East three of my local rallies have friendly forthcoming Purleigh Show has to be turned over by an electric
now closed down, these being the Essex where I hope to be an exhibitor. I am at motor. Can any reader help with my
Steam Rally, Sellindge and Ardingly, present pulling some potential exhibits obtaining a 12 volt motor of the type
resulting in much greater distances out of the back of my shed where these used in mobility scooters rather than the
having to be covered for taking part in have been quietly rusting away for more readily available 24 volt motors. A
other rallies. several years and refurbishing same for previous source of supply seems to have
Looking at the forthcoming rally the latter show. gone, and neither Amazon nor eBay list
listings there seems to be a definite trend At a previous Purleigh Show I was anything suitable.
of existing shows being away from the SE most pleasantly surprised at the number James Wells, MRINA, by email.
November 2017 Stationary Engine 5
David and I were surprised to see the our thoughts cannot be correct. Can
Loughborough College
brass plate as this gives exactly the anyone suggest what the number
Engines same information as the plate on my R8666 relates to and is there any other
Dear Editor. With reference to Phil engine. place(s) where a serial number might
Cherry’s request for information on his We were of the impression that the be found?
friend’s Loughborough College Engine number given R8666 represented the Sharon and David Appleton.
in the Identity & Assistance section of engine’s serial number, but having seen
the September issue; we, my husband the second plate with the same number Dear Editor. I have had the pleasure
of owning a Loughborough College
Engine for some time, in fact it was
featured in Stationary Engine No 521.
Whilst the engine was undergoing
restoration I was also trying to learn
something about these college engines;
what follows in a brief run-down of
what I discovered.
The engine serial numbers appear
to be nonsensical, but the prefix letter
gives the clue of where an engine was
placed. My engine for example, has the
prefix letter B which indicates that it
was sent to Bridgend Technical College.
Other prefix letters include R going to
the Rhondda Technical College and S
for Scunthorpe Technical College.
The numbering system is difficult,
near impossible, to understand. My
engine with the serial number B14105
was built in 1946 whilst engine number
R 17039 was built in 1951, but only
five (5) would have been built in that
time frame.
I did discover that in 1956 the
engine serial numbering system was
changed from five (5) digits to Four
(4) digits, with the first of the four digit
number being C8198. That engine
was dispatched to Crawley and later
modified and renumbered as LCT8199.
Martin Paffett, by email.
Unknown American
engine
Dear Editor. With reference to page
37 of the September issue and the
question about the American-built
engine. It looks similar to my John
Smyth engine. Engines sold under the
John Smyth name were manufactured
by the Waterloo Gasoline Engine
Company in Iowa, a company that
supplied engines to some 67 other
companies including Eaton, Jackson,
Majestic, Sandow and are known
generally as Waterloo Contract
Engines. When the Waterloo business
was sold to John Deere in 1918,
supplies of these contract engines
ceased.
My engine, rated at 4 ½ hp, is seen
here after restoration mounted on a
reproduction cart.
Peter Rooke, by email.
66 SSttaattiioonnaarryy EEnnggiinnee NNoovveemmbbeerr 22001177
January 1939 or later. This tends to today. 3) On page 37; the engine with
Help required
support a conclusion that production the owner stooped by its side is a Ruston
Dear Editor. Could you please print switched to Loughborough in January 30/40, without its top covers. I cannot
the following request for assistance in 1939, along with all unsold engines, put a name to the other engine, but it
Stationary Engine? “Is there anyone out parts, and unfulfilled orders. looks to be a two-stroke. 4) Heenan &
there in engine-land that can rewind an Thus 864 more 5hp M type engines Froude has been mentioned, but who
armature of a very old dynamo (50volts than was previously supposed existed was Heenan?
at 10 amps) I have had this dynamo and were erected at Loughborough. Gus Ellis, Hayes, Middlesex.
for many years. A segment came out of There is no evidence for any new
the slip-ring and embedded itself in the castings being made at Loughborough,
Petter Lubricator
winding. I have tried motor rewinding which may account for the odd builds
companies, but they are not interested, on some of these late engines. Further Dear Editor. With reference to Colin
so I am hoping Stationary Engine readers castings must have remained as I have Williams’ request in the October issue
can help. I can be contacted on 01225 seen records of parts supplied into the (523) for information on the oiler on his
754374 or via the Editor.” late 1950s. Petter VS8 #35411, it is fitted with a
Eric Gay, Trowbridge, Wiltshire. The copies so kindly provided by Jim “Petter patent lubricator”. This was one
Perkins will now be passed to Internal of Petters many experiments in lubrication.
