Peter Bellinger, 26 Adelaide Street, Westbury, Tasmania, Australia 7303 is pleased to report that this 'New Way Goes and Goes Right, Again.' See his story inside this issue.
26 Adelaide Street, Westbury, Tasmania, Australia 7303
This story really started back in 1987 when a bloke told me he had some engines he wanted to sell. A time was arranged for me to have a look at them. I was expecting to see the usual M Type International, and sure enough there were a couple of them, and a 4 HP Cooper Type W which is actually your Stover, but the one that interested me the most was a New Way (photo 1).
So I purchased the Cooper and the New Way. The Cooper was in good order, although I had to disassemble the crank and flywheel to get it out the shed door. The chap had started to restore the engine and found he had this problem.
The New Way was not so good. It had a lot of parts missing, and once I got it home I looked it up in the Gasoline Engines Since 1887, but this model was not there. So it was back to issues of GEM. But my issues only go back as far as 1988 and I came up with no further information.
As I was not in a hurry to restore the engine I thought I would just wait and see what popped up in the magazines I receive. I didn't have to wait long because on the October 1988 issue of The Stationary Engine Magazine appeared a New Way model CH 5 HP.
I noticed a couple of things that were a little different, but it was basically the same as mine. I noticed my part number started with 'CH' so I assumed this was the model and not a part number code. Unfortunately the photo was from the wrong side and didn't show the carburetor etc., which is what I was missing, along with the magneto. To make matters worse, there was no address of the owner to get another photo. Again I came to a dead end.
In the meantime, I had been gathering up carbs that I thought I could use, as I didn't think I would ever find an original. One day I was looking at the magneto mounting bracket and thought it looked the same size as a Bosch used on some of the International M Types. So I tried it, and sure enough, the bolt holes matched perfectly, along with the shaft height and rotation. The only thing I needed now was a second one. Luck was on my side. While at an auction one day I noticed a magneto in a box of rabbit tray and it was just the one I wanted. There was also a four gallon drum of old paint and I got the lot for $2.00! The magneto was in very bad condition as a bit of aluminum had corroded away and I had to weld it back on. The bearings were rusted, the condenser needed replacing, and the coil had to be rewound. I was able to rewind the coil myself, and in all it still made a good buy.
I remagnetized the mag on the magnetizer I built using the diagrams in GEM some time back. Mind you, the cost you estimated hardly covered the copper wire, but I would not be without it now.
My big breakthrough came with the August '91 issue of GEM, when Hal Opdyke visited R.E. Olds Museum in Lansing, Michigan, and sent some photos into GEM. In one of the photos was a New Way, although it was labeled a Novo. One thing I noticed was missing was the nameplate on the top of the engine cowling (Photo 2). The most important thing now was to get an address where I might be able to get some photos of the carb. So I sent a letter to Hal to see if he would get me some photos of the carb and whether it had any maker's name on it. He said he couldn't find any name, so I assumed that it was their own make. However, the biggest surprise was how close the carb was to one I had here, which was a Carter (Photos 3 & 4) off an old Chevy. It even had the brass fuel bowl like the one in the photo (Photo 4). There were a few things a bit different on the engine compared to mine. For one, the fuel tank was mounted on the other side (Photos 5 & 6). At first I thought someone had theirs the wrong way around, but after examining the photos and the bucket they must have made left-hand and right-hand fuel tank brackets. The other thing was the crankcase breather was in a different place than mine (Photos 7 & 8). In a later issue of GEM, Gordon Peters of Aurora, Nebraska, was seeking information on a New Way CH in the Reflections column, so I wrote to him. His crankcase breather was in the same place as the one at the museum, but he did give me the name of another chap who helped him with his engine. So I wrote to Charles Wat' ters, Burlington, Washington, and told him of my troubles, but he hadn't seen a New Way with a breather part No. 798 mounted in the same place as mine (Photo 7). He did send me a photocopy of the instruction manual, and this showed yet a different version of a crankcase breather. This got me to thinking, why all the changes in design of the breather? The only reason I could think of was the crankcase was blowing out oil and the carb was breathing it back in, causing the engine to smoke a little. When you look at the one in the photocopy in the instruction manual (Photo 9), it now has a larger box type arrangement with a series of baffles.
Then we come to my engine with the breather fit down on the gear case cover opposite the mag drive (Photo 7). At first I thought if they had a problem with the engine breathing oil why mount it lower where the oil is? But I suppose it now had a much bigger lift, plus my breather was fitted with a one way valve which causes a crankcase vacuum that would improve lubrication and reduce oil leaks at bearings etc. The other reason I thought why they may have fitted it here was to improve lubrication in the gear case itself, because it may have caused a bit of an air pocket because it has a very deep and narrow opening.
