Documentos de Académico
Documentos de Profesional
Documentos de Cultura
MAGAZINE
Issue 1 www.steel-wheels.net 2012
David Parfitt
Contents:
Page
In Depth
International Harvester Titan 10‐20 hp David Parfitt 3
Rumely advertising – Part 1 “Rumely Reese” Groshong 9
Photo Archive
Images of early IHC tractors at work 21
Tractor Trials
Switzerland 1918 David Parfitt 23
Orphans & Oddballs
Union Tool Co. “Ideal” and “Sure Grip” David Parfitt 26
Out & About
Featuring… Emerson‐Brantingham Kent McMakin 29
Cover photo: IHC friction‐drive tractor transporting wool bales in Queensland, Australia. [State Library of Queensland]
2
In Focus
3
In Focus
With only eight tractors built in the first year, Titan production did not really get going until 1916.
Notable features on the very early Titans are the long gear lever, lack of towing “eye” on the vertical
plate fixed to the front of the chassis, separate hot and cold air inlets on the mixer with no air‐cleaner,
and high‐bar magneto (later replaced with a more compact K‐W Model TK). Nevertheless, the overall
appearance of the tractor remained almost unchanged for the first three years of production.
The very first Titans had
a high‐bar magneto,
longer gear lever than
clutch lever, separate
hot and cold air inlets to
the mixer and no towing
eye on the chassis.
This example is TV 1680
built in 1916.
(Photos: Reynolds‐
Alberta Museum)
4
In Focus
The form of the Titan most familiar to British eyes. The majority of the 3200 or so Titans that came to the UK
were imported between 1917 and 1919, and so featured the short narrow fenders. This tractor is TV 12560 built
in 1918. Note the special “strakes” (flat pads) on the rear wheels and bands on the front wheels, which enabled
the tractor to travel on the road. The close‐up below shows the K‐W Model TK magneto, Madison‐Kipp Model 50
lubricator, funnel‐style air cleaner and small reservoir from which the water feed is taken to the mixer.
5
In Focus
In the first half of 1919 (somewhere around serial no. TV 33500) the Titan received its first significant
change, with the introduction of full‐length mudguards/fenders (though still the same width) and a
wooden operator’s platform. The seating position on the Titan places the driver up high out the back of
the tractor with his/her feet dangling in mid‐air and the original foot rests do not seem to have been
designed for normal human legs – the platform therefore made it a bit easier to climb onto the seat and
also offered the option of standing up while driving.
Towards the end of 1919 (some
time before serial no. TV 42500)
the fenders were changed again,
this time by increasing the width.
The bottom outside corners of
these were still square, as on the
previous design, but the front
corners were now rounded off and
there was a thick rib running down
the edge of each fender. (These
were similar in appearance to
those fitted to the 10‐20 Titan’s
bigger brother, the four‐cylinder
Titan 15‐30 hp.) A larger steering
wheel with rounded rim also
appeared around this time.
In early 1920 IHC gave the Titan
design a major overhaul with the
introduction of the TY series. The
engine speed was increased from
500 to 575 rpm, the tractor was
fitted with a smaller‐diameter
▲ Titan TV 38497 built in 1919 showing the long narrow fenders and
pulley and the funnel‐style air‐
wooden driver’s platform. This beautifully restored tractor is owned by the
cleaner filled with wool was Harris family and was photographed at the Yorkshire Vintage Association
replaced with a water‐bath type Rally at Newby Hall in 2011. It was imported into the UK several years ago,
and before that resided in a collection in Pennsylvania.
similar to that fitted to the 8‐16
(Junior) tractor. Instead of the
amount of hot/cold air being adjusted before entering the air‐cleaner, now only cold air passed through
the air‐cleaner, while a separate vertical heater pipe circulated hot air from the exhaust into the air‐flow
just before it entered the mixer body.
6
In Focus
▲ The final form of the Titan with the wide fenders, larger water tank, upward‐pointing exhaust and smaller pulley clearly
visible. This tractor carries serial no. TY 78293 and was built near the end of production in 1922.
