The FAIRMONT Toy Tractor Project
Many people ask what these old engines can be used for today. One popular thing amongst restorers, is installing an engine on a small tractor or yard tractor. The following is just such a project. The tractor is a near 40 year old Sears yard tractor being fitted with a newly restored 1920 Fairmont railroad Speeder engine. . . . . .
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General view of the start of the project once the new Fairmont engine was installed. A major portion of the tractor modifications (clutch and engine mounts) were done back around 1996 while trying to use a Fairbanks-Morse engine.
Showing the linkage for the throttle and ignition timing.
Another frame view.
The new controls mounted on the chassis.
Shown upside down is the clutch assembly with both the brake and clutch pedals still attached. The clutch itself is an old Yamaha 90 motorcycle clutch modified slightly and run dry. So far it's held up very well.
The Clutch Assembly
This is an exploded view of the clutch plates. Originally containing 3 disks, 2 have been removed and replaced with spacers. These spacers and the adjoining clutch plates are screwed onto the clutch halves. Making this modification, a much greater disengagement spacing is achieved, enhancing the use of the clutch out of it's original designed "wet" environment.
The assembled clutch halves.
The near complete clutch assembly with the input shaft and output sleeve shown. These two components were greatly lengthened for this application by welding extensions to each and re grinding the bearing surfaces.
The shaft/sleeve assembled with the complete clutch. The tractor engine drives the inner shaft, and the power is taken from the clutch by the outer sleeve. The inner shaft was rifle drilled to provide lubrication via a zerk grease fitting on the end.
The shafts installed in the main pillow block. This bearing carries most of the clutch and also carries the linear thrust created during the disengagement of the clutch.
This is the fabricated chassis that holds all of the clutch parts, related linkage, and bearing surfaces for both the brake and clutch pedals on the bottom side, while the top side forms the rear engine mount.
The complete assembly viewed upside-down. The clutch pedal shaft (at lower right) rotates counter-clockwise as viewed. Two things occur. One, the vertical linkage on the right side of the clutch pedal shaft is pushed up, lifting the arm against the spring. This rotates the shaft in front of the clutch counter-clockwise, which moves the short arm into the center of the clutch and disengages the clutch. Two, the vertical linkage on the left side of the clutch pedal shaft is pulled down. This pivots the arm (to the left of the clutch), moving the far end up. The far end has a steel 'shoe' that comes in contact with the back side of the belt to the transaxle and brings it to a stop when the clutch is being disengaged. This was necessary because the transaxle is not synchromeshed and will not engage properly with the belt moving. (The ol' "if ya can't find 'em, grind 'em" syndrome!)
A view showing the output pulley on the output sleeve.
A view of the input side, with the smaller input pulley and it's support pillow block. This block is mounted to the frame of the tractor.
This is the 're-modified' engine mount for the Fairmont. The square tubing mount beneath it was used for a 3HP Fairbanks-Morse ZC which was too unbalanced for this application.
New engine mount and chassis work.
This is a special built pulley that mounts over the end of the crankshaft. The pulley itself is cast iron brazed to a special machined hub that fits completely over the gibkey, eliminating the need to use a modified key. The crank was originally drilled and tapped using the older 1/2 - 12 thread. Later, this pulley and the smaller pulley were replaced with custom machined double belt pulleys after finding the engine routinely smoked the single belt!
From the cardboard patterns.......
........To the newly fabricated steering 'tower'.
Completed refurbished steering tower complete with new steering column.
New deck panel with new designed parking brake and extended stick shift.
The next step in the project with all excess holes filled, all sheet metal completed and modified exhaust stack.
Finally, after better than 3 years in the project (using both the Fairbanks-Morse and Fairmont engines), the paint starts to go on.
The transaxle gets a going through, paint and new hardware. This is a 3 speed box with reverse, all with a high/low range (total 6 forward and 2 reverse speeds).
The sanitized clutch assembly.
A 'slightly' unique muffler. This unit takes the exhaust from under the engine, separates the oil out of the air stream (hopefully) and pipes the exhaust to the stack along side the engine. A drain plug is located on the bottom to occasionally drain the oil. An added fiasco was the fact the entire system, including the stack, has to be able to slide with the engine in order to tighten the front drive belt. The muffler fits neatly between the frame rails.
The frame nearly completed. Next is the battery and coil installation and all wiring done. The little screens on either side of the frame are 'toe guards'. The flywheels sit directly in front of these with the flywheel faces traveling downward while the engine is running. A good potential for problems!
A rear view before the engine is installed.
Shot of electrical with the battery and Ford Model T coil. Since the battery is hidden under a panel, a direct connection to the battery, accessable under a removable side access plate, is available to recharge the battery.
Driver's view of the nearly completed chassis. The gauge under the steering column is a voltmeter to monitor the battery while running, since no generator/altenator is installed.
The completed project now ready for the current show season.
Completed December 23, 1998