Sunbeamland

Archie’s stories of Tom Ainscough working at Cadbury’s after the war

TOM AT CADBURYS

When the piano business went unprofitable Tom took a job at the local Cadbury factory, at first being a “brusher up”.

His first place was at the top floor of the sugar warehouse working a dinner hour spell cleaning up the floor where the sacks of sugar were emptied down a chute. The sacks were stowed up to almost ceiling level and the stackers were considerate to leave a space in the middle for Tom to crawl up to and have a snooze when he had finished.

Once, to his consternation, he heard footsteps on the empty stairs and the head security man (ex policeman) appeared and carefully inspected the floor, even looking down the two sets of stairs. Tom held his breath. Having done a thorough search, the man went over to the sugar chute, furtively produced a bag from his jacket and filled it with sugar, hid it under his coat and left.

Tom was working the weekend in the basement cleaning up round the new sugar grinder that had come from Bourneville and was to be “ceremonially unveiled” on the Monday.

In due course a gathering of the supervisors clustered round it and the most senior switched on and pushed the start button. Beyond a click, the machine stood motionless.

The electrician fitter was sent for and duly tested things and pronounced it “not electrical”. Then the fitter and his boss were summoned. They said it must be electrical. By this time the audience had drifted away. Finally the boss fitter said to the fitter, “Take the main drive case off and we will have a look.”

When it was removed it disclosed that there was no chain between the motor and the machine.

“You didn’t fit the bloody chain on,” he said.

“I did,” said the fitter. “You couldn’t. I did.”

A new chain was fitted and the thing worked.

Tom said nothing. A new chain was snugly running in the Sunbeam sidecar outfit’s rear chain case.

Tom had a 1934 600cc Model 9A Sunbeam outfit with a box sidecar, and bought various scrap items from work. One was a steel table with tubular legs, about six foot square, but it was really too big to fit in the sidecar. Eventually he got it on, but it shut off all left vision and the legs stuck out over the bike.

Coming up to the roundabout Tom saw the local cop standing there gazing at the outfit and his heart sank and he prepared to stop.

The cop waved him on and as he passed said, “Oh, it’s you. I thought it was a combine harvester.”

Archie and The Salamader

The Salamander

When I was working on contractors’ plant repair in an open-fronted ex-WD corrugated iron building (you can still see them in abandoned RAF stations), the sole form of heating that we had was a salamander stove. This had a circular saucer-shaped base with a top carrying the chimney that was provided with a vertical pipe that re-circulated hot gas down to the vessel to vaporise the liquid fuel held inside. This should have been heating oil (like diesel), but being “skint” we used old sump oil from the repair jobs.

To start it off, you got a petrol-soaked rag, poked it into the filler hole and put a match to it, smartly stepping back, for often it would blow back before you could shut the hatch of the filler orifice. The downside to the economy fuel was that, at the end of the day, we had black faces and resembled artists from a “****** minstrel show”.

One problem with using sump oil was that inevitably it contained a residue of water under the oil. This got heated to boiling point as the day went on, and you could hear it bubbling up like a chip shop till eventually it would spew a black foaming tide from the filler hole, flaming as it emerged. I had a long rod hooked at one end and a handle at the other to drag the heater outside and let it burn out. It was quite spectacular and even attracted the attention of a policewoman who asked if we needed the fire brigade. It was hot enough to burn the hair on the back of my hand even with a six-foot-long rod.

I remember one night John and I were working late repairing a dumper truck that the customer needed next day, and it was after midnight. It was bitterly cold with frost on the ground. We heard the boiling-up noise and ignored it till the flaming tide shot out. I tried to get some sand or earth to dam the flood, but it was difficult due to the frost. Luckily John had bought a cheap fire extinguisher from the supermarket, so I grabbed it but had no idea how to operate it, so handed it to John with the remark, “You bought it, so must know how to work it.” He turned it upside down and pressed the button, whereupon the gas inside shot out uselessly. So, being a very strong type, he tore it in half and sprinkled the powder on the flames and put it out.

