The start of another interesting restoration project.
Dry stored by us for a number of years, but not before being subjected to the affect of the British weather by previous owners, corroding most of the sheet metal parts.
An initial inspection showed the unit to generally be complete, but with some noticeable exeptions, whilst the wheels turned freely, the engine/ compressor was a different matter, seized solid. The carburettor was in place but there was no sign of a magneto, just a bracket to mount it on.
Fortunately the brass specification plates were intact showing the engine to be a Waukesha model XA dated 1926 with
other plates which will add to the appeal of the finished project.
Investigating what was seized, the engine was the obvious place to start. If that problem couldn’t be resolved at a sensible cost the project was destined for the scrap bin.
The first bit of good news was that the compressor unit was free.
The engine itself was the problem. The second bit of good news was that it was the pistons that were wedged in the bores, the crankshaft and big ends appeared OK. The big end caps were shimmed and would therefore adjust to an acceptable tolerance.
It’s always a challenge to get the pistons out of these older engines as the big end is larger than the bore and the gudgeon pln is never visible above the block.
The pistons have to come downhill past the crankshaft which needs to turn to permit this manoeuvre. The more pistons that are seized the more difficult to dismantle
Machines of this age have Plenty brasswork and this compressor is no exception. All carefully removed for cleaning prior to reassembly.
First on the list was piston rings, 2 compression and 1 scraper ring per piston.
The pistons were 15 thou oversize and we managed to obtain replacements from Cox and Turner of Yeovil. The compression rings were 1/2 depth, needing 2 rings per groove.
The valves were beyond lapping, but attention on the Black and Decker valve refacer gave us an acceptable surface.
A Simms magneto from our “stores” was a perfect match for rotation, centre height and fixing bolts. The points had been removed by a previous owner but our stores came to the rescue once again.
A Simms vernier coupling was purchased and machined to fit.
We needed plastigauge to check big end clearances, eventually compromising on 3-4 thou shell clearance - better not to be too tight.
Balata flat belting for the fan belt from E bay.
UNC/UNF nuts and bolts and for authenticity new Castle Nuts for many of the fixings
More to follow
After ascertaining the firing order to be 1, 2, 4, 3. and marking TDC on the flywheel as a timing mark, a quick test run of the engine proved successful.
Further Content to follow
Content to Follow
Content to Follow