For a brief period in mid‐1920 IHC seems to have experimented with directing the exhaust out of the top
of the heater pipe. Changes were also afoot with the mixer, and around this time some tractors had a
separate water bowl on the mixer to replace the primitive water valve used on earlier tractors. These
modifications foreshadowed the introduction of a completely new fuel system in 1921 (around serial no.
TY 68400?). Gone was the mixer, to be replaced by a brass Ensign Model JTW carburettor. A fuel
compartment was added to the small water reservoir in the pipe that connected the water tank to the
cylinders – both fuel and water were fed from here to the carburettor, which now had a separate water
bowl. Cold air entered the carburettor direct from the air‐cleaner, while hot air came from the exhaust
manifold, which was now situated on top of the cylinder heads. Other features of the later TY series
Titans include a larger‐capacity water tank at the front of the tractor, and a pressed steel seat to replace
the earlier cast one.
7
In Focus
Two more views of Titan TY 78293, built in 1922.
The brass Ensign Model JTW carburettor, with
fuel bowl at the top and water bowl underneath,
can be clearly seen, as can the connections to
the combined fuel and water reservoir located
just in front of the exhaust. The exhaust
manifold is now located on top of the cylinder
block with the exhaust pointing vertically
upward. Notice also the large steering wheel
with rounded rim.
Titan wheels also deserve a special mention, or more specifically, what was attached to the outside of
the wheel rims. On the majority of Titans the rear wheels were fitted with either small angle cleats the
same width as the rim, or wider large angle cleats that extended beyond the rim, while the front wheel
rims had angle iron “skid rings” fitted. However, most Titan tractors that were exported to the UK and
Ireland (and also possibly New Zealand?) were different – they had flat metal bands on the front wheel
rims and special cast metal pads or “strakes” riveted to the rear rims to allow them to be used on the
road in those particular countries. Such strakes had already been used for many years on steam traction
engines, and there was still room between them to allow extra lugs or cleats to be fitted if necessary.
All text and images in this article © 2012 David Parfitt, unless otherwise stated.
8
In Focus
RUMELY ADVERTISING
In the first of a two‐part series, “Rumely Reese” Groshong presents a short advertising
history of the Rumely Products Company, which operated from 1912 to 1915.
Meinrad and John Rumely formed M. & J. Rumely in 1853 as a foundry, and moved into threshing
machines and corn shellers. In 1882 Meinrad bought out his brother John and incorporated M. Rumely.
Soon they expanded into steam traction engines, plowing equipment and developed their first OilPull
tractor in 1909. Following several acquisitions in 1911 and 1912 (Gaar‐Scott, Advance Thresher,
Northwest Thresher, American‐Abell), the company was reorganized in September 1912 into M. Rumely
as the manufacturing business and Rumely Products Company as the sales arm.
From this point on Rumely started offering an ever larger array of products in addition to the steam
traction engines, separators, plows and gas tractors that M. Rumely had offered. Among the products
that Rumely advertised and sold were steam traction engines (two lines), threshing machines, gas
tractors (two lines), stationary engines (three different lines), electric power plants, oil products, trucks,
cream separators, plows, water and fuel wagons, power hoists, saw mills and more. Rumely Products
either bought companies or entered into selling agreements. Some of the companies that Rumely
entered into agreements with were Olds‐Seager (which became Rumely‐Olds engines), Falk engines
(which became Rumely‐Falk engines), Northwest Tractor (whose “Universal” tractor became the “Gas‐
Pull”), Watts Sheller, and so on. They were also one of the most prodigious advertisers of the period,
advertising in all the leading magazines and papers.
The success and expansion did not last long, as in February 1915 Rumely Products Company went into
receivership, and by October 1915 the companies were reorganized as Advance‐Rumely Thresher
Company, combining the old M. Rumely and Rumely Products back into a single organization.
[Email Reese at: rumely_reese@spxyx.com] © 2012 Reese Groshong
9
In Focus
10
In Focus
11
In Focus
12
In Focus
13
In Focus
14
In Focus
15
In Focus
16
In Focus
17
In Focus
18
In Focus
19
In Focus
20
Photo Archive
A selection of photos of early International Harvester tractors from around the world:
▲ IHC friction‐drive on trial at Bourges, France.
