Mamod Steam Engine Spares? The 127 Detailed Answer

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Do Mamod still make steam engines?

What fuel does Mamod use?

These run on either butane or a 70/30 butane-propane mix. This fuel is fairly easy to get and is about as common as denatured alcohol.

What gauge is the Mamod steam engine?

The model represented narrow gauge engines at approximately 16mm scale to represent a 2ft gauge railway. The Latest addition to the range is the Brunel Vertical Boiler Engine. This loco has many advanced features such as reheating coil. geared drive and butane-propane gas tank.

A Rundown of Mamod/MSS Locomotive Burners and Fuels

What gauge is Mamod?

The MSS track is only available in 32mm (SM32 or O gauge), therefore if you buy a 45mm loco or rolling stock you will need 45mm track, which is available under the Peco brand.

A Rundown of Mamod/MSS Locomotive Burners and Fuels

How do you clean a Mamod steam engine?

You will require warm water and washing up liquid, malt vinegar and salt, wet and dry paper along with a dusting cloth and brasso wadding. The brasswork is one of the most important parts of the model so you need to be extra careful when cleaning.

A Rundown of Mamod/MSS Locomotive Burners and Fuels

Where are Wilesco steam engines made?

Made in Germany – our quality promise

Because of its compliance to safety regulations, Wilesco is entitled to label its steam engines with TÜV Nord’s GS symbol, which stands for “safety tested”.

A Rundown of Mamod/MSS Locomotive Burners and Fuels

Where is Mamod based?

The original Mamod business has overcome these set-backs and today at its engineering site on the Summit Crescent Industrial Estate Smethwick, West Midlands, Mamod is manufacturing gas-fired locos – rolling stock to go with them – as well as model steam mobiles, stationary and kits.

A Rundown of Mamod/MSS Locomotive Burners and Fuels

How do traction engines work?

The movement of the piston is transmitted via a piston rod to a crosshead where another rod (the connecting rod) is attached to a flywheel where the straight line movement is converted into a reciprocal movement.

A Rundown of Mamod/MSS Locomotive Burners and Fuels

Mamod Steam Engines How Its Made

Mamod Steam Engines How Its Made

Mamod Steam Engines How Its Made

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See some more details on the topic mamod steam engine spares here:

Mamod Models, Locomotives and Spare Parts

Fantastic range of spare parts for the Mamod range of working model steam engines and locomotives.

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Source: www.mamodonline.co.uk

Date Published: 9/11/2021

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Mamod spares – Mamod

Mamod Steam Engine main agents. We can supply Mamod spares for both current and obsolete steam engines as well as new Mamod models.

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Source: www.mamodparts.com

Date Published: 7/16/2022

View: 7683

Mamod Spares – FOREST CLASSICS

X302 / X402, SP4 Piston / Cylinder Assembly ; X301 / X401, Standard Piston / Cylinder Assembly ; X403, Up-rated pistons (per pair) for old loco ; Boiler, Firebox & …

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Source: forest-classics.net

Date Published: 1/11/2022

View: 9939

Mamod SPARES – Tony Green Steam Models

SCALE SHIP & BOAT PLANS ( prices does not include p&p) · Second hand G scale Trains and Rolling stock · WHITE METAL CASTINGS …

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Source: www.tonygreensteammodels.co.uk

Date Published: 8/21/2022

View: 9568

MSS & Mamod Loco Spare Parts – Dream Steam

Loco Parts. Fortunately, all MSS locomotive parts are fully compatible with the original Mamod locomotives. So, if your loco has not been used in a while, …

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Source: www.dreamsteam.co.uk

Date Published: 10/3/2022

View: 1650

Mamod steam engine spares parts for sale.

Mamod steam engine & spare parts for sale, Stevens Model Dockyard, Luton Bowman PW203 Mamod wick burner Birmingham dribbler Maxwell Hemmens.

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Source: www.mikes-steam-engines.co.uk

Date Published: 5/9/2021

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Spare Parts To Suit Mamod Steam Models – Ali’s Toy Shed

Spare Parts To Suit Mamod Steam Models … Trade Pack 10 Hub Caps Older Style Mamod Steam Traction Engine & Roller Rear Axles. Regular price £10.00.

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Source: suffolksteamengines.co.uk

Date Published: 4/10/2021

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Mamod spares

Mamod: All listed below are EBAY LISTING

Wikipedia

Manufacturer of steam powered toys and models

Mamod is a British toy manufacturer specializing in the manufacture of live steam models. The company was founded in 1937 in Birmingham, UK by Geoffrey Malins. The name is a portmanteau of Malins Models. Malins began manufacturing steam engines, which were sold under the Hobbies brand name, but soon he began selling them under the Mamod brand name. The first models produced were stationary steam engines. Much later, the company also began manufacturing model road rollers, traction engines, steam wagons, and other steam road vehicles. These models were aimed at the toy market, so were easy to operate and ran on low boiler pressure for safety, but were not exact scale models.

Most Mamod models use simple but effective oscillating cylinders, usually single acting. Some of these engines have regulators in either the steam inlet or the steam outlet, but many others run unregulated (in the simpler models) or have a simple reversing mechanism to change the cut-off and thus control the power/speed and direction of the engine. Early models had single or multi-wick lamps or spirit burners, but by the mid-1970s the company switched to solid hexamine fuel, which was available in tablet form and provided low heat in a relatively safe form.

SC, SE, and Minor series stationary engines (1937–79) [ edit ]

A 1937 Mamod SE4 Flatbed Twin, shown in the ‘Hobbies’ colors of darker green and red.

A 1958 Mamod SE2 engine showing a transitional form – new 1958 wide firebox with 3-wick burner.

Two 1969 Mamod SE3 twin cylinder steam engines. The left locomotive is the Griffin & George version, the right version has a push button whistle and bolt on crank arms.

A 1949 Mamod SE2 engine with new pressed steel engine frame and overheated boiler.