At weekends I would go home for my Sunday dinner, but John would have fish and chips from the nearby shop together with a lad who came in as a help. We brewed up with an aluminium kettle and teapot that we used when going sidecar racing, John being my passenger. The kettle warmed up by residing on the salamander, then received its final boil by using the oxy-acetylene burner. This had two controls: the flame that heated the metal to melting point, and a trigger just under your thumb that, when pressed, blew the metal away. Ronnie, the lad, in boiling the kettle inadvertently pressed the trigger and blew a hole in the kettle, and John “played hell with him”. Calming things down, I said to John, “He is only a dozy lad and it was easily done, so use my teapot,” and departed. I duly arrived back after dinner and John said, “Do you think I was over the top in telling off Ronnie?” “Well, it is easily done and he has not used the burner before. It’s not the end of the world.” “Good,” he replied, “for I have blown a hole in your teapot.”

When a fire extinguisher salesman came into the yard, we bought one. He said things were not so bad up here compared to his previous territory down in Cornwall. Trying to sell to farmers was well near impossible. He visited one farm where the ancient man viewed him with great suspicion. When asked if he would like a demonstration, he said, “I will ask my father,” who duly tottered out from the building. After giving the “spiel”, I gathered some old straw up from the ground and, sprinkling some petrol on it, set a match to it. It was a bit more than I had bargained for, and the farmer said, “You’d better do summat about that.”
Operating the extinguisher, I put it out very quickly. “There you are,” I said. “Will you buy one?” “No,” he replied. “T’aint natural.

Wiring diagram for 1929 Lucas Magdyno Lighting System

This is a useful diagram, came in handy when working out the connections needed for wiring a Lucas SS47 which is similar to the later SS49 with a Lucas MDB or MDB1 magdyno.

And here’s the 1929 Lucas MDB running instructions, uploaded earlier but worth repeating.

Archie’s Tales

Here is a little story from the nonagenarian legend that is Archie Beggs that gives a little insight into life on the Wirral between the wars.

Tales of Old Tom Ainscough

Tom was born in Wigan and originally intended to become a dentist, but a
change in legislation requiring extra qualifications made this too
expensive. Due to the depression of the early 1920s, the family moved
across the Mersey to Moreton, where land was cheap. They bought a wooden
bungalow. Moreton was underdeveloped, with no surfaced roads,
electricity, or sewerage — hence the name “Bucket Town” (or Debtors’
Retreat).

Most people lived in caravans, some in DIY wooden shanties, and the more
affluent in ex–World War Army huts. It was not unusual to see furtive
handcarts being pushed by those unable to pay rent deciding to “do a
flitting.”

Tom managed to learn how to drive a steam wagon by helping a neighbour,
Billy Bontoft, who had a Foden. He had started off with a Mann’s wagon
and then a Yorkshire wagon with a transverse boiler, which he said “you
had to run down a ginnel to fire.”

Starting the Haulage Business

Tom and his brother Jack decided to go into the haulage business and set
up the firm Walter Ainscough & Sons (Old Walter was a sleeping partner —
literally). Their first wagon was a Foden from around 1913, registration
M2632, bought from a scrapyard in Birkenhead. It was completely worn
out. Tom steamed it home even though nothing worked, and it demolished a
neighbour’s fence. The neighbour shouted, “You should be ashamed of
yourself!”

The gearwheels were worn to razor-sharp teeth, and Tom’s father helped
by chiselling the tops off and remeshing them.

The Sandstone Wall Job

Tom and Jack had some loads to deliver to a large builder’s yard at
Heswall. Exiting the gateway, they accidentally swiped an ancient
sandstone wall, which collapsed into the dry ditch. Tom assured the
builder that the damage would be repaired, and as they drove away said
to Jack, “Let him fix it himself — there are only a few more loads to
do.”

To their surprise, the job went on and on. The builder kept asking about
the wall repair.

“We are just waiting for the man,” Tom said. Then he had a bright idea
and approached one of the neighbours who was out of work.

“Do you want to earn a bit of cash?” “What’s the job?” “Building up a
sandstone wall.” “But I’m not a brickie, and I’ve no idea about it.”
“No,” said Tom. “You only have to look like you’re doing it while we are
getting work in. I’ll take you up in the morning and bring you back at
night.”

Much to Tom’s surprise, the loads kept coming, and the stonemason
gradually rebuilt the wall, finally finishing it. When it was done, the
builder came to Tom and said:

“Will you give your man this seven and six out of my own pocket? He is
so painstaking and careful. I’ve watched him from my office and seen him
pick up a stone, study it for ten minutes before deciding where to place
it.”