▲ IHC Type C Mogul working with a binder on the Daniel farm near Emerald, Queensland, Australia ca. 1915.
(Photo courtesy of State Library of Queensland)
21
Photo Archive
▲ IHC Titan 45 hp ploughing in the Chaouia region of Morocco, ca. 1914.
▲ IHC Titan 25 hp at a demonstration in France.
22
Tractor Trials
SWITZERLAND~1918
Switzerland is not a country normally associated with building tractors, except perhaps for the world‐
famous Hürlimann brand. So it may surprise you to learn that over the years there have been more than
120 Swiss tractor manufacturers! Many of these produced machines with a low centre of gravity and
small turning circle that were particularly well suited to steep Swiss fields. These specific requirements
of the country’s farms, coupled with the patriotism of the Swiss, meant that outside manufacturers have
often found it difficult to get a foothold in the country. But the Swiss haven’t always had it all their own
way, as these photos from a tractor demonstration in 1918 show. The event took place in two sessions:
from 14th‐16th February at Witzwil (a prison, which includes the largest farm in Switzerland) and 2nd ‐4th
April in the Kloten area. As well as the Swiss entrants, there were machines from the USA and Sweden.
© 2012 David Parfitt
▲ Berna was a Swiss company founded in 1902 to build cars, and later trucks. They began producing tractors during
the First World War – a May 1918 brochure for their “T3” model, which looks very similar to the tractor in the above
photo, indicates that it was rated at 40 hp, weighed 4500 kg and was capable of pulling a four‐furrow plough.
23
Tractor Trials
◄ The Schweizerische Lokomotiv‐ und
Maschinenfabrik (SLM), or Swiss
Locomotive and Machine Works, based at
Winterthur in the far north of the country,
entered this motor plough. Its two‐
cylinder “heavy oil” engine developed 18
hp. The company produced a range of
interesting and unusual tractor designs
over the years, beginning with a steam‐
powered rotary cultivator for use in Egypt.
► J.V. Svensons Automobilfabrik was
founded in 1901 at Augustendal near
Stockholm, Sweden. They built two‐
stroke hotbulb engines under the
“Avance” name, and these would
subsequently be used to power the
company’s early tractor designs. The
first Avance motor plough appeared
around 1912, and had a fixed plough
frame at the rear with three hinged
bodies that could be raised or
lowered using a cable.
◄ The Stella “automobile plough” was the
brainchild a pair of Italian engineers named
Galardi and Patuzzo, who patented their
design in 1916. It was actually built by the
Landwirtschaftliche Maschinen‐Centrale AG
of Bümpliz, now a district of the Swiss
capital Bern. Power was provided by a
locally‐produced Felix two‐cylinder 6 hp
petrol engine, which could be easily
demounted for stationary use. The operator
walked behind and controlled the machine
via two long handles. It was not a great
success and only a few were ever built.
24
Tractor Trials
► The Allis‐Chalmers 10‐18 tractor was
marketed in France as the “Globe”. It was
entered in the Swiss trials under this same
name by Fritz Marti of Bern (Marti would
later become the Swiss agent for Cletrac
crawlers). Allis had already had links with
Switzerland though – their first venture into
agricultural machinery had been a self‐
propelled rotary cultivator built under
license from Motorkultur AG of Basel.
◄ The Moline Universal Model B, sold in
Switzerland by Ammann of Langenthal, had
a two‐cylinder horizontally opposed engine.
It evolved from a design developed by the
Universal Tractor Co. of Columbus, Ohio,
which was bought out by the Moline Plow
Co. in 1915. The Model B can be
distinguished from the later Model C by the
semicircular shape of the right fender.
► The International Harvester
Company’s Mogul 10‐20 hp tractor
was very popular in Europe,
especially in France, Italy and
Scandinavia if surviving photographs
are anything to go by. The Mogul in
the Swiss trials was entered by IHC’s
Zurich branch house.