1949 and 1954 Mamod Minor engines. The red disc crank version is the earlier engine, while the ’54 version clearly shows the red ‘unclipped’ Mazak flywheel.

The range dates back to 1936 when Geoffrey Malins began making engines for Hobbies of Dereham. Its engines were loosely based on the Bowman engines made by Geoffrey Bowman Jenkins for Hobbies up to 1935. The main difference between the Bowman and the Malins was that the latter were smaller, only metal based[1] and all but the SE1 came had the chimney attached to the top of the boiler, known as a locomotive style chimney. From 1937 Malins decided to manufacture his own range of engines alongside the engines he made for hobbies. They were almost identical to the Hobbies series except for a few minor detail changes – like lighter hues and a Mamod emblem. The distinction between Mamod and hobbies has become a little blurry; A Mamod-badged SE4 could be found in the “hobbies colors”. Those were the beginnings of a philosophy that meant the engines had to be sold and brought out the door. Engines not sold meant lost profits so nothing was wasted. All differences between the two ranges had all but disappeared by 1940.

With the onset of the Second World War Malin’s association with the Hobbies firm of Dereham ended and the SC series engines were the last steam toys to be sold under the Hobbies brand. Malins had also realized that he could make a lot more money by focusing on his own engines. As hostilities increased, the St Mary Row factory was mothballed and wartime interests took over. Although Geoffrey Malins continued to make a limited number of engines throughout the war

After the war business was revived and by 1946 a limited range of steam toys were being produced – SE1, SE2, Minor 1 and tools. The pre-war SE3 and SE4 were dropped along with the short-lived twin-barrel Minor 2. Apart from the Minor 1 (usually referred to today as the MM1), the engines produced in the immediate post-war period had bottom mounted smokestacks. However, the boiler-mounted chimney soon returned during 1946. Otherwise the engines were the same as before the war. The SE1 and SE2 were only produced in this form for a few months; Post-war rationing meant it was more difficult to substitute the materials used in production, so the SE1 and SE2 switched back to the locomotive-style smokestack. Aside from color changes, the MM1 continued almost unchanged. By 1948 the tools still used flat bottoms and cast iron bodies.

By 1948 the SE range had received its first real update. Mamod-branded brass engine frames and hot-stamped brass flywheels were introduced, and the SE1 and SE2 each also received a governor. The new Minor 2 (MM2) was also presented. This had a single cylinder engine unit and was a larger version of the MM1. All engines continued to use wick burners with 1, 2 or 3 wick tubes. By 1949, with the move to Camden Street, the company had acquired a stamping shop and the expensive brass engine frames were replaced with stamped steel frames. The design was similar to that of some Märklin motors. The boilers on SE1 and SE2 were now slightly overheating. The SE2 kept its regulator, but the SE1 lost its. The MM1 engine was the first engine in the range with a raised pressed base. The range remained in this form until 1953 when, with the introduction of the cheaper Mazak material, brass flywheels were gradually replaced. This is typical of Malins Engineers’ approach to ensuring models are always updated and modified to keep the price as competitive as possible. In this immediate post-war period, many other manufacturers made steam toys including Plane Products, Cyldon, SEL, Luton Bowman and Burnac.

In early 1954, the SE range received all raised pedestals as well as cosmetic updates and changes. By 1958 all but the MM1 had received the new spirit burners, which had first appeared in 1957 with the introduction of the all-new twin-cylinder SE3. Again there was another round of cosmetic changes with updated boiler bands and fire pits. Combinations of these old and new parts are found in the ‘transitional’ engines of the late 1950’s (e.g. SE1, 2 and MM2). By the mid-1960s the engines used pop rivets for the engine frame attachment method (along with the entire Mamod range) as well as other cosmetic changes. In 1967 the SE range received its next major update with the introduction of the SE1a and SE2a, replacing the SE1 and 2. The overheating was gone and the simplified plumbing was all new. The SE2a also received a reversing lever like the 1965 Meccano “MEC1” engine. Other details such as paint colour, boiler end cap and whistle design and decal layout were gradually changed.

Worth noting is the fact that from 1967 to around 1972 the Se1, 2 and 3 could be found with a different green color on their engine frames. This color resembled a hammered finish and was probably bought by then-CEO Eric Malins when he was unemployed. Steve Malins has confirmed that this was the case and his father would try anything new or changes that made production cheaper. The Minor series never received this livery. The SE3 remained unchanged until the introduction of the Griffin and George (education providers) version in 1969. This engine was the only real variation of Mamod’s largest post-war stationary engine. It had the first-ever silver-brazed boiler (at G&G’s insistence) and also had a steam pipe cap nut on the boiler instead of the usual stopcock. It also wore an additional foil G&G lozenge logo on the engine. About 2,000 were made until about the mid-1970s. It was only sold to schools and came with a comprehensive manual on how to use the motor in laboratory experiments. Later examples of this engine were standard SE3s but sported a revised G&G logo with a different design. This Griffin badge could sometimes be found alongside the warning labels fitted to all stationary engines in 1976, explaining the use of improper fuel tanks and refueling techniques.

The 1970s were the heyday of Malins Engineers. The MM1 received a vaporizing burner in 1970, both Minors got overflow plugs in 1975, the engines were converted to solid fuel in 1977 for the domestic market (it had been done earlier for export) and in 1978 the entire range (except for the MM1) received sight glasses in place of the overflow plug on the Boiler. By the late 1970s the range was looking tired and so in 1979, with significant investment by the Malins family, the SE range was replaced by the SP range.

