CATALOG OF PHYSICAL DIFFERENCES NOTED
Seems it may be wise for me to log some of the observations that I made today, before losing track of all those details ..... which could happen any second now! ;c)
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Comparison of four generations of Solar #1 Stirling Engines.
A.) Davies Charlton Ltd. Hot Air Engine , Solar #1 Precursor
1.) Marked on underside of base in hand stamped sunk letters in two lines:
MADE IN
GREAT BRITAIN
2.) Has mailbox shaped burner/chimney housing mounted in hollow well at back of base.
3.) Separate rectangular burner is unvented without separate filler cap. Fills and vents through wide diameter wick port.
4.) No ejector pin marks anywhere on any of the parts of this engine.
5.) Power piston is short (.5" x .5") thin walled brass with flat top, without cannelure grooves and solid brass wrist pin with brass cone spacers.
6.) Fence railings are not continuous around the front of engine, with 45 degree inward bends at all terminations, those being toward the back of the engine, nearly touching the power and displacer cylinders and being bare exposed, while those in front of engine being nicely brass capped.
7.) The flywheels are just under 2" diameter allowing good clearance above base and from front fence post. Outer rim has been machined, inner rim as molded ~1.48" diameter.
8.) The frame is sized correctly to give flywheel clearance above the base without shims, but is very weak at the ears where the flywheel axle bearing holes are drilled. Bad pot metal and poor gravity feed "injection" of material only worsens the problem.
9.) Burner/fuel cell rectangular tank has a raise brass rim around wick hole about .60" I.D. x .75" O.D. x .125" tall, stuffed with wadded cotton.
10.) Slotted head self-tapping screws (5-48 x 1/4") holding engine to frame and frame to base.
11.) Displacer cylinder cooling fins exhibit poor fill-out and shorting around circumference, with an outside diameter trying to be 1.0" and mostly failing, while the diameter at the base of the fins is ~.80". The displacer rod is ~.155" dia. and has a larger diameter fitting on its end to accommodate the wrist pin connection to the flywheel crank arm. The power piston cylinder is ~.625" dia. and 1.3" length with a flat end closure end. There are no ejector pin marks or other signs of actual injection molding.
B.) Thermal Energy Engine of Phoenix Arizona, with the hand stamped I.D. number 56xx on the back of the frame:
1.) Marked on underside of base in even sized, raised letters that have been molded in two lines:
THERMAL ENERGY ENGINE
PHOENIX ARIZONA
2.) Chimney mount tab at 3:00 o'clock position around alcohol reservoir is drilled and tapped with a thumb screw for clamping cylindrical chimney.
3.) No vent notch / pry slot molded into edge of base leading to alcohol reservoir.
4.) Heavy ejector pin marks obvious on rib connecting power cylinder and displacer cylinder, even notching into displacer shaft bushing collar.
5.) Power piston is ferrous material with silvery look that has very fine cannelure rings that stop close to the piston skirt and the wrist pin, which is hollow with O-ring spacers. Piston is just under .50" diameter and 1.00" long with an under bore crown approximately .10" tall.
6.) Fence railings wrap around the inside of the first fence post closest to the displacer, continuing entirely around the front of the engine, while extending beyond the last fence post near power piston, and looping inwardly to form a tight free-standing "eye" at both ends.
7.) The flywheels are just over 2.23" diameter allowing no clearance above base without shims and little clearance with front fence. All increase in diameter has been in outer rim which is lightly machined, but inner rim as molded is same diameter as above, and continues same throughout all future production.
8.) The frame has to be raised off the base on washers (.060" in front & .030" in back) in order for flywheels to clear the base, and even at that there is hardly enough material at the top of the uprights, to allow material safe drilling of the flywheel shaft bearing holes. Washers used are same hard whitish plastic as used under pressure regulating screw. Frame is now pressure molded from good material, requiring mechanical ejection from mold.