[N.B. Case 10‐20 and 12‐25 hp
tractors also took part in the trials,
but these are not pictured here.]
25
Orphans & Oddballs
≈
≈UUN
NIIO
ONNT
TOOO
OLLC
COO.. “
“IID
DEEA
ALL”
”AAN
NDD“
“SSU
UR EG
RE GR
RIIP
P””≈
≈
The town of Torrance in Los Angeles County, California was established as a planned community in 1912
and named after the man behind the project, Jared Sidney Torrance. Key to the success of the venture
was the decision by the Union Tool Company, a subsidiary of the Californian petroleum giant Union Oil,
to expand its operations into a brand new $800,000 factory at Torrance. Union Tool Co. was initially set
up to provide tool manufacturing and repair facilities, but went on to build an array of products
including a range of stationary engines for oilfield and other applications. These engines were sold under
the “Ideal” name, which was also used for a number of the firm’s other products.
► A stationary oilfield engine
built by the Union Tool
Company in 1912. This four‐
stroke unit was rated at 30 hp
and designed to run on natural
gas, which was a by‐product of
the petroleum industry. The
engine is displayed at the
Antique Gas & Steam Engine
Museum in Vista, California.
All text and images in this article © 2012 David Parfitt, unless otherwise stated.
26
Orphans & Oddballs
With the establishment of the new factory, work also began in earnest on a tractor design, and the
finished product was announced in late 1915. The “Ideal” tractor was a tricycle unit with the right‐hand
rear wheel replaced with a track, and had a mid‐mounted engine, presumably built in‐house. The design
must have proved less than ideal though, as when the next Union Tool Co. tractor, the “Sure Grip”,
appeared around 1916, it was a more conventional half‐track machine along the same lines as most of
the other California‐built tractors of that era such as the Holt, Best and Yuba. The “Sure Grip” Model D
had a four‐cylinder in‐line engine and was rated at 8‐12 hp on the drawbar and 25 hp on the belt.
Judging by the scarcity of information in the literature on Union Tool Co. tractors and the number of
surviving examples (just one?), it is likely that only a very few were built. It must have been hard for the
company to gain a foothold in a marketplace already dominated by several established manufacturers
who were building quality tractors tailored specifically for the Californian market. The “Sure Grip” was
listed until the early 1920s, by which time the Union Tool Co. had become the largest oil tool machinery
manufacturer in the world, with a workforce that had grown from around fifty employees in 1914 to
more than a thousand in 1921. It seems the company had decided to stick to what it knew best, and the
“Ideal” and “Sure Grip” tractors became just a footnote in the history of Californian tractor production.
▲ Advertisements for the Union Tool Co. “Ideal” tractor from 1915/16. [California Digital Newspaper Collection, Center
for Bibliographic Studies and Research, University of California, Riverside, California ‐ http://cdnc.ucr.edu]
27
Orphans & Oddballs
◄ Union “Sure Grip” tractor
with a two‐bottom plough at a
demonstration staged by the
Traction Engine and Implement
Dealers’ Association of
Southern California. The event
took place between the 17th
and 22nd of September 1917.
Probably the only surviving Union “Sure Grip”
tractor, pictured at the Best Show on Tracks
event at Woodland, California in 2008. The
serial plate describes it as a Model D 12‐25 hp.
28
Out & About
Featuring...
Emerson‐Brantingham
Kent McMakin reports on a couple of events in
the USA in the summer of 2012 that featured
Emerson‐Brantingham tractors.
The Emerson‐Brantingham Implement Co. of Rockford, Illinois. The name doesn’t exactly conjure up a
big thrill when it comes to steel‐wheeled tractors as compared to Rumely, Avery or IHC. Other than the
Big Four 30 prairie tractor of the ‘teens, the smaller and lighter E‐B tractors that succeeded it remain
somewhat of a mystery, even to those who have a strong interest in early farm tractors. Emerson‐
Brantingham is not exactly a catchy name. Sounds more like a law firm. But during the early part of the
twentieth century, the E‐B company was said to be the fourth largest farm machinery manufacturer in
the world. Yet the gas tractors the E‐B firm produced are today a rather rare breed and seldom seen at
tractor shows. The survivors are few and far between, with a modest number of restored or operational
examples to be seen by the public.