In general, the SP models are modernized versions of the earlier SE models, with the changes made for both safety and cosmetic reasons. There is no strict correspondence between the SE and SP series models. A rough comparison of the ranges can be found in the following table:

Pre-War Post-War Current Comment Minor 1 1939-40 Minor 1 1946-79 SP1 1979-85

Minors 2 1939-40

2 cyl

Minor 2 1948–79 SP2 1979 to present 1 cyl. SE1 1936-37 SE1 1946-67

SE1A 1967-79

Meccano 1965-76 SP3 1979-85

SE2 1936-37

SC2 1939-40 SE2 1946-67

SE2A 1967–79 SP4 1979–present (including SP4D)

SE3 1936-37

SC3 1939-40

1 cyl. SE4 1936-37

SC4 1939-40 SE3 1957-79 (including G&G version) SP5 Mk1 79 to 85 Mk2 2001 – present 2 cyl

Spool valve SP6

Two-cylinder spool valve SP7

Jet engine SP8 ME1 1936–40 (Hobbies and Mamod) ME1 1958–85 (Mamod only)

ME2 1958-65

ME3 1965-72

Meccano engine [ edit ]

A 1970 MEC1 designed and built by Malins.

Between 1965 and 1976 Malins produced a steam engine to the specifications of the Meccano company, under whose label it was sold. It had a special base designed to make it easier to install the engine on Meccano models. It contained a mechanism that shifted the cylinder in relation to the intake and exhaust, allowing it to run backwards.[2]

After the Meccano brand version was discontinued, the same engine with minor modifications was later sold under the Mamod brand as the SP3. The original Meccano branded version never had an official name or model number, but is now commonly referred to as the MEC1.

SP1[edit]

A Mamod SP1 stationary engine around 1979

The SP1 was based on the Mamod Minor 1 which it replaced and which had been in production since 1939. It had the same boiler, engine unit and flywheel as the non-cranked pulley types. The main differences were that it had a new black die-cast chimney and a narrow solid fuel burner design to accommodate a tablet broken in half. This was also the only SP engine to feature a water plug as the boiler was too small to fit the standard Mamod water sight glass. The firebox remained the same as the older Minor 1. Some were built using the old Mamod Minor 1 boiler. The exhaust was a simple open port as on the Minor 2 and MEC1 engines. These limited power, limited torque motors could power at least 1 or 2 miniature tools. The SP1 was discontinued in 1985 after 27,500 had been produced.

Introduced as a replacement for the discontinued number. Manufactured 1979 MM1 1985 27,500

SP2 and SP2D[edit]

A Mamod SP2 stationary engine

The SP2 was an all new design introduced in 1979. It replaced the Mamod Minor 2 and was similar to it in some respects. It shared the same type of boiler as the Minor 2, as well as the engine unit and frame. The exhaust was a simple open port like the Minor 2. The SP2D is a version of the SP2 with an integrated dynamo. The SP2D has a larger diameter flywheel that drives the dynamo – mounted in the base of the chimney – via a belt. A small LED lamp is attached to the top of the chimney. These were powerful engines for their size and could easily power a full workshop with four tools.

The SP2 models are still in production; 36,878 units were produced until 1995.

Introduced to replace discontinued numbers Manufactured 1979 MM2 – 36,878 (until 1995) Still in production

Small deviations in type:

Early engine frames were painted blue, later in the 80’s this was changed to black

Some sight glasses were attached with screws as opposed to pop rivets

The sight glass cover could be silver metal or brass

SP3[edit]

A Mamod SP3 from around 1980 with additional gears on a countershaft and additional Meccano arms.

The SP3 was based on the Meccano MEC1 engine, which first appeared in 1965. It was basically the same except for a solid fuel burner, sight glass, whistle in place of the steam dome, and plastic gears instead of metal gears on the crankshaft to drive Meccano models. The exhaust was a simple open port in the engine frame, like the MEC1, and the engine bore two manufacturer’s marks – a Mamod and a Meccano scalloped decal. The base plate was painted silver and the boiler was a standard rifled type Mamod tube as used on the SP2, SP4 and SR1a. The SP3 could power the whole line of workshop tools.

Introduced as a replacement for the discontinued number. Manufactured 1979 Mec1 1985 9,067

Small deviations in type:

Turning handles were red or black

The crank web is usually painted black, some examples are bare metal

Some sight glasses were attached with screws instead of pop rivets

Some sight glass covers were silver metal instead of brass

SP4 and SP4D[edit]

A Mamod SP4 stationary engine

The SP4 was the mid-range engine of the SP series. It featured the standard drawn Mamod boiler and a die-cast smokestack. The engine frame for this model was mounted on a silver base and the unit had a reverser that allowed the engine to run either backwards or forwards. It could drive a good range of tools simultaneously with a lineshaft and also featured “exhaust to chimney”. The boiler was heated using the two-tablet burner bowl as on the SP2 and 3, and a whistle was also included. The SP4D variant had a unidirectional motor unit and carried a larger pulley to drive a dynamo connected to a small 3V lamp.

Introduced to replace discontinued numbers Manufactured 1979 SE2a – 41,191 (until 1995) Still in production

Small deviations in type:

Some sight glasses were attached with screws as opposed to 2 pop rivets

Some view covers might be silver metal or brass

The SP4D version had a dynamo and an additional extra large pulley (on the same shaft) with a standard flywheel. It had no reverse lever.

A Mamod SP5 stationary engine

SP5 Mk1 and Mk2[edit]

The SP5 was the top-of-the-line engine when it was introduced. It had a longer boiler – 152 mm × 51 mm (6 in × 2 in) – and a two-cylinder engine unit with reverse control. The engines could easily power multiple workshops due to their larger boiler and twin cylinders. The engine, like the SP4, had the exhaust to the chimney with a condensate collector at the foot of the chimney. The engine unit was pedestal mounted as on the SP4, a possible nod to the 1946 SE4 prototype. The crank webs were stamped with the word Mamod, as on the old SE3 which it replaced. The kettle was heated with a 3-tablet burner pan, a whistle was also included in the specification.

