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Promotion Picture 1925.
This page has a number of letters from E.P.Charles who used a Brooks in the 1930's.
An excellent read, and if you own a steam car you will have experienced many of the adventures.
Sir.
Please accept my thanks for sending me the first issue of "S.C.D." in its new form. I have read it with
considerable enjoyment and satisfaction. What a lucky chap your contributor was who was fortunate enough
to pick up an old Stanley in a bone yard for thirty shillings. This steam car business is getting me, since
1899 I have been at it, devising, designing, wishing, coverting and scheming, but I have not got one yet, I have
spent about 5,000 dollars in the past 15 years on gas cars and now have a 1928 Buick sedan, which I paid 1.900
dollars for, but at the time I bought it I should have had to pay 4,700 dollars for a Brooks, which appears to
be the Canadian version of the Stanley. So you see that in this country steam cars have been the toys for
very wealthy people only. In this western country water is also a problem. Only on in 300 wells produce
water reasonably soft, much of it leaves a white spot should you drop a little on the stove, so you see what boiler
have to put up with. I am going to make an attempt this summer to locate a steamer. I believe some 5 or
6 were sold in the Canadian West some 6 years ago. If one of these is in reasonable shape I will trade my
Buick for it – and then I’ll have the job of looking for Kerosene where there are only gas pumps and for as much
water as Kerosene. I think the satisfaction would be worth it however.
Thanks also for the circular re Derr’s book, I have read it and it should be owned by every lover of the steamer.
I hope that you will be able to continue the work. Steam aviation is undoubtedly the thing for night bombing.
I used to be a reconnaissance pilot – 9 months – so I know.
E.P.Charles.
At Last I have a 1926 Brooks Steamer.
Sir,
I must first congratulate you upon your continued improvement of “S.C.D. and S.A.” I appreciate receiving it very much.
Since writing you last I have acquired a Brooks Steamer in the manner that I hoped to – viz, I traded a perfectly A.1.
1928 Buick Sedan for it -- and many and varied have been my experiences. It is something like what I should imagine
being married to an opera star might be. Judging by my own feelings prior to acquiring a car I never would tire of
reading of the experiences of others, such as Mr. R. W. Briggs and Mr. Illingworth, as recounted in your paper. And
so, I have thought that my own experiences may be interesting to others.
Most of the readers of your paper no doubt know the gripping desire to possess a steamer, I had it for 35 years, finally
it got the better of me and I went after one. I searched the City of Edmonton and made numerous enquiries in
Saskatchewan, and finally located one in the City of Calgary, Alberta. The car appeared to have been well taken care
of and showed no signs of wrenches on screws and nuts, the engine was obviously steam tight, but the boiler I had to take
on faith. I traded. Henceforth the steamer was mine. I had 400 miles up country to go with it, together with
a family of seven and plenty of baggage, this being the tail end of a 3,000 mile vacation trip to the Pacific Coast.
To begin at the beginning : it steamed up without fuss in about 30 minutes from all cold, not having been in steam for 9
months. The gauges showed 70 lbs on the reserve air, 15 lbs on the pilot, nil on the main burner and 17,000 miles
on the odometer just as it sat there in its dust, that is, before steaming. The owner then opened the throttle, back
and forth a few times to get out of the garage and we were away on 200 lbs of steam. This soon built up to 400 and he
demonstrated hill-climbing at once. Then followed exchanging of Bills of Sale, accompanied by the feeling that I was
doing an incredibly foolish thing, and I was the new owner.
We stayed at camp that night and in the morning I started down town to get filled up and do a bit of running about, family
all aboard, with an unexpressed feeling of "What has Dad done this for?", and the main burner pressure began to fall after
running a mile or so. That was a terrible moment. Stuck on the main street. However, we gathered some more
pressure with the help of the starter valve and eventually drove into the service station of the previous owner. He
could not diagnose any other trouble so he repacked the kerosene pump and that appeared to be cured. However, after
standing for a few days I always experience this same gas-lock in the kerosene line. I intend fitting a valve to vent
this as soon as the weather warms up (20 below zero just now). For the benefit of those who do not know, I may say
that the Brooks is as far as I can see an exact copy (made in Canada) of the Stanley. For the rest of that day the
car pottered about the City with ease and, of course, I was intoxicated with delight. In the evening I thought a run
out to an amusement park would be in order, so we started. Just out of the city limits I opened the throttle to 40
miles per hour and soon found that she could not keen that up, eventually we made the rest of the trip at a steady 20
m.p.h., which was about her limit that day. Distance there and back : 20 miles ; water consumption : what appeared
to be half a tank. Some more misgivings began to arise inside me.