“Yes,” replied Tom. “He is a real expert. We had to wait a bit to get
his services — he was working on the Liverpool Cathedral.”

Renold Chain details for Sunbeam motorcyles up to 1929

I came across the 1929 edition of a Renold Chain catalogue that lists the chain specifications for a wide variety of motorcycles, motor cars and commercial vehicles. I’ve scanned the page for Sunbeam motorcycles and hope that it is of some use.

Sunbeam 3-speed gearbox bearings, 1928 and 1929 onwards

Thanks to Chris Fisher for suggesting suitable quality bearings for the 1929 onwards 3-speed gearbox I’m putting together at the moment. The gearbox will be a CT close ratio type and is for a 1928 Model 6 that has been modified in the deep and distant past to house a hybrid OHV motor. The motor employs 1930/1931 crankcases with 1927 single port head breathed on by Chris Odling to take a new Amal 289. So, the whole bike is a “bitsa” but now goes very well with a 7.5:1 forged Model 90 piston from the sunbeamland shop.

I might point the “Model 69″ up a couple of hill climbs once the gearbox rebuild stops it dropping out of 2nd gear and we fit a 19” rear rim – it will then take a pair of the excellent Avon race compound Speedmaster and GP tyres.

1929/1930 Bearings:

1. 1 off RHP LJ1-2RSJ
2. 1 off RHP MJ7/8-2RSJ
3. 2 off RHP KLNJ3/4J

The earlier 1928 wide case box has a smaller mainshaft diameter and consequently an RMS 6 bearing in the case rather than the RMS 7 of the later type. In this case the RHP MJ3/4-2RSJ looks like it could be a good fit.

1928 Bearings:

1. 1 off RHP LJ1-2RSJ
2. 1 off RHP MJ3/4-2RSJ
3. 2 off RHP KLNJ3/4J

With the outer bearings being sealed it might be a good idea to consider implementing a small breather hole in the gearbox filler cap.

1928 Sunbeam Model 6 Longstroke up and running

It was great to get an email from Tony Petherick to say that the new forged piston we supplied was working well in his 1928 Longstroke Model 6. It’s lovely to see one of the iconic Sunbeam models retaining its valanced guards and running with leg shields too. In addition to its lighting kit, the bike also features footboards and an enclosed rear chaincase that hasn’t been lost like so many others.

Tony has fitted more sporting cams to the bike and reports that it runs very well after advancing the inlet cam by two teeth from the marked position. Does anyone have any ideas on cam timing using different cams on these bikes? It was a common “dodge” to fit the 60:30 OHV cams to the sidevalve bikes..

If anyone has a spare petrol cap for the bike please get in touch as the one fitted isn’t quite right and Tony would be keen to give a genuine Sunbeam item a new home.

1927 Sunbeam Motor-Cycle Manual

Thanks to Nick Smith for this copy of the manual for 1927 and earlier Sunbeam motorcycles. Well worth a read if you have one!

1929-1930 Sunbeam Model 90 foot-change gearbox

A very interesting picture here of the footchange arrangement used by the works Sunbeams in the Senior TT for their 3-speed gearbox. This was perhaps not Sunbeam’s greatest technical achievement and likely one of the reasons that after their victory in 1929 the Rudge factory was so dominant in 1930. The crash box from the hand change models is retained with the exception of a shorter main shaft that moved the clutch inwards and necessitated a dished engine sprocket. As can be seen, the lack of a positive stop mechanism meant that the lever is simply moved up and down to different positions in order to select a gear. A V-shaped spring does the job of the hand-change gate by engaging in a notched plate to hold it in particular gear with a spring-loaded catch that makes it harder to shift from middle gear. This is to avoid overshooting 2nd when changing up or down.

My own M90 has the same setup and it works well enough but Sunbeam soon moved on to their own 4-speed constant mesh type gearbox and later adopting 3rd party units supplied by Burman.

Hepolite pistons for pre-war Marston Sunbeam motorcycles

The ever helpful Vic Youel provided me with this copy of the Sunbeam page from the Hepolite Sunbeam catalogue some time ago. I thought I’d share it as it has proven useful on many occasions.