The new model of SP5, Mk2 1335, in production since 2000, has several differences from the Mk1. The entire layout of this model has been changed. The positions of the components are reversed: e.g. The cylinders and chimney are now on the left. Also, the left-hand end of the crankshaft has the usual counterbalanced crank as found on the SP5 Mk1, SE3 Twin and other engines, but the right-hand end of the crankshaft on the new SP5 Mk2 has a more efficient and far more attractive crank Brake disc for better balance and smoother running. Also, this engine has one-piece cylinders; the bore is 8 mm (5/16 inch) and the stroke is 19 mm (3/4 inch). The SP5D Mk2 model is fitted with a belt-driven dynamo and lamp socket, although a non-dynamo version is also available.[3]

Introduced as a replacement for the discontinued number. Manufactured 1979 SE3 1985. A new version, SP5 Mk2 1335, was introduced in 2000. 10,461 (SP5 Mk1)

Small deviations in type:

Some sight glasses were attached with screws as opposed to pop rivets

Some vision covers might be silver or brass colored metal

A version was also sold to Griffin and George, who distributed it to schools and educational purposes. These engines carried an additional G&G decal. (A labeled SP4 version can also be found). It was not silver soldered.

A Mamod SP6 1338 stationary engine

SP6 [ edit ]

The single cylinder SP6 1338 is one of the most powerful engines Mamod has produced and is equipped with a piston valve and a fixed cylinder instead of an oscillating cylinder. It uses the same boiler/burner unit as the SP5 Mk2 1335 (optionally fitted with a pressure gauge). The same engine block was used on the larger mobile models. Originally introduced in 2006, this model is still in production.[4]

Small deviations in type:

A limited version was made circa 2006 for Forest Classics. This engine had a green baseplate.

A Mamod SP7 stationary engine

SP7[edit]

The twin cylinder SP7 is the most powerful engine Mamod has produced and shares the same specification as the SP6 in the line but with two cylinders. It uses the same boiler/burner unit as the SP6 (fitted with a pressure gauge). The SP7 was introduced in 2009 and was only available by special order, but was no longer in production in 2018.

SP8 [ edit ]

The SP8 is Mamod’s first jet engine. Introduced in 2013, it uses the same double-acting piston-valve cylinder (as used in other recent models) mounted vertically under one end of the associated beam with a simulated Watts linkage. The crankshaft and flywheel are mounted under the other end; the valve train is controlled by a second, smaller bar. The SP8 is offered with a choice of gas or solid fuel burner. Discontinued now.

Mamod line shaft with raised base and large rectangular decal, c1958-65.

Mamod workshop tools from 1950 with brass hammers and punches and polishers and grinders.

The company produced a range of model workshop equipment with cast iron or die-cast metal bodies and bases designed to be Meccano compatible (½ inch (12.7mm) spacing). The range included:[5]

Model Power Press (later called Power Punch)

Model Power Hammer – a tripping hammer

Miniature Buffing Machine – Includes two 1.25″ (32mm)” felt buffing wheels

Miniature grinder – with one fine and one medium 0.75″ (19mm)” grinding wheel.

Miniature Line Shaft – Allows multiple models to run simultaneously, fitted with three Meccano compatible pulleys

The tools have been featured in the Mamod line of steam toys since the company’s inception in 1937. Very early tools had simple flat bases with Meccano-spaced holes. These early tools also had Meccano-like pulleys fitted with roughly machined sand-cast bodies. They continued after the war in pre-war form until 1948 when they were fitted with the new hot-stamped brass flywheels along with the SE1, SE2 and MM2 Hammer and Power Punch (later “Power Press”) engines. At the same time, Malins Engineers moved to Camden Street, Birmingham. With this move, the company acquired some power presses, and the new brass-wheeled tools (and the polisher/grinder) began to have raised pedestals. The cast iron bodies for all tools were replaced by Mazak around 1950. The pressing facilities also allowed the MM1 engine to be the first steam toy in the Malins range to be produced with a raised baseplate. Aside from the switch from brass to Mazak flywheels in 1953 and the disappearance of oil dots in the 1960s, tooling has changed very little over the years. By 1979 the tooling had changed to a blue and red color scheme (replacing the green/red scheme used on all engines and tooling by then) in line with the new SP engine series. Due to the financial situation, the tools disappeared from the range as separate items in the mid-1980s (along with the SP1, 3 and 5) but were merged into the WS1 workshop launched in 1979. At the beginning of the 2000s, the individual tools reappeared.

The history of the Mamod transmission shaft[ edit ]

The line shaft is the accessory that allows a steam engine to power more than one tool. The vertical shaft first appeared in 1936 when Geoffrey Malins took on the task of making a set of engines for Hobbies of Dereham after Geoffrey Bowman-Jenkins left Bowman models. The early line shafts all had flat bases and before the war came in two models: the C1 and the C2; The former with 4 pulleys and the latter with 7. Both types of connecting shafts carried the red Meccano type pulleys as well as turned brass types. The base supports were cast iron like those of the early tools and the base plates were drilled to fit Meccano. Production of the line shaft and tooling continued until the start of World War II (and possibly 1940), with the line shaft then being fitted to the SC2, 3 and 4 engines. After the war (c1948) the transmission shaft received brass rollers and a hammer and stamp. The flat base was retained, but the C1 line shaft was dropped. In the mid-1980s, the Mamod company was in trouble; The SP1, 3 and 5 were discontinued along with the separate tooling and connecting shaft, but all five components continued to be made as part of the WS workshop.

Mamod produces a wide range of models that can move under their own power. They are mainly generic representations of various vehicles, often steam-powered in the past.

Steamroller SR1 and SR1A [ edit ]

A 1965 SR1 roller clearly showing the pop rivet construction.

