Date

Picture/Caption

11/20/2010

Lawrence removing cylinder heads, Collin removing engine proper mounting bolts

11/20/2010

Nicholas Swanz discovering why the engine would not turn all the way over - some critters had set up housekeeping inside both cylinders.

11/21/2010

Collin removing some of the engine mounting bolts.

11/21/2010

Although we got excellent reading on the flue sheets and firebox, we needed to remove the jacketing and get thickness reading of the barrel to ensure of the overall condition of the boiler. Here Lawrence is removing a section of the jacketing. We wore masks as we suspected that the insulation material used in the day was asbestos. After removal, the smallest reading measured on the barrel was .529 inches. Many readings were in the .56 range leading us to conclude that the original thickness was 9/16 inch.

11/21/2010

It wasn't long and the engine proper was separated from the rest of the engine. Here I am guiding the engine proper down to blocking sitting beside the rest of the engine.

11/21/2010

Here the engine proper sets beside the rest of the engine on wooden blocking. Lawrence will be modifying the cart we used on the 40 Gaar Scott restoration for the 36 HP engine proper. This will allow us to transport the engine proper to Lawrence's place where he will be totally reconditioning it.

11/25/10

When we took a closer look at the engine proper we could see that the valve stem was broken in two. After removing the steam chest cover we discovered that the slide valve was broken into two pieces as well. It was obvious that something bad had happened that took the engine out of service. Based on the ware on the gearing and engine components though, the owners got their moneys worth before the catastrophic event occurred.

11/27/2010

After Lawrence made the modifications necessary to support the engine proper, we moved the engine from the blocking we had set it on a week earlier to the newly modified cart.. Here Collin and his grandfather Bob Hall guide the engine unto the modified cart.

11/27/2010

Here the engine proper is mounted on its cart and on my trailer ready for transport to Zimmerman, MN.

11/27/2010

We next turned our attention to removal of the gearing. Here Nicholas is using a Porta Power to pull the right driver out so we could get the differential gear and shaft out. We had a difficult time getting the hubs removed from the driver axle. We had to torch the locking pins down so the hub would come off. This required lots of heat, pounding, and penetrating oil to accomplish. It took us several hours per hub.

11/28/2010

Once both drivers were out past the differential gearing we were able to remove it.

11/28/2010

Surprisingly, the differential came apart very nicely thanks to the locking cap threads being stripped.

11/28/2010

Removal of the intermediate gear and countershaft quickly followed.

11/28/2010

Next, we went to removing the left rear driver so we could remove the bull gear. Here Lawrence and Nicholas are pushing the driver out with the aid of a Porta Power.

11/28/2010

After the bull gear was removed, we noticed one of the spokes in the gear was broken clear through. From this and the overall condition of the gearing, it was obvious that the old girl had been doing some serious pulling in her day.

11/28/2010

We put the naked driver back on the engine and moved the bull gear along side for safekeeping.

11/28/2010

11/28/2010

The above pictures show the state of the project after a couple of weekends of work. I wish assembly would go as fast.

1/23/2011

Lawrence, Eric Bremer and Brad Vinkenmeier disassembling one of the front wheels. One of the hubs was broken and the other badly worn so we decided to have then both re-furbished,

2/12/2012

Collin and Cory cleaning bull gears getting them ready to take to the foundry to have new ones made.

5/13/2012

Nicholas and Lawrence removing the lower cannon bearing with rear axle.

7/11/2012

Collin and Nicholas disassembling the rear platform.