Three examples of E‐B tractors were available for viewing this past summer at two Upper Midwest
tractor/threshing shows. The Union Thresheree in Symco, Wisconsin displayed two E‐B tractors, both
owned by the Larry Werth family ‐ the Model AA and Model Q (both with 12‐20 hp ratings) were
acquired by Larry Werth many years ago. Though not presently in operational form, it was nice to see
them parked together outside in the sunlight.
▲ The Werth family’s two Emerson‐Brantingham tractors ‐ the Model Q (right) and late‐style Model AA (left).
29
Out & About
The 12‐20 Model Q was built in 1917 and 1918 and the Model AA produced from late 1918 to 1926. The
Werth AA is the later of two AA versions produced. The featured tractor company at this year’s Symco
show was the J.I. Case company, with many Case tractors on display. The collection of Case tractors
owned by the Werth family is very impressive. The presence of the two E‐Bs was rather appropriate as
well, as the Case company acquired the E‐B farm implement business in mid 1928, and continued to
produce some of the E‐B line of implements for several years.
◄ Another view of the later‐style
12‐20 hp Model AA (serial no.
33562), which shares some
features with its successor, the
15‐25 hp Model K. These include
an improved manifold and ribbed
fenders/mudguards.
▼ A rear view of the Model Q
(serial no. 24152) shows the
exposed bull gears inside the rear
drive wheels.
30
Out & About
The featured tractor at the Sycamore Steam Show in Sycamore, Illinois this year was one tractor, an E‐B
Model L 12‐20 hp owned by Warren Paulson. The show paid tribute to Warren, and his tractor, in
appreciation for his involvement in the preservation of antique farm tractors and machinery. Warren
created Paulson’s Agriculture Museum of Argyle in Caledonia, Illinois, just north‐east of the city of
Rockford (see the museum’s website at www.paulsonsagriculturemuseum.com). This museum contains
the largest collection of Emerson‐Brantingham farm machinery to be seen anywhere, and also contains
an E‐B Model AA.
The E‐B model L was Emerson’s first step into building a small gas tractor in 1916. Its three‐wheeled
design, with a wide drive wheel and conventional front, was not widely accepted and they were only
produced in modest numbers, although it still helped set the tone for later E‐B designs. Although
Emerson‐Brantingham didn’t make any great advances in gas tractor design, the implements they
produced were very popular for a period of more than 65 years.
All text and images © 2012 Kent McMakin
▲ Warren Paulson’s Emerson‐Brantingham Model L, serial no. 21690, on display at the Sycamore Steam Show in
Illinois. The tractor was purchased from Colorado and given a full restoration. Warren also owns an E‐B Model AA, serial
number 32712, which was a recent purchase from Minnesota and can be seen on display in his museum.
31
Out & About
Massey‐Harris gathering in Devon
In September 2012 the village of Broadwoodkelly in mid‐Devon hosted a gathering of early Massey‐
Harris tractors that was a first for this part of the country. Local M‐H enthusiasts Tony Folland and
Andrew Davey brought out several steel‐wheeled machines from each of their collections to show how
the U‐frame design inherited from Wallis evolved during the pre‐war period.
All text and images © 2012 David Parfitt
▲ Massey‐Harris 12‐20, serial number 106602.
32
Out & About
◄ Close‐up of the
engine in the Massey‐
Harris 12‐20. This
model was built from
1929 to 1935, with
some tractors having
the Wallis name on the
radiator and others
Massey‐Harris.
▲ Massey‐Harris GP, serial number 302506. The four‐wheel drive General Purpose or GP model was introduced in 1930
and was available in several different widths. This example has a tread of 66 inches.
33
Out & About
◄ This Massey‐Harris unstyled
Pacemaker, serial number 109644, is
a recent import from Canada. The
Pacemaker incorporated many
improvements on the 12‐20 design.
Obvious differences include changes
to the steering, front wheels, radiator
and gear shift.