In the morning we loaded up and started 10.10 a.m. for Edmonton, 210 miles. 35 miles out I observed water at the
half-full mark and took on 10 gallons. It was yellow, but I had previously been assured it was good. We put
this in with a quart tin -- 40 tinfuls - my, oh my, what a man will do for his beloved. Thereafter we dragged along
at 20 m.p.h., sometimes only 12, occasionally 30, until we came to Red Deer, 105 miles out. The water for some time
had been low in the tank and we only just made it. The fuel tank also needed 10 gallons of kerosene, but an obliging
service station man made a trip to his oil warehouse and obtained it for us. After a while no doubt we shall get to
know all the places in this West where kerosene and water may be obtained, in fact we shall have to. Even now it is
a matter of some difficulty to get the old steamboat to pass any supplies of water or kerosene without stopping. I
forgot to mention that it was 2.30 p.m. when we pulled into Red Deer. We had a good lunch and set out again. All
the rest of the afternoon we made slow progress, filling up with water again at Ponoka, about 40 miles North of Red Deer.
During the day I had probably stopped and used the pricker about a dozen times, but it did not seem to improve matters
much. At 7 o'clock we rolled into Wetaskiwin, 35 miles South of our goal and had supper. We filled up with
water again and set out. Right away, in the cool of the evening, without making any changes whatever, the car wanted
to go. I let her go. She maintained 35 m.p.h. all the way into Edmonton and used hardly any water. This
was fascinating and intriguing. Several times since then she has performed in the same manner, but I do not know yet
how to duplicate the conditions.
The following morning I decided to clean out the burner and pilot, which I did with the help of a friendly service man.
I might mention, however, that by the time I had steamed up in the morning all my gasoline was gone -- 4 gallons in
24 hours. By the time this work was completed and the tanks all filled up again it was noon. Whilst waiting
for another passenger (and two suitcases) the burner cooled down and when I turned on the main burner valve I was met with
a pop and some howling. I've no doubt all the Stanley owners know what that means. To hurry up the process of
stopping the burning in the mixing tubes I used and still use occasionally, alas a piece of substantial rag to smother the
flame with. I turned on the main burner again, gently, but it appeared the pilot was out. I then opened the
peck hole and fired my lighter into it. A loud explosion, screams from the family and burnt eyebrows for me. I
knew better, but what would you when in a hurry? We started. She did not steam at all well and we dragged into
Vegreville, some 80 miles East of Edmonton, at about 4 o'clock. On the way I pulled into a farmer's yard for more
water and was fortunate in getting a supply of soft water. All this day it had been raining and I think that the
water splashing on the main burner downcomers (Branch forks) and jets had something to do with the poor steaming.
We took on water and 7 gallons of distillate at egreville and set out again. Four miles out another car skidded
into us owing to the wet road and we landed in the ditch. We were all fortunate to come off with our lives but that
ended the steamer's career for a while.
Eventually I recovered damages and had the car repaired. Since then the performance has on the whole improved, after
drilling carbon out of jets, I am able with a fair degree of reliability to maintain 35 m.p.h. average for at least 2
hours. The consumption of fuel is 4 gallons an hour at that rate, however. When hooked up these cars are
supposed to run at one-third cut-off, but I am fairly certain that with the link catch as supplied the cut-off is only
about one-fifth. At any rate the die only moves along the link about one-fifth of the distance from full gear to
centre. I estimate this gives steam for 80 per cent. of the stroke, but have no way of ascertaining without taking
down the engine. I may be able to check the setting with the wheels jacked up and 50 1b of steam. I should
add that my best water consumption is 120 miles and the worst 40 miles to the tankful.
I hope I have not bored you with this recital, but it is in my mind that many of your readers will find it interesting.
I recall that Mr. Illingworth gave an account, some time ago, of a trip he made to Whitby. I enjoyed reading
that and also an account of some experiences by Mr. R. W. Briggs, which appeared in the December, 1930, issue.
I should be very pleased to correspond with any of your readers on steam car matters and to swap experiences.
Particularly I should like to know what these cars were capable of when new. Any tips on the conservation of water
would be most welcome.
E. P. CHARLES.
Lashburn, Sask., Canada.
EXPERIENCES WITH A 1926 BROOKS STEAMER.