9.) Fuel cell cover is essentially a chromed electrical knockout plug (which continues to present day), and has a domed wick holder with no upper cylindrical extension, held in place on lower cylindrical stem by circular lock washer with inside "fingers" to act as clamp. Holds a standard 1/8" woven wick.
10.) Slotted head screws (6-32 x 3/8") holding engine to frame and frame to base.
11.) Displacer cylinder cooling fins exhibit excellent fill-out and no shorting around circumference, with an outside diameter of 1.25" while the diameter at the base of the fins is ~.95". The displacer rod which is ~.184" dia. runs through a bronze bushing (oilite) that protrudes slightly from the displacer cylinder, while the rod does not have a larger diameter fitting to accommodate the wrist pin connection to the flywheel crank arm, but just has a slotted end to surround the crank arm. The power piston cylinder is ~.625" dia. and 1.3" length with a domed closure end. There are 3 witness marks of 1/4" dia. ejector pins on the web surfaces between the cylinders, one notching into the cylindrical boss of the displacer rod bushing, strongly suggesting injection molding processes.
C.) Solar Engines of Phoenix Arizona, with hand stamped I.D. number 61xx on the back of the frame:
1.) Marked on underside of base in two different sized raised letters that have been molded in with uneven spacing between the two lines:
PHOENIX ARIZONA
SOLAR ENGINES
It should be noted that the line "PHOENIX ARIZONA" is in the exact same position on the base, with the exact same size letters as found on the TEEPA engine above, but the words "SOLAR ENGINES" is formed of slightly larger letters and the whole line is skewed so that the left end of the line is further from the line above, and the two lines are closer together at the right end of the line. There is no letter R in a circle (indicating Registered Trademark), showing on the base of this engine.
2.) Chimney mount tab at 3:00 o'clock position around alcohol reservoir is drilled and tapped with a thumb screw for clamping cylindrical chimney.
3.) No vent notch / pry slot molded into edge of base leading to alcohol reservoir.
4.) Heavy ejector pin marks obvious on rib connecting power cylinder and displacer cylinder, even notching into displacer shaft bushing collar.
5.) Power piston is dark gray non-ferrous material that has fewer but coarser cannelure rings that stop further from the piston skirt and the wrist pin, which is hollow and ferrous with O-ring spacers. Piston is just under .50" diameter and 1.00" long with an under bore crown approximately .10" tall.
6.) Fence railings wrap around the inside of the first fence post closest to the displacer, while being clipped off flush with the last fence post.
7.) The flywheels are just over 2.23" diameter showing machining marks, yet allowing no clearance above base without shims and little clearance with front fence.
8.) The frame has to be raised off the base on washers (.060" in front & .030" in back) in order for flywheels to clear the base, and even at that there is hardly enough material at the top of the uprights, to allow material safe drilling of the flywheel shaft bearing holes. Washers used are same hard whitish plastic as used under pressure regulating screw. Frame is now pressure molded from good material, requiring mechanical ejection from mold.
9.) Fuel cell cover has domed wick holder with no upper cylindrical extension, held in place on lower cylindrical stem by circular lock washer with inside "fingers" to act as clamp. Holds a standard 1/8" woven wick.
10.) Slotted head screws (6-32 x 3/8") holding engine to frame and frame to base.
11.) Displacer cylinder cooling fins exhibit excellent fill-out and no shorting around circumference, with an outside dia, while eter of 1.25" while the diameter at the base of the fins is ~.95". The displacer rod which is ~.184" dia. that runs through a bronze bushing that protrudes slightly from the displacer cylinder, while the rod does not have a larger diameter fitting to accommodate the wrist pin connection to the flywheel crank arm, but just has a slotted end to surround the crank arm. The power piston cylinder is ~.625" dia. and 1.3" length with a domed closure end. There are 3 witness marks of 1/4" dia. ejector pins on the web surfaces between the cylinders, one notching into the cylindrical boss of the displacer rod bushing, strongly suggesting injection molding processes.
