old_salt
Well-Known Member
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Stuart Turner Engine/Gearbox info wanted.
- Thread starter old_salt
- Start date
inchman
New Member
its like a dream to me that they have a dry clutch cone arrangement, i'll ask my dad later as he used to work at these..
cheers Gary
cheers Gary
cruisingsam
Well-Known Member
I have a manual for a 5BHP ST engine which includes centrifugal clutch & gearbox. PM me an email address & I'll scan it in tomorrow & email it to you.
old_salt
Well-Known Member
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old_salt
Well-Known Member
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oldfrank
Well-Known Member
Are you absolutely convinced an old Stuart Turner is worth the effort? Best advice I ever received about them was to restrict their function to mooring the boat. Much more useful underneath a mooring buoy!
Should stir the hornets a mite. OF
Should stir the hornets a mite. OF
old_salt
Well-Known Member
I only have the Gear box to hook up to another engine.
thegasman
New Member
My 34 foot broads yacht is fitted with a 8hp Stuart. I keep it well maintained and is a brilliant engine. Quiet, vibration free and responds well to a bit of TLC- like all things classic
With regard to the gearbox I rebuilt mine (P55ME) last winter. It does not have a centrifugal clutch but has a what is in effect a cone clutch. On the end of the crankshaft is a disc whoose edge is fitted with Ferodo material and istapered towards the gearbox. The large cast iron gearbox carried is machined to the same taper. When the box is engaged ahead the carrier is pushed against the tapered wheel and drive is transmitted.
Do not discount a stuart engine. When they prove unreliable is is usually down to the owner
Ian
With regard to the gearbox I rebuilt mine (P55ME) last winter. It does not have a centrifugal clutch but has a what is in effect a cone clutch. On the end of the crankshaft is a disc whoose edge is fitted with Ferodo material and istapered towards the gearbox. The large cast iron gearbox carried is machined to the same taper. When the box is engaged ahead the carrier is pushed against the tapered wheel and drive is transmitted.
Do not discount a stuart engine. When they prove unreliable is is usually down to the owner
Ian
oldharry
Well-Known Member
[ QUOTE ]
Do not discount a stuart engine. When they prove unreliable is is usually down to the owner
Ian
[/ QUOTE ]
Not entirely: There were what appeared to be quality control problems at the ST works. A former employee of a local yard spent part of his working life installing ST's small plywood yachts back in the 60s. The yard ordered them by the pallet, and he reckoned that in every pallet there would be one or two that had to go back - usually because they simply would not start once installed. A bit like the Seagull outboard.
If you had a good Stuart, you had a brilliant engine. a bad one didnt even make a good mooring sinker! One of the more common faults that earned them a bad reputation was crankcase leaks. Like any 2T, unless the crankcase seals and gasket are absolutely 100%, they will run poorly if they can be started at all. And without a full engine strip down, it is virtually impossible to find out what is wrong. trouble is, there is no guarantee after doing all that, that that is where the trouble lies, or whether yoiu have got it back again properly, until you find it still doesnt start!
Apocryphal stories of oiled and fouled plugs were very largely down to owners though who either never bothered with plug changes, or who didnt bother to measure the oil into the petrol properly.
And the gearbox cone clutch was very prone to wear if you didnt push the tramhandle gear change lever firmly in to engagement. Many owners used to 'slip' the gears to maintain low speed control. This wore out the clutch cones very quickly. Also if the gearchange was not correctly set up it would cause rapid wear of the cones.
But having owned several, I would agree - a good one was a something to be treasured, and looked after.
Do not discount a stuart engine. When they prove unreliable is is usually down to the owner
Ian
[/ QUOTE ]
Not entirely: There were what appeared to be quality control problems at the ST works. A former employee of a local yard spent part of his working life installing ST's small plywood yachts back in the 60s. The yard ordered them by the pallet, and he reckoned that in every pallet there would be one or two that had to go back - usually because they simply would not start once installed. A bit like the Seagull outboard.
If you had a good Stuart, you had a brilliant engine. a bad one didnt even make a good mooring sinker! One of the more common faults that earned them a bad reputation was crankcase leaks. Like any 2T, unless the crankcase seals and gasket are absolutely 100%, they will run poorly if they can be started at all. And without a full engine strip down, it is virtually impossible to find out what is wrong. trouble is, there is no guarantee after doing all that, that that is where the trouble lies, or whether yoiu have got it back again properly, until you find it still doesnt start!
Apocryphal stories of oiled and fouled plugs were very largely down to owners though who either never bothered with plug changes, or who didnt bother to measure the oil into the petrol properly.
And the gearbox cone clutch was very prone to wear if you didnt push the tramhandle gear change lever firmly in to engagement. Many owners used to 'slip' the gears to maintain low speed control. This wore out the clutch cones very quickly. Also if the gearchange was not correctly set up it would cause rapid wear of the cones.
But having owned several, I would agree - a good one was a something to be treasured, and looked after.