The last Petter M type Fire Museum of Power for entry in their It appeared in 1924 and 1925, but because
archive. Petters built the majority of engines in
Dear Editor. It is an oft repeated
Roland Craven, by email. batches, then randomly assigned them to
and widely believed fact that the last
an order number, there is no clean cut-off
5hp Petter M type was produced in Dorman2AB engines
by either date or serial.
early1939. Evidence surfaced last year
Dear Editor. With reference to Jim As Mr Williams is probably aware,
that revealed a very different situation.
Anderson’s article in issue 519 on my changes in transfer port pressure drive a
I’ve now had the time to write up that
Dorman 2AB petrol engine, archive piston which operates a ratchet and cam.
research.
material has come to light that gives The cam then works a pump. Most of the
The Petter daybooks were purpose-
information about the Aveling Barford drawings for this lubricator can be found
printed on heavy paper and beautifully
products into which these engines were in the archive at www.internalfire.com
bound in leather with gold script, though
fitted. and more information is held within the
now somewhat worn. They must have
There was the GB series three-point European patents database which can be
been expensive to make and there are
motor roller of 5-7 tons, produced searched online.
several instances where a random block
between 1946 and 1970. I have been It is prone to sticking and there is no
of pages were used for other purposes,
given an email copy of a manual for visual indication that it is working without
presumably to avoid ordering new books.
this type of roller, which refers to the frequent resort to the try cock.
The highest serial in the daybooks that
Dorman 2AB engine. It also mentions It was preceded by various styles of
David Edgington used was 77769. That
that Ruston and Petter diesel units were dripper which proved unsatisfactory and
engine was sold on 20th April 1937 and
offered at that time. This information, it was replaced by the Madison-Kipp (M-K)
was sold to A W Barnham; like many
would seem that Dorman petrol engines lubricator first in single-feed and then
of the late engines it went overseas.
formed only a tiny minority of the twin-feed when cylinder lubrication proved
However I have seen a few higher serials
variants supplied during this twenty-four necessary. The 12-14hp and 18-21hp
and know that David was aware of a
year period. engines had a sub variant in which the
few.
I am also in contact with a gentleman pressure changes drove a piston pump
Knowing that production of many
from Peterborough who edits a which pumped oil from drippers to both
engine types switched to Loughborough
magazine especially related to Aveling big end and cylinder.
on the formation of Associated British
motor rollers. He had no knowledge of The M-K was in its turn replaced in
Oil Engines, and that those daybooks
surviving Dorman powered GB series 1926-7 by Petter’s own Calibrator which
were held by Jim Perkins, I asked Jim if
rollers, but did have an enquiry about proved to be reliable and long lasting.
he would check through his books. He
two years ago from someone looking Roland Craven, by email
kindly did so and was generous enough
for parts for a Dorman 2AB engine s/n
to take the time to photocopy the entries
50310 (two numbers up from mine). It Dear Editor. The Petter lubricator
and send them to me.
is not known whether the engine was in a featured in the Identity & Assistance pages
The first engine serial listed is 77770,
roller or preserved as a stationary unit. I of the October issue reminded me of a
sold to the United Africa Co. on 12th
hope to make contact at some point and past maritime practice; before an engine
April 1937. The last serial was 78634
find out. was started a pump was used to pump
sold to Messrs. Wingets on 7th May
Brian Eagles, by email. lubricating oil around the bearings by
1942. However, the order number and
several turns on the lubricating handle. The
serial did not run in synch; the last Comments
engine was then turned over several times
engine sold was actually 78619 sold
Dear Editor. I would like to make to ensure that all moving parts had received
to Messrs. Joseph Evans & sons of
a couple of comments to things that some lubrication before the engine was
Wolverhampton (the well known pump
appeared in issue 522. 1) How many started.
makers) on the 3rd of October 1942.
Horses (page 22), this is a good article Steam turbo generators has a similar
Orders taken by Loughborough had
but 33,000 ft/lb per minute, is on for pre-lubrication system where a small hand-
the order number prefix 4/ added. The
engineers, but I feel that 33,000 ft/lb pump was used to pump oil around the
first such order number in the newly
raised in one minute a distance of one- bearings, then up to the steam-line opening
discovered records was assigned to serial
foot would be better for lay people. 2) In up the steam valve. The turbo was started
78382 sold to Collisons (Beverley) Ltd.
my 1953 copy of Small Encyclopaedia, it and run-up to operating speed.
on the 12th January 1939. Some engines
states; Horsepower. James Watt worked In all cases, as the engine or turbo
prior to 77770 appear in the earlier
it out at 22,000 pound lift/one foot in started, the integral oil pumps then supplied
records, but with the Loughborough
one minute. He allowed fifty-percent the normal pressure oil to the bearings.
style order number and sale dates of
for friction, arriving at 33,000 as used James Wells, MRINA, by email.