D.) Solar Engines of Phoenix Arizona, with hand stamp I.D. number 140xx on back of the frame.
1.) Marked on underside of base in two different sized raised letters that have been molded in with uneven spacing between the two lines:
PHOENIX ARIZONA
SOLAR ENGINES
It should be noted that the line "PHOENIX ARIZONA" is in the exact same position on the base, with the exact same size letters as found on the TEEPA engine above, but the words "SOLAR ENGINES" is formed of slightly larger letters and the whole line is skewed so that the left end of the line is further from the line above, and the two lines are closer together at the right end of the line. There is now a letter R in a circle (indicating Registered Trademark) off to the lower right about 1/4 inch, which none of the TEEPA engines have, while some of the earlier SEPA engines do not have it either.
2.) Chimney mount tab is not drilled and tapped for thumbscrew.
3.) Base is molded with slight notch along rear edge centered on alcohol reservoir to act as vent / pry slot .
4.) No obvious ejector pin marks noted on rib connecting power piston cylinder with displacer cylinder.
5.) Power piston is non-ferrous material with dark gray color with medium fine cannelure rings that stop closer to the piston skirt and the wrist pin, which is solid and non-ferrous with O-ring spacers. Piston is just under .50" diameter and 1.00" long with an under bore crown approximately .10" tall.
6.) Fence railings are cut off flush at first and last fence posts.
7.) The flywheels are at about 2.23" diameter and showing machining marks, but minimal clearance is established by rework of frame (see below).
8.) The frame is redesigned slightly to reinforce and lengthen the uprights that mount the crankshaft, providing more material to safely drill the bearing holes a little higher, offering more clearance between the flywheels and the base so shimming of the frame is no longer needed. Frame is pressure molded from good material, requiring mechanical ejection from mold. Standard frame from here on out.
9.) Fuel cell cap has one piece press fit domed wick holder that has cylindrical extension upward for better flame breathing. Holds a standard 1/8" woven wick.
10.) Philips head screws (6-32 x 3/8") holding engine to frame, but slotted head screws of same size holding frame to base.
11.) Displacer cylinder cooling fins exhibit excellent fill-out and no shorting around circumference, with an outside diameter of 1.25" while the diameter at the base of the fins is ~.95". The displacer rod which is ~.184" dia. runs through a brass bushing that doesn't protrude beyond the cylinder face, and the rod does not have a larger diameter fitting to accommodate the wrist pin connection to the flywheel crank arm, but just has a slotted end to surround the crank arm. The power piston cylinder is ~.625" dia. and 1.3" length with a domed closure end. There are now no witness marks of ejector pins on the web surfaces between the cylinders, and no notching into the cylindrical boss of the displacer rod bushing, strongly suggesting the use of a stripper plate in place of the ejector pins on this visible surface during an injection molding process.
E.) Solar Engines of Phoenix Arizona, with no hand stamp I.D. number on back of frame.
1.) Marked on underside of base in two different sized raised letters that have been molded in with uneven spacing between the two lines:
PHOENIX ARIZONA
SOLAR ENGINES
It should be noted that the line "PHOENIX ARIZONA" is in the exact same position on the base, with the exact same size letters as found on the TEEPA engine above, but the words "SOLAR ENGINES" is formed of slightly larger letters and the whole line is skewed so that the left end of the line is further from the line above, and the two lines are closer together at the right end of the line. There is now a letter R in a circle (indicating Registered Trademark) off to the lower right about 1/4 inch, which none of the TEEPA engines have, while some of the earlier SEPA engines do not have it either.
2.) Chimney mount tab is not drilled and tapped for thumbscrew.
3.) Base is molded with slight notch along rear edge centered on alcohol reservoir to act as vent / pry slot .
4.) No obvious ejector pin marks noted on rib connecting power piston cylinder with displacer cylinder.
5.) Power piston is non-ferrous material with light silver gray color with very fine cannelure rings that stop closer to the piston skirt and the wrist pin, which is solid and non-ferrous with O-ring spacers. Piston is just under .50" diameter and 1.00" long with an under bore crown approximately .10" tall.
