Owned by Jeff Theobald, Surrey.

DRIVING STEAMLINER THE FIRST

Six year's use of the first Keen steamliner makes the Writer's remarks authoritative.

By STANLEY W. ELLIS

It is with some diffidence that I accede to the request for some of my considered thoughts after six years' use of Keen 'Steamliner' the first, in the hope that they may be of value to other steam car men. To refresh memory, this car, often described, has a monotube steam generator, carburetor-type oil burner and electric automatic steam pressure and temperature control, all very much like a Doble. This is installed in a coupe of 1950 which is a modified Plymouth, and under the rear end is conventional Stanley 740, 20 h.p. horizontal slide valve engine, geared one to one with the rear axle. There is an exhaust steam turbine driving a fan on the large condenser. A husky electric generator driven from the rear end keeps the 12 volt batteries well charged at all times. I have never suffered from low battery although after very short runs it is wise to use a trickle charger in the garage, just in case.

There are four feed-water pumps, run by engine jackshaft, absolutely quiet, all on or off according to the demands of the thermostat actuating a solenoid by-pass. A normaliser with jet drilled size 72 helps flatten out temperature fluctuation, and it averages about 750 degrees total steam temperature after the car is well warmed up.

Usually the steam generator coils will siphon full of water when the car cools and pressure will rise dramatically as soon as the burner is switched on. Excess water is blown off through the usual Stanley-type drip valve. It normally takes longer to warm up the engine than to raise steam, but one drives away in about two minutes, and goes at a moderate speed for about a mile until things are thoroughly warmed up and synchronized. There is a splendidly balanced foot throttle and usual hookup for change of cut-off.

Fifty m.p.h. is a nice comfortable speed with everything clicking on and off as it is supposed to, although you can push it much faster if you like. If you leave the car parked to do an errand and come back after half an hour or so there will be no steam and precious little water in the coils. So you run the electric water pump for about half a minute before switching on the fire. Or you can anticipate a stop by over-riding the thermostat with a foot button and flooding the coils to leave the car with plenty of water for steaming up.

What about servicing? Very little. The driver will obviously blow down the coils frequently if not every day, and it takes only a moment, without the lengthy tumult of a Stanley.

Other than this, nothing except the usual mechanical attention of any car. The burner is remarkably reliable and never fails to start on switching on. The float in the carburetor has stuck a few times, and sometimes - very seldom - the fuel strainer needs attention, and once I replaced the electric fuel pump. A needle valve makes it possible to adjust the fire instantly to any fuel or condition, which is a great advantage over a fixed jet size. The control box is extremely rugged and once correctly set never needs attention. Once I replaced a diaphragm in the pressure-stat which cracked after many year's use.

The engine has some fine, permanent packing and the stuffing boxes seem to stay tight, so the old 740 engine goes on doing its stuff without attention. Since the steam is throttled and the superheat is no higher than the later Stanley's, the slide valves have given no trouble.

Now is this the dream car that all enthusiasts want? Not quite. It has great obvious merits. It is reliable, fast, and a great thrill to own and drive, but it is not perfect. Let me be specific. First, a modern engine would give greater efficiency and, a safer high speed. Second, the burner is splendid but needs a swig of gasoline to enrich the range oil mixture on starting from cold. This overbalances things temporarily and there can be smoke until it gets hot. In our presently smog-conscious atmosphere, this is not good at all. I urge some qualified person to do a serious study on steam car burners, old and new, to determine exactly what sort of fumes are emitted compared with the i.e. engine, and what, if anything, can be done about it. Otherwise we will have to wait for the electric battery car, which is now receiving such publicity in the press.

Third, there is considerable back pressure on a quick acceleration. The exhaust steam turbine is a fine idea but it does tend to hold the steam from getting away quickly from the engine. I have installed a pop valve to relieve this condition which, of course, wastes a little water and is only an expedient. Exhaust steam lines should be as large as possible.

Fourth, water pumps should be of more than ample capacity, capable of pushing the steam up to shut off even at very moderate speed. Mine are good, but under certain extreme conditions the coils will be starved for water, the fire will shut off on high temperature, and you may have to go quite a way before things settle down again. Water feed on a monotube steam generator system is crucial.

Fifth, and I think this is most important of all, any steam car, no matter of what type, must have a clutch to enable the engine to run free: It is a little late in the day to jack up the rear wheels, as was done in Stanley days, for adjustments and warm up and the like. In this respect, the White had the edge most definitely. And while we are about it, let's have a low gear for emergency pulling. Steam generator in front or in back? I prefer the latter.

The Keen steamliner the second overcomes some of the defects I have mentioned and this earlier effort, which I own, is also a tribute to Charles F. Keen's skill and workmanship.

Further information to
Jeff Theobald
Phone 01428 654331
Email:- jeff@steamcar.net