► Massey‐Harris styled Pacemaker, serial
number 120665. The model has received
more modern styling and a change of colour
to red with yellow wheels. On later
examples the front axle was moved further
back to reduce the turning circle.
◄ Massey‐Harris styled “25”, serial
number 85160. This 25‐40 hp model
was the successor to the Wallis 20‐30
and was the most powerful tractor
offered by M‐H in the 1930s. The nice
original example pictured was
displayed at the event with a M‐H
two‐furrow disc plough.
34
Out & About
▲ The working field at Little Casterton, and in the foreground, two very different designs of single‐cylinder tractor: the
IHC Mogul 8‐16 hp and German‐built Lanz 12 hp HL Bulldog.
35
Out & About
Nelson tractor, built by the Nelson Furnace and
Blower Co. of Boston, Massachusetts, and featuring
four‐wheel drive/steering. This tractor is a recent
import to the UK and was previously part of a private
collection displayed at Prairie Village in South Dakota.
It is believed to be one of only two in existence.
36
Out & About
This Samson “Sieve‐Grip” is another recent import, one of a pair of Sieve‐Grips that came to the UK after being advertised
on Ebay in California last year. It looks to be an S‐25 model, perhaps built not long after the takeover of Samson by General
Motors Co., but maybe a reader can confirm this? No serial number could be found as the cast serial plate on the front of
the chassis appears to be a replica and the plate on the side of the engine was also missing. The tractor is shown pulling a
very interesting USA‐built Dempster corn planter with lister attachment.
37
Out & About
An Allis‐Chalmers Model L 15‐25 hp, serial number 21362, built in 1925. Only 1705 of this model were produced and this is
thought to be the only one of its kind in Europe. The Model L features a Midwest engine of 4.125 bore and 5.25 in stroke.
38
Out & About
▲ A Rumely Model W 20‐30 hp, serial no. W827, built in 1928. The tractor is fitted with extension rims and is shown
pulling a set of J.I. Case disc harrows, which feature some kind of mechanism that allow them to be changed from
transport to working position. Maybe one of our US readers can shed some more light on this?
▲ Richard Sturdy puts his Rumely 6A through its paces. This 1931 tractor is one of the last of this model built, carrying
serial no. 1300, and features French and Hecht wheels and electric start. Richard imported it from Michigan in 2011.
39
Out & About
▲ An Austin tractor built around 1919 at Longbridge in England. This particular Austin is serial no. R131, and may be the
earliest left in existence. It spent its working life in Tasmania and this was its first outing after an extensive restoration.
▲ Another British‐built machine is this very rare Alldays General Purpose Tractor Mk 2, serial no. 402. It was built by the
Birmingham company of Alldays & Onions, which was established in 1885 and also manufactured cars and motorcycles.
40
Out & About
▲ Peterbro tractor built by Peter Brotherhood Ltd of Peterborough in the east of England. Introduced in 1920, it was
heavily influenced by the Emerson‐Brantingham Model AA, but used an advanced Ricardo petrol/kerosene engine.
▲ Crawley Agrimotor manufactured at Saffron Walden in Essex. It was designed to be used as either a conventional
tractor, as seen above, or a motor plough via the removal of the front wheel and addition of a plough frame at the rear.
41
Out & About
Although Little Casterton is mostly about the tractors, there is also a diverse range of implements on
show. Some of the unusual ploughs that appeared at this year’s event are shown below. The first is a
French‐built Melotte reversible and the second a Canadian Cockshutt, but can anyone identify the
manufacturer of the last one?
All text and images © 2012 David Parfitt
42
In the Workshop
R
Rees orriin
stto ngga
a
Wallis Cub Junior
Oliver and Austin West tell the story of how their family
acquired an original‐import Wallis Cub Junior tractor, and
describe the progress made so far with its restoration.
It has been said that all good things come to those who wait. This is
true with our desire to own a Wallis Cub Junior Tractor. Having
visited the Stapehill Abbey Museum in Dorset, England whilst in the
area for the Great Dorset Steam Fair, we had seen their 1916
example parked in the yard display, open to the elements and deteriorating. This tractor, along with all
the others in the museum had been known of in the vintage tractor movement since the 1950s, when
they were first collected for preservation by some of the earliest collectors.