As advised to you in a previous communication, I realised the ambition of a lifetime and last summer (1934) became
the possessor of a Brooks 1926 Sedan. I described my experiences of the first thousand miles running, including
a 400-mile trip up country, carrying my whole family for the start-off. This ended in a road smash, which tore
out all the left side of the car and pushed the engine back along the rear spring twelve inches or so, breaking off
the dynamo, exhaust pipe, hook-up control, brake rods, etc., and the front end trunnion mounting for the engine. The
front axle was bent and the steering arms and tie rod bent. The car was a mess -- and it was 135 miles from home.
After bickering all winter I eventually recovered damages, and had the car towed home and we set about repairing it. I
had an expert fix up the body and fenders, a good job as the car does not now look much the worse. The damage is not
readily noticeable, in fact. All the engine and front axle work was done under my supervision by skilled car
mechanics and welders. Like most small places out here, one can usually find a skilled mechanic who has served his
time in a Birmingham, Manchester or Glasgow Shop. Incidentally we all feel very much like exile from home nowadays,
and wish we were back in the Island we never should have left.
And now — The Second Thousand Mile.
I started 1935 some time in late May by boiling up three gallons of kerosene and two gallons of water to 200 lbs. pressure.
I let this down slowly by standing to 100 lbs. and then blew down the boiler. I got rid of quite a
lot of oil this way. I have never been able to get rid of any by the daily blow-off, surface or otherwise, although
a little -- possibly a teaspoonful -- always comes away when I open the top try cock to bet rid of the air --if any -- in
the water column. (Derr Electric Boiler Level Unit). I then replaced the water pump valves and steamed up. After a
trial I could not get the pumps to work. I looked down on to the seats in the dark, and they seemed all right.
Water flowed freely from the tank through the delivery openings. I tried again, and got within two hundred yards of
my garage when the low water automatic shut the fire off and I knew something had to he done about it. Eventually I
found that the freezing in winter of the small amount of water left in the passages (I thought I had worked it all out) had
forced the rustless steel valve seats off their seating’s in the pump castings. Moreover, they were loose anyway, and
could be slipped in and out with the fingers. I made new ones five-thousands larger, and forced them in. Even
then I had some experimenting to do with half-inch steel balls, making new valves with a tail on, etc., before I could get
those blessed pumps to function. Eventually, however, they settled down to work and have given no more trouble since.
I tightened the automatic water bypass about a half-turn in mid-season, and the car has been keeping beautiful
high water ever since. The next trouble was the main burner fuel connection breaking loose and spilling kerosene all
over the road. I got home, however. I rejoice that I have not had to be towed in yet. Before I had quite
finished the repair, gasoline leaked out on the garage floor and fired. During the next few minutes, there was plenty
doing around there. I backed the car out, turned off the fuel, and let it blaze. I rushed to the six-foot flames
in the garage, and smothered them with earth. I then went back to the car and damped out what flames were remaining.
It was a near go.
I have had a lot of trouble with the electric generator. The one I bought to replace the one smashed in the accident,
was full of 600 W oil when I received it. I cleaned it out several times and re-set the brushes. When it did
begin to generate 7 amps the key tore an annular channel all round the inside of the Bakelite gear. I bushed that
with phosphor bronze and locked the bush in place with three radial screws nicely put in. The gear then split in
the plane of its diameter. I placed steel plates on either side, and locked and screwed them together. Now,
the charging rate has gone down to 2 amps. I am fed up with it. About now the pumps decided to go on strike
again. I took out the valves, gazed intelligently at them (I hope), put them back and hoped for the best, seeing
nothing wrong. Anyway, they have worked well since.
We have now driven about 450 miles, and at this point I had a nasty experience -- which I probably asked for. The
drilled screw that attaches the gasoline line to the pilot appeared to be loose, so I took a screwdriver to it and twisted;
it broke! I saw a white flame and got it between the eyes. It singed all hair off the front of my face and
made a blister on my forehead. This also was another near go.
At this time I was doing 120 miles to a tank of water as a reliable average, and 9.5 m.p.g. kerosene. I could
maintain 35 m.p.h. steady steaming with pressure 400 lbs. The dog I was using on the hook-up cuts off as closely
as I can estimate at 70 per cent. of stroke. I don't see how I can check it without taking the engine down. At
any rate, if I shorten the cut-off any more the engine begins to knock and vibrate. I take it that it is being
over-cushioned. I assume that when Mr Brooks altered the Stanley design he knew what he was doing, and there is
some advantage to he gained from an exhaust lap. The engine is a 4" x 4½" two-cylinder simple, and takes 28 lbs. of
steam per B.H.P. hour as against the Stanley's 17 lbs. Would any authority recommend me to remove the exhaust laps?