At this stage I thought I had enough info to get started, so the first thing was to upsize the engine using oil pressure since there was no head to remove to knock the piston out. Having only one handhold cover to gain access to the big end bearing bolt, it has a hinge arrangement on the other side of the bearing cap. The engine had rusted in such a position that you couldn't gain access to the bolt, so the only thing I could do was unbolt the cylinder and push it off the crankcase. I had to make a new bottom half of the cowling, as the old one had rusted away where it was sitting on the ground. The screen on the back side had to be renewed also. I noticed in the instruction manual they had a wire screen, but mine has a sheet metal one (Photo 10) with a series of holes in it. Making this screen proved to be a bit of a problem, as the heat and a bit of pressure from drilling all the holes stretched the metal, and when finished it looked like something you would find in the kitchen for straining veggies etc. So I started again, this time drilling each row of holes from opposite sides. I also had to make an impulse coupling for the mag. One wasn't listed in the CH manual but one was on a CHA sales brochure (Photo 13), and there appeared to be one in the photo Hal sent me. I copied one off a Regal marine engine we have here which uses the same type Bosch mag. The job is always much easier when you have one to copy.
I now had to make an inlet manifold to replace the one that was broken when the limb of a tree fell on it. That's how the carb was lost. I used a couple of pipe elbows that did the job quite well (Photo 11). I also had to make a sub base although they were listed as an extra in the CHA sales brochure which might explain why my engine was mounted on a slab of wood. I had to weld a couple of bits back on the fuel tank bracket and make a new tank using Hal's sketches and dimensions. A double compartment one was shown in the CH instruction manual for petrol-kero, while only a single one for the CHA (Photo 13).
It was now time to paint all parts. Blue was the only color I could find on the engine, but I did decide to paint the cylinder silver, like the earlier models, as it is a bit more heat resistant and I thought it would look better. With all of the engine assembled, it was time for that first start, and I didn't think it was going to live up to their advertising slogan: 'Goes and goes right.' I could be like everyone else and say it went first-up, but that would be lying because there wasn't a bang or a pop to be found!
I had to go looking and tracked the problem down to no spark. What had happened was when I cleaned the points while repairing the mag I hadn't noticed I had gone through the platinum face. So, I had to sweat back on some more which fixed the problem. It just goes to show you can get caught sometimes.
It was now time to try again. This time we were up and running but far too rich. I had to make a smaller jet for the carb, as I didn't have an adjustable one like was on the original carb, plus the spring I used in the governor was too strong, and it was running too fast.
I ran the engine for a few hours and left it to try it again the next day. Well, we had no compression. It was all going out the inlet valve. At first I thought I must have blown the gasket on the valve cage, but the valve itself had warped. I didn't think it was much use regrinding it again because I had to face a fair bit off to get rid of the rust pits before, and it was coming to a thin edge best to get another! But it was not that easy to get one with a 2 diameter head, so I had to make one, which is often the best anyhow because you can make your stem oversize if need be.
With the engine completed and running it was time to find something for it to drive to make use of that beautifully designed clutch pulley. I hooked up the grain grinder which I bought at a clearing sale (Photo 12). It was missing the grinding plates and the end bearing, etc. I made the missing parts to my own design, because at that time I hadn't seen another. Plus I didn't know what make it was, although I thought it may have been American built because of the size of the threads on the ' bolts, which were 13 T.P.I. USS, whereas BSW (British Standard Whitworth) has 12 T.P.I. At the time of writing this story, I noticed another one at a sale and it had Duplex No. 11 Mill, Cliff & Bunting Makers, Australia, on it, so I am not so sure now. I mounted the two units on a woolen trolley using some small wheels to keep the unit as low as possible so people could see what was in the hopper from behind the safety fence. I now needed a piece of belting eight feet long. I managed to pick up a piece nine feet long at an auction. You can't get much closer than that.
I was hoping to have it finished for a rally back in March of '93, but it wasn't to be. I then planned to have it ready for our local rally in April, but I had other engines to get ready. I finally got it finished in March of 1994, ready for the local rally again in April but it rained a bit and I decided not to go. It is yet to be rallied, which really puts them to the final test because if engines decide not to go, that's the place they do it.
But at least I know it goes, although you have to prime it with a bit of fuel through the plug hole sometimes.
I would like to thank Hal Opdyke, Gordon Peters and Charles Watters for their assistance and time to reply to my letters and the photos and information they sent me. Hopefully, through reading this article they can see their time wasn't wasted. Thanks once again, fell as, and thanks to GEM for providing the means for one to get in touch with these gentlemen.
Roller Bearings Timken Adjustable. Heavy Duty; Rugged; Dependable. Easy to Operate; Easy to Service. Mechanically Balanced on Throws of Crank. Governor Fly Ball Type; Close Speed Regulation. High Tension Rotary Magneto; Impulse Coupling.
This Model of 'New-Way' Engine has been built continuously for sixteen years. Its accumulating successes prove the soundness of its design and construction. . . . . .
'New-Way' Engines are power units, flexible, dependable, light in weight and compact. They are especially designed for the heavy duty operation of portable, semi-portable, traction and stationary machinery. For quick, easy mounting on the driven machine the Model CHA can be furnished either with or without sub-base and with extended crank-shaft or with plain pulley or 'New-Way' Friction Clutch pulley. Clutches may be equipped with sprockets for chain drives.
The world's foremost engineers concede Aviation Engineering to be the last word in mechanics. It is significant that air craft engines are nearly 100% Air-Cooled. A Lieut. Commander of the U. S. N. sums up the reasons why as follows: 'The Air-Cooled engine power plant is generally superior as regards weight per horsepower, dependability, durability, cost and ease of maintenance.'
'NEW-WAY' HAS LED THE WAY IN AIR COOLING