The Wallis Cub Junior was distributed in the UK by the Ancona Motor Company Ltd of London. This
particular example, serial no. 13159, was originally part of the famous “Power Farmer” collection in
Bedfordshire, and later moved to the Hunday Museum in Northumberland. When this museum closed
and the collection was sold, the tractor moved again, along with most of the other exhibits, to Stapehill.
When we wrote to the museum in 2002 to ask about the possibility of buying the Wallis to restore, they
declined, indicating their own intention to restore all the tractors. Several years passed and in 2006
rumour spread of a possible auction of all the exhibits. Now was our chance to own the Wallis!
43
In the Workshop
October 2006 came and luck went our way. Looking at the tractors on display, it was obvious that the
Wallis was in one of the worst conditions of all. However, when purchasing a wreck there can be no
surprises when you strip it to find worn out and broken components.
Due to other projects ongoing at the time the Wallis had to wait in the queue until December 2010,
when the tractor found its way into the workshop (see main photo above). During the Christmas holiday
period the engine and gearbox were removed and stripped to reveal worn out gearbox bearings and
engine components. Once in pieces the assessment of what needed to be done could begin.
◄ The cylinder head
removed for the first time
– things don’t look as bad
as expected!
▼ Lifting the engine out
44
In the Workshop
▲ View of the clutch and gearbox from below, showing corrosion and worn bevel gears.
▼ The underside of the engine.
45
In the Workshop
▲ Corrosion to the chassis near the gearbox.
▼ The exhaust manifold and heat exchanger after being heated in a fire to free things off.
46
In the Workshop
▲ The underside of No.1 and No.2 cylinder liners, showing an unusual clamp around No.1 liner.
▼ A broken big end bearing.
47
In the Workshop
It was decided to concentrate on the engine parts that needed specialist attention, starting with the
replacement pistons. After a few enquiries came to a dead end it was decided to cast new pistons. Good
friends working in the right trades helped to get these made and machined, supplying new rings and
pins as well. A few enquiries were then made to find an engineering company to regrind the crank and
repair the block. Thurston Engineering in Ongar, Essex was contacted and was able to do everything that
was needed.
▲ A broken piston.
▼ Three of the old pistons and one new piston casting before machining.
48
In the Workshop
▲ The reground crankshaft.
Six months later the engine had new crank bearings and cleaned out liners 40 thou over size, allowing us
to make the new pistons slightly bigger to compensate. The cylinder head was also overhauled with new
valves and repaired guides, with a skimming of the gasket faces to complete things.
▲ New crankshaft main bearings and white metalling.
49
In the Workshop
▲ Rebored cylinder liners and skimmed face of cylinder block.
Now that work on the engine was well underway attention could turn to the gearbox. This will require
new Hyatt roller bearings and bevel input gears. Repairs will also be required to the frame and axle
shafts, and the tractor will need new tinwork (sheet metal), but that is a story for another day.
All text and images © 2012 Oliver & Austin West
50
In the Workshop
Saunderson Model G
Restoration
Geoff Parfitt describes the restoration of his
Saunderson Model G “Universal” tractor, which
he acquired in 2008. In the first part of the series
he details the purchase, recovery and initial
assessment of the tractor.
I had always wanted to restore a Saunderson as my grandfather owned one many years ago, and it’s one
of the most iconic British tractors. Unfortunately it’s also one of the most desirable, and so whenever a
nice complete example came up for sale it was always out of my price range. The only option was to
look for a more affordable “basket case” tractor and undertake a major restoration job. I actually knew
of a very rough Saunderson located just a few miles down the road from where I live in Devon, and had
tried several times to buy it over the last thirty years, but the answer was always that it was not for sale.
▲ The Saunderson in its resting place amongst the bushes.
51
In the Workshop
▲ Another view of the Saunderson – a saucepan had been placed over the exhaust to prevent water entering the engine.