A Mamod SR1a roller from 1973

The SR1 steamroller was Mamod’s first mobile steam toy. Introduced in January 1961, it was designed by Eric Malins. The first reels were unidirectional, moving only in the forward direction (at a steamroller-like speed). The engines featured a modified MM2 steam unit with characteristic aluminum alloy rollers. Like the early 1963 TE1 and stationary series, the early SR1 reels were bolted and also featured a brass vaporizer bulb riveted to the scuttle. They didn’t have a tow hook. From 1963 a revised burner was used (as introduced with the TE1 steam traction engine), the handle of which formed a tow hook; although it would not be until 1969 that there was anything to haul, with the introduction of the OW1 Open Wagon and LB1 Lumber Wagon. From 1965 the scooter was assembled using pop rivets (like all steam toys in the Mamod range) – so it’s easy to tell scooters from the early 1960s from later ones. In 1967 the SR1 became the SR1a with the introduction of a simple reversing mechanism on the engine unit. The mechanism was similar to that of the 1965 MEC1 Meccano engine. In the same way the TE1 became a TE1a. In 1968 the aluminum casters and wheels were replaced with Mazak items; the same material is still used today. The roller has been in the Mamod range for over 60 years but has undergone small incremental changes over that time with changes to the burner (conversion to solid fuel circa 1976) and sight glass boiler replacing the overflow plug type (circa 1978). . The only other changes were mostly cosmetic: livery, whistles, smokebox details. Early SR1 box engines now fetch high prices and are sometimes referred to by collectors as “nut and bolt” SRs. Recently, other scooter variants have included limited editions in different colors as well as longer shell versions and also a kit version. The 60th anniversary of the introduction of the SR1 was celebrated in 2021 with a limited edition of 60 examples.

Tractor TE1 and TE1A [ edit ]

An early Mamod TE1 steam traction engine from 1963. It clearly shows the nut and bolt construction. The smooth top was only used for a few months.

A Mamod TE1a traction motor with the original packaging

This is the ‘classic’ Mamod model and has been in production for almost 50 years with minor updates and modifications. It is a model of a typical tractor with a continuous hood. The engine itself is an oscillating cylinder unit, just like the SR1/a which is based on the old MM2 unit. The shell is longer than that of the SR1, although it has the same internal volume. The front part is an empty cavity into which, in earlier versions, the exhaust steam was directed through the throttle (it controlled the exiting steam, not the incoming steam). The TE1a differs from the TE1 in that it has a reversing lever to control the model’s speed and direction (originally used on the 1965 MEC1 and later applied to the 1967 TE), whereas the TE1 was unidirectional with only one exhaust. Choke’ to control speed. The TE1 is said to cover a third of a mile in ten minutes on a single fill.[5] Power is sent to the rear axle via a drive belt that runs from a small pulley on the flywheel to the rim of one of the rear wheels. This can be removed to allow the engine to run stationary or to drive a transmission shaft and tools. The model’s front axle is mounted on a central pivot with a simple copper stub spring, providing a crude form of suspension. It is also steerable, by means of a shaft running from the axle up the chimney (later post-67 models). Early models did not use the later control rod for steering, instead using a rod mounted directly in a hole in the early model’s square axle housing. Both designs could be bolted together to lock the wheels in a fixed position. A control rod with a wooden handle on top can be attached to the top of this shaft to allow the operator to control the model as it moves. The TE1/A has a green boiler (this green has changed over the years from apple green to a dark Brunswick green, similar to GWR locomotives), red spoked wheels and flywheel, a white/cream hood and a black firebox/smokebox / Chimney. It is also available in a distinctive alternative livery with a polished brass boiler and maroon wheels. Other limited edition models have been produced over the last decade with blue or black livery, as well as variations on the colors already mentioned.

Steam car SW1 [ edit ]

A blue SW1 car from 1988 and a green SW1 car from 1973.

A 1988 unbody blue SW1 steam car showing the doubly reduced drive and chassis.

The SW1 steam car is another variant of the SR/TE engines in the range and was first produced in 1972. The model is largely attributed to Steve Malins, grandson of the founder of Malins Engineers. Apparently Steve was inspired by a book called The Overtype Steam Road Wagon (published in 1971 and written by Maurice A. Kelly). The SW1 essentially uses a mix of components from the SR1a roller and TE1a traction motors, to which is attached a truck-style rear body with cab and cargo bed. The extra length of the body is carried on a C-profile “chassis”. The engine has a double reduced drive with a large intermediate pulley, similar to the flywheel. This gives a more realistic speed and gives the model more traction. Eine aktive Hinterachse (nur ein Rad wird angetrieben) hat markante Diamantspeichenräder (die eng an ein Foden-Design angelehnt sind. Der Wagen wird manchmal als “Foden-Wagen” bezeichnet). Das Modell hat rote Räder und eine blaue, grüne oder braune Karosserie mit einem weißen halblangen Verdeck über Motor und Kessel. Das Modell hat Details wie Kotflügel und eine optionale Ladung von „Fässern“. In jüngerer Zeit wurden Modelle in limitierter Auflage in einem dunkleren Grünton sowie in Schwarz hergestellt. Andere Variationen des SW1 umfassen eine blaue Version des Modells mit weißer Beschriftung auf der hinteren Nutzlastkarosserie im Gegensatz zur standardmäßigen goldenen Beschriftung. Ein alternatives Farbschema wird vom Modell SW1B getragen. Hier hat das Modell eine tiefbraune Karosserie und cremefarbene Räder. Kürzlich wurde eine Limited Edition-Version für Forest Classics mit einem komplett schwarzen Farbschema produziert. 100 wurden produziert. Der Dampfwagen wird noch heute (2012) produziert und wird von vielen immer noch als das beste Mobil des Unternehmens angesehen.

Frühe Dampfwagen wurden in Grün mit einem Meth-Verdampfungsbrenner hergestellt. Um 1977 übernahmen sie die Pfannenbrenner für feste Brennstoffe und hatten 1978 ein Schauglas anstelle des üblichen Überlaufstopfens, wobei blaue Farbe die grüne ersetzte. In den frühen 2000er Jahren wurde die braune Version produziert. Der Motor ist mit der üblichen federbelasteten Pfeife sowie dem Lenkgetriebe des TE1a ausgestattet. Die zum Halten des Brenners eingerichtete Heckklappe ist genau die gleiche wie bei den SR- und TE-Modellen, aber sie passt genau zwischen die beiden Träger-Chassisteile. Mit einem Gewicht von etwa 2,7 kg (6 lb) stellt der Dampfwagen SW1 immer noch viel Modell fürs Geld dar und ist immer noch ein fester Favorit unter Sammlern.