November 2017 Stationary Engine 7
&&&
Identity Assistance
R
equests for information through ‘Identity & Assistance’ should be addressed to the Editor and must be accompanied by
at least two clear photographs (colour or black & white) or other illustration. State wherever possible bore and stroke
dimensions and any other sizes available. Suitable replies (preferably illustrated) will be published in the ‘Letters’ pages.
Readers requiring spares, handbooks etc, are advised to use our classified advertisement columns.
Unknown engine General view of the engine.
Mark Spry of Okehampton, Devon
has emailed seeking identification and
information relating to this small power
open crank engine that was found on a
farm, but was never actually used on that
farm.
Mark tells us that the engine has a
number of unusual features that may hold
the key to making identification possible.
These features include: the inlet valve
seems to have an adjustable washer with
holes, to tighten and slacken the valve
spring. There is an odd arrangement of a
chain-driven cam-operated push-rod for
the exhaust valve; both valves have a nut to
hold its spring on. The piston has a shallow
groove at the rear of its skirt.
The base has two ‘bolt-on’ pieces/flanges
by which the engine can be secured to a
foundation or skids. The magneto bracket,
sited at the rear of the engine, does not
appear to be an original fitment.
At the business end, there may have been
some modifications made. The spark plug
is located in a casting, lined with copper,
to make the chamber smaller. This has
resulted in the removal and replacement of
the spark plug somewhat difficult. Mark’s
thoughts are that the engine was originally
Engine seen from the flywheel side. Looking down on the engine.
fitted with hot-tube ignition and converted
to magneto ignition at some point in the
past. The throttle linkage, what there is of
it, is rather flimsy with little wear which
might suggest that it never worked properly.
Mark would like to discover who
manufactured the engine, was it built by an
amateur engineer from a set of castings or
was it professionally made? What parts are
missing?
Looking up at the cam-drive; what might
Inlet valve arrangement. the second toothed sprocket be for?
The spark plug is housed in a copper-
The chain-driven cam-operated push- Why is there a shallow groove around lined chamber. (Half removed for the
rod for the exhaust valve. the end of the piston skirt? photo).
88 SSttaattiioonnaarryy EEnnggiinnee NNoovveemmbbeerr 22001177
Triumph Engine.
Graham Dumbleton of Axbridge,
Somerset has emailed the following:
“Like so many people I came into
the Stationary Engine hobby by chance,
when I retired and moved into a sleepy
village in Somerset. Lister Ds were
my first engines, of course, and then
I looked for a different project and
graduated onto a pair of Lister L type
engines.
Recently, at the recent Sedgemoor
Vintage Club show, attended by over
120 engines, I was chatting to a friend
saying that I wanted another project. He
said that I could have an engine that he
had had under his work bench for some
time. After a little debating the subject, a
sum was agreed and the engine ended up
in my workshop.
Trying to learn something about the
engine, which has the name Triumph
clearly visible in the crankcase and
the numbers 8794 12 stamped in the
crankcase, my first port of call was the
“A to Z of British Stationary Engines”,
but no luck; I also looked into the late
David Edgington’s “Old Stationary
Engines”, but still no luck!
I enclose some pictures, in the hope
that readers of Stationary Engine can
help me my quest for information and
maybe even an approximate date of
manufacture.
The fact that the engine has no cooling
fan(s), and two points of access for water,
suggests that it had a stationary role. The
purpose-built stand with a bracket for a
magneto adds further stationary credence
to that thought.
I have been unable to establish a date
for the Patent Triumph Rgd No 429114,
but I have been shown a picture of a
1905 3hp heavy-weight bicycle that had a
very similar looking side-valve engine.
I would like to know what carburettor
would it have had, the make of magneto,
the style/shape of exhaust, how would
the cooling system and fuel tank systems
have been arranged and how would it
have been started?
Any information which fellow
readers can provide would be much
appreciated.”
NNoovveemmbbeerr 22001177 SSttaattiioonnaarryy EEnnggiinnee 99
11 years ago. His original thought Bore – 3 inches
Small Unknown
was that it might be a Tom Senior, Stroke – 4 inches
Niall Maclean of Llandudno,
but the flywheels are too big for that Flywheel dia – 12 inches
North Wales has emailed seeking
to be correct (unless someone knows Flywheel face – 2 inches
identification and information of a
different.) Length – 23 inches
small power open crank engine he
The brass plaque seen under Width – 14 inches
recently acquired from a friend.
the cylinder reads: “North Wales Height – 18 inches.
Unfortunately the previous owner
Transport Extravaganza 2002”. Could
knew nothing of the engine’s history
this be the last time it was exhibited at
other than that he purchased it from
an event?
a saw mill just outside Bangor about
1100 SSttaattiioonnaarryy EEnnggiinnee NNoovveemmbbeerr 22001177