6.) Fence railings are cut off flush at first and last fence posts.
7.) The flywheels are over-sized at about 2.24" diameter and showing ejector pin marks on inside of rim with no evidence of being machined on rims, and having very minimal clearance with base. Possibly mistakenly assembled with unfinished flywheels.
8.) The frame is redesigned to reinforce and lengthen the uprights that mount the crankshaft, providing more material to safely drill the bearing holes a little higher, offering more clearance between the flywheels and the base so shimming of the frame is no longer needed. Frame is pressure molded from good material, requiring mechanical ejection from mold. Standard frame from here on out.
9.) Fuel cell cap has one piece press fit domed wick holder that has medium height cylindrical extension upward for better flame breathing. Holds a standard 1/8" woven wick.
10.) Philips head screws (6-32 x 3/8") holding engine to frame, but slotted head screws of same size holding frame to base.
11.) Displacer cylinder cooling fins exhibit excellent fill-out and no shorting around circumference, with an outside diameter of 1.25" while the diameter at the base of the fins is ~.95". The displacer rod which is ~.184" dia. runs through a brass bushing that doesn't protrude beyond the cylinder face, and the rod does not have a larger diameter fitting to accommodate the wrist pin connection to the flywheel crank arm, but just has a slotted end to surround the crank arm. The power piston cylinder is ~.625" dia. and 1.3" length with a domed closure end. There are now no witness marks of ejector pins on the web surfaces between the cylinders, and no notching into the cylindrical boss of the displacer rod bushing, strongly suggesting the use of a stripper plate in place of the ejector pins on this visible surface during an injection molding process.
F.) Solar Engines of Phoenix Arizona, with no hand stamp I.D. number on back of frame.
1.) Marked on underside of base in two different sized raised letters that have been molded in with uneven spacing between the two lines:
PHOENIX ARIZONA
SOLAR ENGINES
It should be noted that the line "PHOENIX ARIZONA" is in the exact same position on the base, with the exact same size letters as found on the TEEPA engine above, but the words "SOLAR ENGINES" is formed of slightly larger letters and the whole line is skewed so that the left end of the line is further from the line above, and the two lines are closer together at the right end of the line. There is a letter R in a circle (indicating Registered Trademark) off to the lower right about 1/4 inch, which none of the TEEPA engines have, while some of the earliest SEPA engines do not have it either.
2.) Chimney mount tab is not drilled and tapped for thumbscrew.
3.) Base is molded with slight notch along rear edge centered on alcohol reservoir to act as vent / pry slot .
4.) No obvious ejector pin marks noted on rib connecting power piston cylinder with displacer cylinder.
5.) Power piston is non-ferrous material with dark gray color with medium coarse cannelure rings that stop closer to the piston skirt and the wrist pin, which is solid and non-ferrous with O-ring spacers. Piston is just under .50" diameter and 1.00" long with an under bore crown approximately .10" tall.
6.) Fence railings are cut off flush at first and last fence posts.
7.) The flywheels are now ~.050" smaller at about 2.18" diameter showing finish machining marks, thus offer better clearance for the flywheels relative to the base and fence.
8.) The frame is of the now standard improved type, to reinforce and lengthen the uprights that mount the crankshaft, providing more material to safely drill the bearing holes a little higher and along with the flywheel diameter reduction, offering more clearance between the flywheels and the base so shimming of the frame is no longer needed. Frame is pressure molded from good material, requiring mechanical ejection from mold.
9.) Fuel cell cap has one piece press fit domed wick holder that has very tall cylindrical extension upward for better flame breathing. Holds a standard 1/8" woven wick.
10.) Slotted head screws (6-32 x 3/8") holding engine to frame, but slotted head screws (6-32 x 1/4") holding frame to base.