I climb most hills in hook-up at 20-25 m.p.h., but, of course, can climb faster. I only drop into full gear near
the top, when there are signs of the engine labouring. If I attempted the whole climb in full gear, the back
pressure in the condenser would be bad. Now and then, when I have to climb a steep hill with a full tank of
water, and don't want to lose any by letting the uncondensed steam blow it out over the overflow, I open the condenser
cap. This amuses the kiddies greatly -- and others. I saw one chap go pop-eyed -- he evidently thought we
were a gas car in difficulties!
June 12th. Speed went down to 10 m.p.h., and I just got home. Burner was choked. I tried to
get the cable out, but could not budge it. It was 500 miles since I cleaned it last. I had to take off
the firebox and man-handle it properly with a jack and lineman's clamps. I only just got it out. After
cleaning it and putting it back the previous performance was restored. I see black smoke coming from the flue
occasionally. Mr. Derr told me this was invariably caused by a cracked vaporiser, so I bought a new one from him.
June 27th. 700 miles. Engine begins to knock. Had a mechanic look it over, and he adjusted
side play on the port connecting rod. Just as bad on test. We took out the big end roller bearing, and
found it to be worn out. I obtained a new bearing without trouble, and replaced it. I then had some
trouble with the pumps on a scalding hot day. They wouldn't pump boiling water, I was able to get a supply
of cold soft water at a farm just in time. The next day the car gave its best performance. She steamed
at 40 m.p.h. steady for 35 miles, holding steam at 500lbs., with five adults and four children aboard. I wish
I knew how to duplicate this at will. I put four ounces of pyroil (colloidal graphite) in the lubricator 200
miles back - perhaps this is partly the reason. At 750 miles the pilot gave up. On investigation, it
was choked solid. It had been cleaned, and burned out 750 miles back. After fixing this I took the
family for a 100-mile run to a beautiful lake in the North Woods for the summer holidays. That is about as
far north as motor roads go. The car ran very well, and made 11 m.p.g. carefully checked, with 160 miles to
the tank of water. The day was very hot - I don't understand the good water mileage, but it is a fact. Next
came trouble of a different sort. The day after we got back from Loon Lake, the superheater blew out. Eventually
I got it disconnected -- I gave up in despair once -- had it welded, and replaced it. It cost fifty cents. Gas
car owners will please note that none of these troubles have been costly, and the time made to make the repair is much
smaller than would appear at first sight. When I put the superheater back, I turned it over just to brown the
other side a bit, as it were. When it cracks again it will be done. I made a journey of 50 miles, and
one beautiful evening decided to take the family for a spin. I was waiting outside the house, steam up and
ready to go, when I observed the pilot indicator was at zero. I got down to look, and found it out truly enough.
nbsp;I also observed steam. This, gentlemen of the gas car, is how a steamer's boiler "Explodes." Nothing
very spectacular, is it? Inside five minutes water was dripping from the burner tubes, however, and I ran the car
into the garage and blew her down. Incidentally, I observed no oil in the effluent. I never have been able
to get oil out of the boiler except by flushing it with kerosene.
Some time later I had four ladies aboard one Sunday afternoon, and was just about to get in the car and start when
the safety valve let go. Now that was a demonstration. Feeling that I could thoroughly depend upon the
automatic fuel regulator, I left the main fire on so that we could start away with a good head of steam -- it helps
the pumps to get going. This time it failed me. I don't suppose the safety valve had ever blown before,
and it took 800 lbs. to do it.
That about finishes the second thousand miles. I am 500 miles into my third thousand miles now.
All my troubles have been caused by ignorance and carelessness. The reason the automatic failed was through
not using the main tank fuel strainer, for instance. Other troubles were caused by continuing to use a vaporiser
which was worn out. I have replaced it now; Mr. Derr made me one up. Superheaters go in the natural
order of things. I have a new one by me now. I am, of course, not satisfied yet -- I don't think any man
is -- but I am still fascinated. A number of other enthusiasts have given me good advice, and swapped experiences
with me, from which I have obtained much enjoyment and satisfaction. One point about a steamer seldom mentioned
is THE QUIET AND EASY RIDING; everyone to whom I give a ride remarks upon it within the first five minutes. There
is no question that only the latest 1935 model gas cars can approach a Brooks for comfort and ease of riding and driving.
F. P. CHARLES.
Lashburn, Sask, Canada.
Brooks in use as a wedding car.
Brooks Story page 1.
. . .
Brooks Story page 3.
. . .
Brooks Story page 4.
. . .
Surviving Brooks Steam Cars, page 5.
Surviving incomplete Brooks Steam Cars, page 6.
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