Eine aktualisierte limitierte Auflage des Dampfwagens wurde 2022 zum Gedenken an den 50. Jahrestag der ursprünglichen Einführung herausgegeben.

Showman’s Engine [Bearbeiten]

Dies ist ein weiteres Modell auf Basis des TE1A in Form einer Straßenlokomotive für Schausteller. Wie die echten Schaustellermotoren nutzt er die Grundform einer Zugmaschine, ergänzt durch einen Dynamo und einige ästhetische Details. Das Showman’s-Modell hat verdrehte Messingverdeckstützen, eine (nicht funktionsfähige) Kettenlenktrommel und eine typische helle Lackierung mit einem kastanienbraunen Kessel und gelben Rädern. Die wichtigsten mechanischen Unterschiede zwischen dem Showman’s und dem TE1A sind der Dynamo und die Anbringung eines soliden Schwungrads am Vorgängermodell. Der Dynamo ist über der Rauchkammer montiert und versorgt eine Reihe von LEDs, die um die Haube herum angebracht sind. Es wird über ein Antriebsband vom Schwungrad angetrieben.

‘Centurion’ TE1AC [ bearbeiten ]

Der ‘Centurion’ ist eine größere, leistungsstärkere Version des TE1A-Modells, aber mit dem Kolbenventilmotor von Mamod ausgestattet (wie er bei den SP6-SP8-Motoren verwendet wird). Ansonsten entspricht es dem Vorgängermodell, mit gleichem Layout und grün/roter Farbgebung.

‘Herausforderer’ SR1AC [ bearbeiten ]

Der ‘Challenger’ ist die Dampfwalzenversion des ‘Centurion’. Wie bei den anderen Walzen wurde es angepasst, indem ein verlängerter Vorderrahmen, der die vordere Walze trägt, und größere solide Hinterräder vorhanden sind. Anders als das frühere Dampfwalzenmodell hat es wie die Zugmaschinenmodelle ein durchgehendes Verdeck.

Showman’s Special [Bearbeiten]

Dies ist die Showman-Version des ‘Centurion’-Modells. Es hat die gleichen zusätzlichen Details wie das TE1A-basierte Showman’s-Modell und das gleiche Farbschema.

Roadster SA1 [ bearbeiten ]

Ein früher Roadster aus dem Jahr 1976 mit Überlaufkessel und 6-Speichen-Artillerierädern.

Dies ist ein Modell eines zweisitzigen Autos im Roadster-Stil, das möglicherweise auf dem Aussehen und Stil eines Mercer Raceabout aus dem frühen 20. Jahrhundert basiert. Das Modell erschien erstmals Ende 1976 und wurde von Steve Malins mit Input von George Morris entworfen. Die ersten Versionen waren in Rot und Weiß mit schwarzer Polsterung (immer noch erhältlich), obwohl neuere Versionen kürzlich mit Grün / Messing- oder Burgunder / Messing-Oberflächen erschienen sind. Eine silberne 4-Sitzer-Limousine auf Basis des Roadsters ist ebenfalls ein beliebtes Modell, das in den 1980er Jahren auftaucht. Der Kesseldeckel bildet die „Motorhaube“ des Autos, das Schauglas zur Kontrolle des Wasserstandes ist der „Kühlergrill“. Early versions sported the traditional overflow plug, which was replaced by the sight glass in 1978 to conform with the new Euro Toy Regulations. The earliest Roadsters were meths fired, appearing in late 1976. From about 1977, all models used a steel pan-type solid fuel burner, although the older steel pan meths burners still fitted. The oscillating-cylinder engine is mounted externally on the left-hand side of the model and incorporates a simple forward and reverse lever like that used on the SE2a and MEC1 stationary engines. The unit drives (via a shaft) a small solid flywheel, mounted externally on the right-hand side. Again, a distinguishing feature of early models is the ‘split-drive’ with final drive on the left-hand side, as opposed to later (and current) models where the drive is all on the right. This shaft drives the rear axle by a power band. This arrangement allows a slightly higher road speed than the SW1 wagon, but makes the model much slower than the TE1 traction engine (which was ridiculously too fast). This chassis and layout is used on other mobiles in the Mamod ranges such as the LB1 London ‘bus, FE1 fire engine, SA1L limousine as well as the DV1/2 vans. The early wheels are in the style of wooden carriage wheels (as found on cars of the period – these were known as artillery wheels), with solid rubber tyres. Later models used a re-designed wheel which was based upon the design used for the Rolls-Royce Silver Ghost. Details such as running boards, spare wheel and carriage lamps are also fitted.

Silver Limousine SA1L [ edit ]

This is a model of an Edwardian-style limousine, similar to the Rolls-Royce Silver Ghost. It is finished in grey/silver paint with black upholstery and hood, and is based on the SA1.

The Limo is also available in a different colour scheme, with maroon bodywork and brass/gold wheels. This is designated the SA1B.

A Mamod FE1 Fire Engine

Fire Engine FE1 [ edit ]

The model uses the standard chassis with front-mounted boiler and mid-mounted oscillating engine, but the rear body carries a turntable ladder, complete with exposed cranking wheels. The model is painted bright red with polished chromework, and is similar in appearance to fire engines produced by Leyland in the 1920s.

Delivery Van DV1 and DV2 [ edit ]

This model represents a typical British light commercial vehicle of the interwar period. It has an enclosed rear body with twin rear-opening doors and an open driving position. It is painted dark green (DV1) or dark blue (DV2) with brass detailing and carries a Mamod livery.

Post Office Van PO1 [ edit ]

This is based on the DV1 model, but has an extended rear body and an enclosed driving position. Like real Post Office vans of the period, it is painted red with black mudguards, wheels and bonnet. It carries the ‘GR’ royal insignia, presumably dating it to the reign of King George V.