11.) Displacer cylinder cooling fins exhibit excellent fill-out and no shorting around circumference, with an outside diameter of 1.25" while the diameter at the base of the fins is ~.95". The displacer rod which is ~.184" dia. runs through a brass bushing that doesn't protrude beyond the cylinder face, and the rod does not have a larger diameter fitting to accommodate the wrist pin connection to the flywheel crank arm, but just has a slotted end to surround the crank arm. The power piston cylinder is ~.625" dia. and 1.3" length with a domed closure end. There are now no witness marks of ejector pins on the web surfaces between the cylinders, and no notching into the cylindrical boss of the displacer rod bushing, strongly suggesting the use of a stripper plate in place of the ejector pins on this visible surface during an injection molding process.
G.) Solar #1 by PM Research, as is still in production.
1.) Marked on underside of base in two different sized raised letters that have been molded in with uneven spacing between the two lines:
MADE IN U.S.A.
SOLAR ENGINES
It should be noted that the line "MADE IN U.S.A." is in the same position on the base, as the earlier "PHOENIX ARIZONA", with the same size letters as found on the TEEPA engine and the SEPA engines listed above, but the words "SOLAR ENGINES" is formed of slightly larger letters. The skewing of the lines is no longer apparent, but the letter heights are still slightly different between the two lines. There is still a letter R in a circle (indicating Registered Trademark) off to the lower right about 1/4 inch, which none of the TEEPA engines have, while some of the earliest SEPA engines do not have it either. There is also now a silvery 1.5 x 2" stick-on label applied upside down below the molded in lettering, between the mount screws that has the Solar Engines profile image logo with a "TM", for Trade Marked, to the upper right. Below that image are the words:
SOLAR ENGINES TM
A Division of P. M. Research
Wellsville, New York
Made in U.S.A.
2.) Chimney mount tab is not drilled and tapped for thumbscrew.
3.) Base is molded with slight notch along rear edge centered on alcohol reservoir to act as vent / pry slot .
4.) No obvious ejector pin marks noted on rib connecting power piston cylinder with displacer cylinder.
5.) Power piston is non-ferrous material with dark gray color with medium coarse cannelure rings that stop closer to the piston skirt and the wrist pin, which is solid and non-ferrous with O-ring spacers. Piston is just under .50" diameter and 1.00" long with an under bore crown approximately .10" tall.
6.) Fence railings are cut off flush at first and last fence posts.
7.) The flywheels are now about 2.22" diameter showing finish machining marks, and now barely clearing the base, but still fair clearance to the fence.
8.) The frame is of the now standard improved type, to reinforce and lengthen the uprights that mount the crankshaft, providing more material to safely drill the bearing holes a little higher and along with the flywheel diameter reduction, offering more clearance between the flywheels and the base so shimming of the frame is no longer needed. Frame is pressure molded from good material, requiring mechanical ejection from mold.
9.) Fuel cell cap has one piece press fit domed wick holder that has very short cylindrical extension upward for better flame breathing. Holds a standard 1/8" woven wick.
10.) Slotted head screws (6-32 x 3/8") holding engine to frame, as well as holding frame to base.
11.) Displacer cylinder cooling fins exhibit excellent fill-out and no shorting around circumference, with an outside diameter of 1.25" while the diameter at the base of the fins is ~.95", but there is now a definite thickening of the triangular lateral reinforce web from the former .125" to .20". The displacer rod which is ~.184" dia. runs through a brass bushing that doesn't protrude beyond the cylinder face, and the rod does not have a larger diameter fitting to accommodate the wrist pin connection to the flywheel crank arm, but just has a slotted end to surround the crank arm. The power piston cylinder is ~.625" dia. and 1.3" length with a domed closure end. There are now no witness marks of ejector pins on the web surfaces between the cylinders, and no notching into the cylindrical boss of the displacer rod bushing, strongly suggesting the use of a stripper plate in place of the ejector pins on this visible surface during an injection molding process.
Typed out again, but there is still more that I'll get back to soon!
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