Thursday, June 27, 2013

Stromberg and Zenith Carburetors




Stromberg did indeed bring a patent infringement case against Zenith (Stromberg Motor Devices Co. v Zenith-Detroit Corp) alleging that Zenith’s double-venturi carburetor was an infringement on Frank C. Mock’s patent (U.S. Patent No. 1,404,879) which had been assigned to Stromberg.

Stromberg prevailed at the trial court level (U.S. District Court for the Southern District of New York) as well as (on the infringement claims at least) when the case was appealed to the Second U.S. Circuit Court of Appeals [23 F.2d 62 (2d Cir 1934)]. Interestingly (or not) the appeal was made by Stromberg (the prevailing party at the trial court level) because they objected to offsets of some $144,437 allowed Zenith by the trial court against the $421,497 in profits Zenith was deemed to have received by its unauthorized use of the Mott patent, resulting in a net award to Stromberg of only $277,060 (which, at the height of the Depression, was still a tidy sum).

This was not the first time (and may not have been the last) that Stromberg sued Zenith for patent infringement. During the Model T era (Stromberg Motor Devices Co. v Zenith Carburetor Co. [254 F. 68, 69 (7th Cir. 1918)]), Zenith was found to have infringed on four patents held by Stromberg.

None of this has much to do with making your Zenith carburetor work more effectively, but the original case mentioned above has reverberated through the legal system and is frequently cited in allowing offsets of federal taxes paid by a losing defendant (e.g., Zenith) on their ill-gotten profits where such patent infringements are made in “good faith” (i.e., non-willful) instead of being conscious and deliberate infringements.

Saturday, June 22, 2013

Tires

BF Goodrich Silvertowns Fronts 590/15s & Rears 820/15's

Monday, June 17, 2013

1928 Intake Manifold




As far as I can tell there were five basic versions of the intake manifold in 1928. It's important to note that an important distinction of 1928 intake manifolds is they had 1-1/2" counterbores for gland rings at the ports just like the exhaust manifolds. Using the notations on the pic above I believe the variations are as follows:

1. Intake type #1 with mounting ears style #1 (shown)
2.
Intake type #1 with mounting ears style #2
3.
Intake type #2 with mounting ears style #1
4.
Intake type #2 with mounting ears style #2 (shown)
5.
Intake type #1 with mounting ears style #1 with the addition of an embossed vacuum hole similar to later manifolds.


Please note the first four types have no provision for a vacuum line. Intakes 1, 3, and 5 have mounting ears style #1 which WILL make them '28 manifolds with counterbores and can be identified with certainty while on an engine.

Ok, here is the help I'm hoping for. I'm looking for actual examples (pics) of intake manifolds 3 and 5. Additionally if anyone has any of these types AND feels the manifold is original to their engine, please let me know the manifold type (1-5) and the engine number to help determine the time lines.

Saturday, June 15, 2013

Wheels and Tires



Tires: Front; 5.50-16" on 4.5" Wide Wheels
Rear; 7.50-16" on 4.5" Wide Wheels



Saturday, June 8, 2013

1928 MULTIPLE DISK CLUTCH



1st Cover - Multi-Plate Clutch
2nd Cover - November 1928 until March 1929
3rd Cover - March 1929 to the End

Question:
I have acquired an early 1928 phaeton which I am currently restoring. Of the little material I have read, I get the feeling I shouldn't persist with the original clutch but should get a later single disc model. For the record I like the purist thinking but it is unlikely I will show the car; I would rather drive it. Your thoughts please???

Answer:
If you plan to drive your Model A I would suggest you put the later single disk clutch in. The disadvantage of the multi disk clutch is that oil from the rear main would get into the clutch assembly and mix with dust from the clutch disks and cause the disks to hang up in the flywheel. The clutch would also chatter because of problems with the disks releasing. That's why Ford changed early (about Nov 1928) to the single disk clutch. It can get rather expensive to rebuild a multi disk clutch. More than just the clutch is involved. It will also take some doing to change it out because of major differences.
To change from a multi disk clutch to a single disk clutch you must replace the flywheel, flywheel housing, pressure plate and clutch disk, and transmission. The early transmission for the multi disk clutch had a different front main driver gear and shaft and no throw out bearing. The early transmission case was not tapped for the bolts that hold the front bearing cover, which is a snout (housing) for the throw out bearing slider (hub) to ride on. If you get a later transmission, make sure it has the front retainer which is the slider snout for the throwout bearing, and the throwout bearing hub.
-- Les Andrews, Technical Director