Nothing left of the 150 except for the boiler. Justin Hingeon and others seen and knew there was enough parts at the factory still in the 60s to build one. He went and tried to get this boiler. i have no idea how long it took him to get it but in the mean time all the parts got scraped at Racine in 67 i believe:rant: dont know WHAT they were thinking to not get the parts immediately.:bonk:
I dont think there's one part that would interchange between a 110 and 150. they were pretty well two different engines. we have lots of letters here from the field to the factory on the 150s. and in them they talk about different problems on it. mainly with things being light or burning out. remember how all Case engines back then were not really beefed up like the later ones. like comparing a 1904 25 to a 1912 75, lots of differences. they could have beefed it up with another 10 ton of iron to make it successful. but eventually the guys in the field and engineers were saying they should build a scaled down version, the 110. the 110 was improved with a intermediate gear shaft, heavy gearing for its size and a large differential to slow it down for starters.
that picture beth posted is good. id love to stand there and study how all that top stuff works. but all we have no is the top view blue print and you have to study that quite a bit to figure out how low gear is cogged in, and hi gear runs off the clutch arm. so think when in low gear the clutch arm was freewheeling in the flywheel. the power steering runs through 3 gears as well, and i have no idea which way you pull the lever to go left or right yet:crazy:
in Beths picture you can see how the clutch lever placed backwards and the reverse lever is over to the right and not hooked up directly. theres just one power steering lever with a knob to lock it in one spot. not sure how that would work most guys steer a 110 like they are stirring soup, back and forth.
Kory will have to jump in here. hes got the full set of prints not and has been analyzing them alot:brows:
Colin,
I have never heard that there were enough parts in Racine still into the '60s to build one. If that is not published somewhere in a very reliable spot, I think it likely is not true. What does seem to be true is----After giving problems in the field, some of then had been returned to the factory. At least two of these (16148, & 16152) were converted at the factory into skid BOILERS, and sent back out again in 1/4/1908 and 10/13/1910). What I recall reading somewhere (that I can not re-locate right now) is-----the only parts that were seen later (when???) at the factory was maybe wheels and a bit more (bull gears??) likely left over from one of the tractions being stripped and resold as a skid boiler. It sometimes is not easy to seperate fact from fiction. But what we do know to be true, taken directly from the orig. Case factory records--ONLY three of these were for sure built as tractions! #s14666, 16148, and 16152. One more, #17162 is unclear in the orig. Case factory records as to exactly what it was, traction or a mere skid boiler, or? The records are quite clear that 7 of this size left the factory as skid boilers, with no engines (or even wheels) on them (#s 18547, 548, 549, 18723, 848, 870, & 871). For most of us, a mere skid boiler (of any size or make) will not hold our interest for very long. Being they only made 3, and possibly 4 of this size as engines, they can hardly be considered as much more than experimental, and it does not stand up to reason that they would have kept much in the way of parts on hand for them. After 1910, only one, (14666) still existed as an engine ( and a possibility of maybe a second one?? (#17162) It defies logic that 50 years later (into the 1960s) there would still have been enough parts on hand to build another one
chuck
