The Restoration Chronicles the Tyler 40 Gaar Scott

By: Jerred Ruble

Hanlontown, IA

(Last Updated: 3/7/2010 4:52 PM)

Assembly

Assembly Index
Date	Work Completed
1/16/10	Assembling Rear Wheels
1/29/10	Front Axle
1/30/10	Rear Axle
1/31/10	Upper Cannon Bearing
2/1/10	Intermediate Gear
2/6/10	Beginning of Motor Installation
2/14/10	Paint Touch Up
2/21/10	Motor Installation

01/16/10
Lawrence and his son Nicolas installing spokes in one of the rear drivers.	Lawrence finishing installing the bull gear.
Installing the spokes in one of the extension rims.	Here Al Kroneman is trying to decide what to do next. Al’s project is restoring the 14-bottom Oliver plow that the 40 will be pared with. You can see the 40 motor in the background patiently waiting to be on top of the new boiler that arrived several weeks earlier.
01/29/10
We started by installing the front pedestal. As you can see a number of the fake rivets that were glued onto the boiler fell off during the installation process. The epoxy glue label that Lund Machine Works used says the boiler needs to be at 200 degrees for 2 hours before fully cured. I hope they are right, otherwise we will need to go to plan B, that is welding them on.	Here Al and Lawrence are installing the front axle.
Lawrence is lining things up to install the king pin.	Lawrence and Al installing the second front wheel.
There, front end back on wheels.	Cutting out for the draft door.
01/30/10
Cutting out the slots in the wing sheets for the rear axle. We measured everything from the top of the boiler to ensure we were positioned correctly in relation to the motor.	Cutting the slots for the upper cannon bearing.
Slots cut and ground, ready to install the rear axle.	We used a straight edge which we level and centered, then using a plumb line on each end of the straight edge we guided the axle until it was perfectly straight with the boiler.
Collin Hall and Lawrence took on the job of drilling the mounting holes in the wing sheets. A total of 42 holes were drilled to hold the upper and lower cannon bearings.	Here Collin and Lawrence are installing the bolts which secured the lower cannon bearing.
01/31/10
Next we positioned the upper cannon bearing.	Then we placed the rear wheels on in preparation for in stalling the differential shaft.
I couldn’t resist taking a shot when it was sitting with all four wheels supporting it. It was almost a year to the day that it last set on its four wheels.	Back to getting the differential shaft positioned so we could pour babbitt in the lower half of the bearings.
Here Lawrence is pouring the babbitt in the first of three bearings. Jim Evans is looking on as is Andy New. Jim stopped over to check on the progress and Andy happened to be traveling through with H.R Hough on a steam mission of their own.	The competed pour. Looking really good.
02/01/10
Next we turned our attention to the intermediate gear. That’s Scotty Evans helping Lawrence lift the gear and mounting bracket into place.	Once we convinced ourselves that the intermediate gear was positioned correctly Lawrence marked the hole with a transfer punch.
Next Al and Lawrence drilled the holes.	We then repositioned the intermediate gear and tapped the holes through the bracket to ensure the cap bolts would easily thread into the boiler.
Wheels pushed in again, sitting on all four.	The rear view. Starting to look like a traction engine again. Feeling pretty good about our progress and how things are fitting together.
02/06/10
Next we installed the front pedestal brace in preparation for moving the chassis forward and back for installing the motor.	Here Scotty and Nicolas are attaching the brackets that hold the steering chains to the front axle.
Lawrence and son Nicolas steer as we roll the chassis ahead. They each had a chain hoist to accomplish this task.	After securing the motor with a series of straps and chains, we slowly lifted the motor from its restoration cart that Lawrence made.
Although we knew we had ample safety factors in the straps and chains, it was still somewhat scary to see the motor suspended in mid air.	Once high enough we pushed the chassis back into place.
Here it is in position to lower.	After the first fit-up we discovered we had to grind down a few of the stay bolts to ensure a tight fit on the boiler.
After we ground the stay bolts down and then leveling and positioning the motor correctly, the motor was sitting ½” high in relation to intermediate gear. There was not enough tooth engagement between the motor pinion gear and the intermediate gear. After verifying that the position of the intermediate gear and motor were correct, we searched for a solution. First we were concerned that we had attached the intermediate gear incorrectly, but not so. We first verified that the differential shaft was properly positioned. We had positioned the intermediate gear so it was in the same plane as the differential gear and that its support bracket fit snuggly to the wrapper sheet. It fit correctly in only one spot. We soon determined that with a slight modification the motor support castings we could gain the ½” we needed, but why the difference. Here is our analysis: 1. The old 3/8” boiler measured (on average)36 ¼” OD 2. The new ½” boiler measured 36 9/16” OD 3. That added up to a difference of 5/16” in the diameter of the shell or the new boiler shell has a 5/32” larger outside radius. Lets round it to 1/8“ for easier figuring. 4. Now the old wrapper sheet was 3/8”, but the wrapper sheet on the new boiler is ½”. We measured the height of the wrapper sheet on the new boiler at various points. It varied from 5/8” higher then the boiler shell to ¾” higher. One would expect it to be only ½” , but after conferring with Jeff Lund, the difference was caused by the wrapper sheet being raised above the shell at fit-up time to allow for a good penetrating weld between the wrapper sheet and the shell. This means the radius of the wrapper sheet is as much as 3/8” more then the old boiler. 5. Adding the two differences from the shell and the wrapper sheet together we get ½” (1/8” + 3/8”). What this means is that from the center point of the shell to the top of the wrapper sheet, the new boiler is ½” higher. This explained to us why the motor was sitting ½” higher in relation to the intermediate gear then when it sat on the old boiler. Lawrence and Lange’s Machine shop made the needed modifications to the motor mount castings which took a little over a calendar week to fit into Lange’s work schedule. A bit of a setback, but with the work around we are now back on track.
02/14/10
Mike Adams painting the extension rim spokes.	Cory Adams, Mike Adams and Ty Lucky fooling around. As you can see this is a fun project for all involved.
Ty Lucky cleaning the underside of the motor.	A few of the pieces that we touched up and are now ready for mounting.
02/21/10
Pouring the center main on the motor. Why did we have to do this a second time? Well after machining the motor mount castings to be all the same height (1/2” was taken off in a milling machine) we noticed that the center main was not in complete contact with the newly machined motor mount. Apparently it was not in the same plane as the outside main bearings when it left the factory. No big deal as when the bearings were poured at the factory everything lined up. Anyway we had to re-pour the center main so all three bearings were in perfect alignment.	Collin Hall and Nicholas Swanz cutting out bearing shims.
Lawrence scrapping the freshly pours babbitt	Lawrence and Bill Haun lifting the motor in preparation of placing it on the boiler.
Lawrence ensuring the fit up is correct before marking the holes.	Lawrence and Nicholas drilling one of the thirty holes that secures the motor to the boiler.
Tapping one of the thirty holes.	There, the motor is installed. Now on to less tedious tasks.

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