[wristpin]

That definitely solves the the issue as everything matches the info’ from the States. Also, easy to see the Suffolk connection – the sump in particular. I wonder what the deal was; did Suffolk buy the rights when BS moved on to a later design or were they paying royalties on a per engine basis. Pity that they didn’t update with a later Briggs rather than that horrible Tecumseh inspired 98cc alloy blocked lump.

[wristpin]

Same here!

[wristpin]

Regularly used to de-gas and braze tanks such as the old Atco cylindrical ones where the end fixing brackets used to crack around their spot welds and the kidney shaped Suffolk ones – again, cracks around the spot welded fixing brackets due to vibration and people using the tank as a handy lifting point!

[wristpin]

Just go ploughing with it – will soon be bright and shiny! Then don’t forget to grease it up afterwards.

[wristpin]

Posted your query on the new US PPETEN forum (formally the PER forum) and this was the reply

MODEL I — (1938-1949, 3/4 – 1 HP, 2.00″ Bore, 1.50″ Stroke, L-Head)

Small industrial quality L-head engine based on WM series cylinder block. These engines have a deep oil sump with an oil pump and a float feed carburetor. Most were direct mounting, ball bearing engines. Many varieties of this model are found. This engine is commonly found on WWII motor generator sets.

Another link!
http://asecc.com/data/briggs/engnotes.html

[wristpin]

If it’s not too rusty, does it by any chance have Crocodile Brand and an image of a Crocodile stamped into it? They were a well known Sheffield maker of Machetes (or Pangas depending where you are) and supplied the armed forces and foreign governments. I while back I bought a box of 50 (don’t ask!) all still in their original wrapping and the box stencilled with government contract numbers etc.

[wristpin]

My original suggestion was based on the Showman’s original estimate of 1950s but I guess that we will have to wait until he revisits the depths of his shed!

[wristpin]

Normally stamped into the blower housing (BS for engine cowling) either horizontally adjacent to the spark plug or vertically on the back partly obscured by the carb. Not usually on riveted plate until much later intro of the Vanguard series of engine and they were a silver on black ally affair.

[wristpin]

I’ll stand to be corrected but with that model number it should fit the Model/Type/Code criteria; does it have those words any where?

These links may be of use
https://www.dropbox.com/s/qldis7mbh78cfwg/Briggs%20model%20id%20old%20and%20new0001.pdf

http://edgeta.com/techdata.htm

[wristpin]

TITCH is your man for all things BMB ,

[wristpin]

Not sure about that serial number. Briggs Id is normally by model, type and code. Those words are usually stamped into the blower housing (cowling) and below each word there is a series of numbers. Your model number 207027 is good for a 20 cu inch engine with a horizontal crank,diaphragm carb and pneumatic governor,sleeve bearing,flange mounting and splash lube and 12v electric starter. The type number (missing)gives further mechanical and trim/spec details. Finally the code dates the engine to the day of production and shift or production line but your number may have a missing digit or may not be a code number at all! For argument let’s say it is 701009**. That would be 1970 , October the 9th with no line details.

[wristpin]

It’s genuine alright but may be not original! Colour swatch is on its way to you.

[wristpin]

Nice images. Looks as though it’s just been restored, has it run “normally” before or is this its first outing with you? Are you sure that this is not the normal behaviour of an ungoverned two stroke? I’ve got a couple of machines with similar engines and if the throttles are opened more than about 1/3rd I have to run after them!
I think that the easy starting rules out air leaks on the induction side or crank case so perhaps you could try richening the mixture a bit – raising the needle in the throttle slide.
After that I’m at a loss as what to suggest.

[wristpin]

Atcos of that era and later used their own fuel tank, hence no SIF tank fitted. The exhaust is out of period with the air filter which is definitely an early one. A matching exhaust would have been a one piece cylindrical one set at an approximately 30 degree angle pointing away from the carb. They were a bit of a pain as the carb had to be removed to allow them to be installed or removed. The later pattern on you machine consisted of a threaded pipe screwed into the block with an easily replaceable box secured by a single brass nut. The weak point of this later design was erosion and shearing of the threaded spigot for the nut by the hot exhaust gasses, particularly if the brass nut had been replaces by a steel one. On both designs removal of the pipe from the block could be a pain involving making an internal cut with a hacksaw blade and collapsing the pipe.
On a machine of that age with an unknown history there is always the possibility that the engine may not be the one it left the factory with, but other than the colour s basically “right” for the date of the machine!

[wristpin]

Guess that your best bet is a DVLA local office (before they close them all) and a face to face discussion. This may be stating the bloomin obvious but assuming that your machine(s) were bought retail in this country and not personal imports, any duty and vat due (vat not introduced into the UK until 1973) would have been paid at the point of import by the then Simplicity importer/distributor. Cannot remember who that was although the name Stemport Marketing keeps nagging – I know they imported Masport machines.

On edit – can’t remember what I had for breakfast but am right about Stemport!!!

http://www.gracesguide.co.uk/Stemport_Marketing_Co

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