[vhgmcbuddy]

Yes a bitsa in America they call them doodle-bugs. The engine is a 350 cc JAP which possibly came off a late 20’s Raleigh motorcycle, as they were belt driven. JAP did produce a 2 stroke with chain drive to the magneto called an Aza but it is not this engine, the gearbox does look Albion of sorts. Lawn mowers were made by back street engineers so why not 2 wheel tractors
Andrew

[vhgmcbuddy]

Hello Andy, you were right the lapping in did the job , I used cream cleaner and brasso with the male part in the Dremel type drill . THANKYOU.

[vhgmcbuddy]

Hello Andy sorry i did not get back to you sooner i couldnt get my phone to send any photos ,I used too, any way the engines are a BUX and the carburetter is an AMAL ,The rotorvator has a yellow domed alloy cover , the float in the carb is brass and does not have a leak so that rules out a leaking float.What about using a paste to grind in a seat like a valve .Im disappointed i can`t send any pictures , Thank you for your time in trying to sort it out.NICK.

[vhgmcbuddy]

great calendar excellent idea, do have you one for 2025 thank you !

[vhgmcbuddy]

Another way of getting bearings that I have done many times is to get one from one of the large online suppliers. I have used Bearing Boys and Simply Bearings. If the bearing has a manufacturer and a reference number on it. You can cross reference it with the company’s lists. If not, measure the OD, ID and width and put that in the company search engine. You will need to determine if the bearing is metric or imperial first though. A 1989 machine may have either size as it was in the middle of a period when the sizes changed. The balance of probailities is that Hayter used a stock bearing that is still readily available. But would firstly take advantage of David’s kind offer, he has vast experience in these matters.

[vhgmcbuddy]

HI ANDY the engine fitted at factory is a kohlerK91,3.7hp mike

[vhgmcbuddy]

Did you get the information you needed? From the limited information and pics I can only guess at this being a Mk11-C engine, and I will say a Mk11-C based engine. The C denotes the engine size of 147cc. The Mk11-C was an early dedicated industrial engine from Villiers used by a number of machinery manufacturers for quite a long time, into the 1940s, it is common on Allen Scythes with a cooling cowl. I say ‘based on’ because I believe it was the first engine also sold branded as an ‘Atco Villiers’ for Atco machines. The MK11-C design dates to the 1920s and was first launched in 1928, the single-piece barrel and ‘sunburst’ fin pattern on top of the barrel align to that period. Atco had used earlier Villiers engines, e.g. MkVI-C, but they would be Villiers branded engines. Most of the Villiers engine barrels of this time should have the Mk cast into the base of the barrel in Roman Numerals but it may not be put on an Atco Villiers engines if I am correct. I have pictures of them having ‘Atco Villiers’ cast into the alloy crankcase so check for that which would probably confirm my guess. On engine number, the first three digits of yours identify to Villiers their customer for the order, so 636. There doesn’t seem to be any order to these numbers, each customer which ordered engines for machines was given a code to identify them, 636 is probably Atco. I have a list of what I matched up a few years ago somewhere but I have so much stuff and so little time it is all packed in crates. One day…. Therefore, the engine number is actually 2492, made for customer / order 636. The B2577 is a barrel type part number, I have never seen anyone list these out. I am also going to suggest that the engine is just post-war. It is an old design but the use of the customer ID serial number system only started after the war and my notes suggest the Mk11-C engine was on sale until about 1946 so my guess is this kind of date, 45 – 46. If anyone knows the exact date I would like to know as I would update my engine records notes if it goes beyond 1946. Some of the rest of the machine looks more ‘modern’ than earlier pre-war machines. For a small engine size the carb would probably have been the Villiers Lightweight carb. If you want to confirm any of what I think this engine may be get back to me, I get very little time to log on to forums but will check any replies. I was actually trying to renew my membership and my interest was caught by your question! I probably have info on the engine and manuals. Ian

[vhgmcbuddy]

Bonsoir

C’est tout a fait ça! Puis-je mettre la photo sur le site SIMAR?
Comptes-tu le repeindre dans sa couleur d’origine?
Si tu connais son petit frère, je suis preneur.

A plus

Marc

https://simar-motos-tracteurs.over-blog.com/

Good evening

That’s exactly it! Can I put the photo on the SIMAR website?
Are you planning to repaint it in its original color?
If you know his little brother, I’m interested.

See you more

Mark

[vhgmcbuddy]

Thank you Marc
I think the main problem again when identifying early machinery is always matching it to any paperwork that is available, and peoples memories, As has been stated already in their history that the early days, the cost of producing the machinery nearly broke the company. also unlike in the modern world we live in, every machine made would have had slight differences, and in some cases their development went backwards.
Its like the history of who owned this machine in the past few years, just because my great friend John Little in Edinburgh looked after it, did not mean that he owned it! That was the perception of others.

[vhgmcbuddy]

Good evening

Indeed it must be an M7, it looks like my Somua C2. As Mr. Dufour, last boss of Simar, explained to me, the first 50 C2s were manufactured by Simar and resold in Somua, it was the M7.

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[vhgmcbuddy]

Bonsoir

Effectivement ce doit être un M7, il ressemble à mon Somua C2. Comme me l’avait expliquait Mr Dufour, dernier patron de Simar, les 50 premier C2 ont été fabriqué par Simar et revendu à Somua, c’était le M7.

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[vhgmcbuddy]

Well done Robert, what a fine start, just goes to show, if we put our trust within our younger members, after all they are our future!

[vhgmcbuddy]

If originality or you get the understandable satisfaction from doing a repair to the existing tap. Then you can carry on doing it with the care you have taken to date.

Personally I would replace it even it just to save the time and the trouble of fixing the old one. I am more interested in functionality that originality. Expect the thread into the tank would be BSP, it likely to be either 1/8” having a 0.383” diameter and 28 TPI. Or 1/4” with 0.518” diameter and 19 TPI. The fuel pipe is most probably 1/4” bore. Would fit a small in line filter too. There are loads of different petrol taps that would fit. Again personally would not fit an Ewarts cork one from choice. Find they often leak. But have replaced the cork with some O rings and that seems to offer a good seal.

[vhgmcbuddy]

To return to the subject at hand. Repeated applications of home-made penetrating oil in all orifices, gas torch until sizzling then cooling, spindle in soft jaws, spanner on petrol cock body, turning…. “Click!”. The threads in the body need cleaning up, they’re stiff, the spindle threads seem to have suffered. Don’t know what the thread is, might be 1/16″ BSP (?). I’ve got some gauges somewhere, and some taps.

• This reply was modified 1 year, 10 months ago by vhgmcbuddy.

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[vhgmcbuddy]

David,

Hugely impressed with the machining you can do. Have a mate who is very elderly who can do similar. Know it takes a massive amount of skill, experience and time to produce such items.

Grahame

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