Le Mans Racer LM1 [ edit ]

This model represents a typical Edwardian or interwar 2-seat racing car used for long distance races such as the Le Mans 24 Hour Race. Whilst using the same basic chassis and layout as the Roadster and Limo, it has a two-cylinder uni-directional engine, with external cylinders on each side of the chassis to provide more power. It has an open ‘cockpit’ with an aerodynamic sloped rear end. It is painted with either red or blue (and two off in Green, very rare) bodywork, including fenders and wheels, with a chrome boiler cowl. It carries the racing number ’12’. Although the model uses the same running gear and pistons as the other engines in the range, it is actually the fastest in the mobile Mamod lineup. This particular model is suitable for a radio control receiver to be fitted, to control the steering mechanism.

London Bus LB1 [ edit ]

Introduced in 1989 as the flagship of the Mamod Mobile Range, the London Bus is based on an early double-decker design such as the LGOC X-type. It carries the livery of the London General Omnibus Company and carried Mamod adverts in the style of the Edwardian period. It has red bodywork and black wheels, shares the distinctive spoked rear wheels with the Steam Wagon model (see above) and has an open top deck with an open rear staircase. It is available also in a green livery.

Mamod Meteor and Conqueror boats [ edit ]

These two models were commercially unsuccessful and were only produced for a short time. The Meteor was a steam-powered boat in the style of a Second World War torpedo boat and sold about 1,500 units. The Conqueror was an electrically powered version of the Meteor using a FROG Revmaster motor. Both models used the same hull which was of all steel construction. The Meteor used a single cylinder engine similar to the ME1. The Conqueror used a battery instead, with a slight re-designed inner hull accommodating the 4 D type cells in a metal holder. The motor itself drove the stern tube prop-shaft by means of a spring steel belt and pulley. It was Mamod’s only venture into electrical power but was even less successful than the Meteor, selling about 200 units for the same price as the steam version. Both models were dropped in 1952, making them much sought after by collectors.

[5] ME1, ME2 and ME3 Marine Steam Engines [ edit ]

An ME1 marine engine from 1958 complete with box, instructions and filler funnel.

A very rare Mamod ME2 from 1958, showing the upright engine unit and Rotherams pot oiler

A Hobbies ‘Arrow’ named Eldoret, showing the inner workings with a Mamod ME2 steam power plant.

A Mamod ME3 from 1965, showing its SEL engine unit. Complete with original shield type burner.

Despite the failure of the Mamod Meteor and Conqueror boats (1949–52) Malins Engineers introduced the ME1 (similar to the pre-war ME1 but with a vapourising spirit lamp) and the ME2 in 1958. These marine engines were supplied for fitment into model boats of about 24 in (0.61 m) long. The manufacturer claimed about fifteen minutes of fast steaming per filling. The engines were finished in polished brass, chromium plate and red and green paint, with a methylated spirit vapourising spirit lamp providing the heat source.

The ME1 was a direct drive engine, the boiler was 1.75 in (44 mm) in diameter. The cylinder size was 0.75 in (19 mm) stroke by 5/ 16 inch (8 mm) bore, driving a two-bladed 1.25 in (32 mm) diameter propeller.

The ME2 was introduced in 1958 at the same time as the ME1. Dimensions of this engine are the same as the ME3, except that it had a Mamod upright engine as opposed to the SEL upright engine used in the ME3. The ME2 was not particularly successful and was replaced by the ME3 in 1965. The fact that the ME1 represented a complete engine unit, whilst the ME2 basically was the boiler and engine unit probably worked against their success.

The ME3 was basically similar to the ME2 equipped with a heavier duty engine unit (an SEL 1560 Steam Launch Unit) designed to turn a bigger propeller. The unit used the ME1 boiler but, with a stroke of ½ in (12.5 mm) and a bore of 7/ 16 in (11 mm), the engine could drive a 1.5 in (38 mm) diameter three-bladed propeller through a dogged pulley arrangement – as opposed to the stern tube system used by the ME1. Like most of the marine engines made by Mamod, the SEL engine lacked a lubricator and needed careful setting up to work correctly. The ME3 was in production from 1965 to 1972, by which time (and after 2,700 units) all the SEL engines that Malins Engineers had purchased at a knock-down price from J & L Randall (parent of the SEL brand) had been used up.

Mamod Steam Railway [ edit ]

Mamod 16 mm gauge live steam railway.

In late 1979 Mamod introduced its first model railway, the O gauge live steam SL-1 locomotive, along with a small range of rolling stock and track. The model was of a narrow gauge railway and, although it was not based on a specific prototype, it was to approximately 16 mm scale, thus representing approximately a 2 ft (610 mm) gauge railway.

The Mamod Steam Railway, as it was known, was the first cheap, mass-produced live steam set in the United Kingdom and it sold well. Mamod quickly increased the range with further locomotives, the SL-2 and SL-3, available in ready-to-run and kit-form and in both O (32 mm) and 1 (45 mm) gauges. The locomotives used a pair of double acting, oscillating cylinders connected to a rotary reversing valve. This, in theory, allowed the locos to run slowly, and to ‘self start’. Special edition locomotives, further rolling stock and points were also made. The current range consists of re-designed versions, although still in the same basic configuration. Many upgrades, both mechanical and cosmetic, are available to upgrade Mamod locomotives.

In 2006, two other companies were producing models based on the original Mamod locomotive designs:

MSS (Mamod Sales and Services) continues to manufacture and sell the basic locomotive and stock, as well as a new saddle tank model introduced in 2004.

Mamod Steam Models produces a wide range of Mamod models including an upgraded version of the SL-1 locomotive design with improved running gear.

In addition, the basic design of the Mamod has inspired several improved versions supplied by independent manufacturers. Notable amongst there are the Creekside Forge & Foundry Baldwin, the PPS Janet and the IP Engineering Jane. Several manufacturers also supply upgraded components for the original Mamod line. A particularly popular upgrade was to fit the locomotive with a Methylated spirit burner which produced greater heat and therefore allowed higher boiler pressure and greater hauling capacity.