The tractor belonged to a local threshing contractor, who at one time had four or five Saundersons, and
used them up until the 1950s, breaking several for spares to keep the others running. Eventually he was
left with just one, which at the end of its useful life was parked up outside in the spot where it would
remain for the next fifty years.
I thought it was worth one last try to buy this tractor, so in May 2008 I set off with my son David to visit
the owner. He seemed more receptive than on previous visits, so I made him what I thought was a fair
offer based on the condition of the tractor, and he said that he would give it some thought. I didn’t
really expect to hear any more about it, but a week or so later came a phone call: the offer was accepted
and the tractor was mine if I still wanted it!
My thoughts then turned to how to transport the tractor, along with the large quantity of Saunderson
spare parts that were also part of the deal. The only realistic option was to use my 1962 Bedford TK lorry,
so at the first available opportunity we loaded up the ramps and headed the few miles down the road to
the farm where the Saunderson stood almost completely hidden in the undergrowth. The owner was
ready for us with his Minneapolis‐Moline UDS tractor, which he still used occasionally to winch other
vehicles out of trouble. This made extracting and loading the Saunderson an easy task, and it was soon
up on the bed of the lorry.
52
In the Workshop
Extracting the Saunderson with the help of a Minneapolis‐Moline UDS tractor.
53
In the Workshop
▲ The Saunderson and spare parts loaded on the Bedford TK lorry and ready for the short journey home…
Locating the spare parts for the tractor was not quite so simple. Although a couple of extra radiators
were close to hand in a nearby shed, most of the other parts were either partially or completely buried
in the ground outside the farmer’s workshop. The reason for this was that most of the parts were badly
damaged, so they still lay where they had been discarded many years before. Thankfully the farmer had
cleared some of the undergrowth that had since covered them, but we still had to make several return
trips with a variety of tools to extract all the spares. We loaded everything that we could for this trip
though, and set off home at a snail’s pace with our precious cargo.
▲ …and safely back in the yard.
54
In the Workshop
Once home we could properly assess exactly what we had taken on with this restoration project. As we
started to strip the tractor down it became clear that some parts of the tractor had survived half a
century of exposure to the elements without too much damage, while others were beyond repair. The
engine, for example, was internally in pretty good shape, as the owner had periodically poured oil into it
to keep it free. The chassis and wheels, however, had not been so lucky – the damp British climate had
really taken its toll on them, and it was obvious that some major rebuilding work was going to be
necessary. The other issue was that the tractor was rather a “bitsa” – it was actually made up of several
different Saundersons of different ages, for the reason mentioned earlier – but this was all part of its
history, and any Saunderson was better than no Saunderson at all!
◄ Removal of the cover
on the front of the
crankcase reveals that the
internals of the engine are
nice and oily and have
been well preserved
thanks to the previous
owner pouring oil into it
now and again.
► Side view of the engine
showing the cover for the
timing gears. Behind the
engine is the gearbox with
the top cover removed. On
the side of the gearbox are
the remains of the home‐
made band brake.
55
In the Workshop
The tractor had also received several home‐grown modifications during its working life to overcome
deficiencies in the original design. For example, an extra brake had been added as the original was not
really adequate to cope with the hilly country in these parts – in fact several local people recall this
tractor running away out of control while descending a hill many years ago. The decision was taken to
remove these “extras” during the restoration and return the tractor to original specification, as many of
these added bits were incomplete or damaged anyway.
▲ Rear view of the Saunderson, showing some of the previous owner’s modifications, including a
home‐made winch anchor and extension to the brake pedal. The winch drum can be seen inside the
right rear wheel. Note that the seat is non‐original and is from a horse‐drawn implement.
56
In the Workshop
The cylinders were removed without too much trouble, as thankfully the pistons were not stuck inside them. The
timing gears were a bit more difficult to free up though.
57
In the Workshop
▲ The crankshaft is revealed after the top of the crankcase has been lifted off.
▼ The last major component, the gearbox, is removed with the help of a David Brown Cropmaster tractor
The next part of this series will look at some of the work that was undertaken on the wheels and chassis
of the Saunderson, which involved some major welding! © 2012 Geoff & David Parfitt
58