An experiment in making a cheap loco was the “Harry the Rocket”. The name was misleading in that the loco was nothing like Stephenson’s loco of the same name. It was an unsuccessful experiment and sold so few that it has now become collectable. A later, more successful offering was the “Brunel” vertical boilered engine. Again, this is a misnomer because it is based on the De-Winton style of engines, common in Welsh slate quaries. This model is still available.

Malins Engineers in receivership [ edit ]

The company went into receivership in 1980, mainly due to the fact that the financial outlay both on the SP series of engine and the new RS1 and RS2 railway sets had been considerable. Many companies in the early 1980s were experiencing financial difficulties, and banks were calling in loans and finance agreements at the time because of the economic downturn. Malins Engineers’ bank asked Malins to repay some of the money, giving the company the weekend to raise the cash. The company was unable to raise the money and so went into administration, though it was trading in the black within a few weeks, with the new railway sets selling well. Eric Malins, the Managing Director and Steve Malins, his son, gave up control of the company, thus effectively ending the Malins’ family relationship with Mamod.

Since then the company has had a chequered existence with six owners and manufacturing bases. The company nearly went out of existence in 1989. It is currently in the ownership of the Terry family, and is now based near its original home at Smethwick in the West Midlands. The company now produces a wide range of mobile engines, stationary models and machine tools as well as gauge O and 1 railway locomotives.

Related Companies [ edit ]

The large number and low cost of Mamod models means they are still popular today. There is a thriving market in spare and replacement parts from a variety of small manufacturers. Second-hand models are cheap and readily available and are often used as the basis for conversions by modellers.

Running and lubrication requirements [ edit ]

Most Mamod engines lack lubricators to store oil and feed it to moving parts, such as the piston and bearings. The very early pre-war engines such as the SE3/4 and some of the marine engines (including the Meteor boat) were the only ones to have them. Instead, oil is applied manually to the necessary parts before each run.

Up until 1976/77 all Mamod engines used methylated spirits (known as “denatured alcohol” in some countries), which was either stored in a reservoir burner or vaporising spirit lamp. With the introduction of stricter health and safety laws and the European Toy regulations, the use of liquid fuel for use in steam toys in the UK was outlawed from 1977. Malins decided to switch to solid fuel after the infamous ‘exploding fuel lamp’ story of 1976[6] The engines were then ‘converted’ to burn dry Hexamine fuel tablet in redesigned burner trays which, at the time, Malins manufactured on their own premises. The solid fuel is, in some respects, much safer than “meths”. While burning, however, it gives off unpleasant and toxic fumes and a reduced level of heat. New models are now designed to use butane gas burners. This is likely to become the norm following restrictions on posting (mailing) flammable substances, including solid fuel tablets. Butane gas is easily available in DIY stores.

When steaming a Mamod model, distilled or soft, clean water should always be used.

See also[edit]

Notes [edit]

References[edit]

A Rundown of Mamod/MSS Locomotive Burners and Fuels

When it comes to Mamod style live steam locomotives you are spoiled for choice with aftermarket parts. There are no limits to customization, but it’s often better to start at the bottom. The burner is one of the defining features of your locomotive. Some fuels are harder to find than others. Some fuels are safer than others. But which one is best for you?

By default, these locos come equipped with a solid fuel tray that holds hexamine tablets. These are notoriously awful in pretty much every way. They need to be cut in half before use, do not burn evenly and smell bad. People have been struggling with this fuel since this design first appeared over 40 years ago. In addition to poor performance, the solid fuel pellets are expensive. Also, they are harder to find in this country. Switching from the stock burner is pretty much mandatory if you want to get the most out of your locomotive.

The next option would be a denatured alcohol burner. In the United States, denatured alcohol is actually very easy to come by, just under a different name. Methylated spirit is identical to denatured alcohol except for the name. Denatured alcohol is very easy to get, fairly cheap, and burns very consistently. Spirit burners are built to run out of fuel just before the boiler runs out of water, meaning you don’t have to worry about accidentally damaging your boiler. However, denatured alcohol has its disadvantages.

Denatured alcohol is the least safe of the possible fuel options. The flames are difficult to see in the sunlight, making it difficult to tell if the fire is lit. The burner must remain upright or fuel will spill from the wicks and tank vent. Denatured alcohol is also prone to flash fire, which means you need to be extra careful with it and watch for spills.

The last main option is a ceramic burner. These run on either butane or a 70/30 butane/propane mix. This fuel is fairly easy to come by and about as common as denatured alcohol. The main disadvantage is that this burner is more expensive than the previous option. Ceramic burners are also much more fragile, so you need to be very careful with them. The last major problem with these burners is that they usually have to be paired with a silver-brazed boiler. With these torches it is very easy to melt the soft solder on a standard kettle. Ceramic burners have their drawbacks, but they also have some good points.

Ceramic burners generally have a much cheaper fuel. They also have a much more controlled burn compared to other burners as you can control the gas directly. This allows for much better control over how quickly vapor builds and a higher potential vapor pressure. With the right upgrades, a Mamod or MSS loco can run at 40psi as opposed to the standard 10psi. Finally, ceramic gas burners are much safer than the previous options. If the locomotive tips over while running, there is no chance of fuel spilling.

I would be remiss if I didn’t mention some of the other burner options. For starters, you can use other fuel in the standard burner bowl. Some people have reportedly had good results using Sterno Fuel Gel as a substitute. It burns clean and is easier to find than hexamine, but leaves a film in the burner pan. Some people have also made solid fuels out of a combination of dryer lint, candle wax, and a few other odds and ends. It works in a pinch, but doesn’t burn cleanly. Your locomotive must be cleaned after each use.

Finally, there is the possibility of a coal combustion engine. This is not available as a kit and can be custom made. This includes the construction of a completely different type of boiler and some custom work. If you really want a coal fired Mamod or MSS then this is possible. If you want to learn more about coal-fired Mamods, you can read more here.

Overall, there are many ways to fire a Mamod or MSS locomotive. Personally, I use an alcohol burner as fuel and wicks are readily available, but there are options for everyone. A new burner is a good starting point for customizing your engine, but what’s next is a blog for another time.

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