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F e d e r a l
In Issue 27 Stephen Hartley introduced us to “Fed”, his 1922 CWS Federal. He was about to entrust his pride and joy to specialist engineers for a full restoration, and here’s how Fed has been getting on.
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n August 2014 we decided to have ‘Fed’ professionally restored at Stotfold Engineering Co Ltd in Biggleswade. The decision was made with some trepidation – would irreplaceable parts be lost? How long would the work take, what would it cost? This is how Fed has been getting on… 8 August. Terry @ Stotfold Engineers – “The engine is altogether now and has good compression. I cannot see any teething problems in regards to ignition timing. The clutch has three plates missing and I am sure that I will have to make these parts from flat spring steel. I will send a pic of the type of clutch plate for your reference. The gearbox looks in fine order internally but the belt drive pulley has a lot of run out on it, it looks as though it has had a bit of brutal persuasion going by the hammer marks on it, a pic will be sent. Taking a look at the wheels I notice that the spokes are galvanize finished, this is definitely not in keeping, they should be black japanned. The wheels are fine as they are but will need stripping and repainting. The rear mudguard did not look right as it did not match the radius of the tyre, the reason is that the rear rack or carrier has been home-made and is not to original specifications. The rack plays a great deal in the support of the rear mudguard hence the anomaly creeping in. The rack will need a subtle modification to allow the rear mudguard to sit in its natural position. I have done my homework regarding bolts and nuts and washers being bright nickelplated on veteran and vintage bikes. A lot of restorations I have seen have gone overboard with their plating, they assume that every nut and bolt should and would have been plated. Before chrome plating came on the scene there was paint, oil blacking or nickel to finish off the small parts. I am going to use my judgement bearing in mind the purchase price of the Federal in comparison to other machines of the day. These machines do not need glitzing up, keep them standard.” 17 August. Terry @ Stotfold Engineers – “The rack has been modified and the mudguard now sits where it is supposed to. Some nice spring steel has been found in the storeroom that will be perfect for the clutch plates.” 20 August. I headed over to Stotfold Engineers to deliver number plate clamps, replacement handlebar and pedal rubbers, and see how Fed is coming along.
Work on the engine is essentially complete. The gearbox is immaculate (just needed a clean). The clutch consists of spring steel and copper disks – three of the steel disks are missing but it should be simple to fabricate replacements; the existing disks provide a perfect template. 21 August. After much searching I have found Tippers which is a family business that can supply an authentic 1920’s registration plate – white hand-painted letters on black stove-enamelled steel plate. Today I took Anna and Ben over to Stotfold Engineers for a look at Fed. What a difference. The wheels and frame are a beautiful black, the engine and gear box (with its new spring-steel clutch plates) have been re-fitted, and the rear mud guard primed.
Terry has fabricated a rear stand and was doing a final bit of linishing. Fed will look splendid. Even better – Terry has sourced a period valve lifter lever happy day. 23 October. Have found a specialist in Cornwall who can make a tool bag for the rear pannier. The metal box will be finished in leather. 21 November. Terry has got the first batch of nickel plating back and things are starting to happen again at Stotfold Engineers. The exhaust system went back together as well as 90% percent of the forks. Fed should have his front wheel in very soon. 14 December. Fed is tramping along nicely. Terry has prepped the mudguards – there was masses of pinholes in the rear guard that needed brazing up to do a permanent job, and 2 big holes in the front fender that holds the number plate
mountings. Waiting on another lot of nickel plating to come back. 19 December. This afternoon Frances and I went to see Fed at Stotfold Engineers. Things are really coming on – the nickel plating looks fab, particularly the Albion Gears lever and the front damper. 20 January. Terry @ Stotfold Engineers – “Things are on the go again. The carb has been rebuilt as well as oil pump and a few more parts are at the painters. We are not far off.” 11 February. Terry @ Stotfold Engineers – “I am really losing my patience with my painter as he is the only one holding me up. He is holding me up on three projects so far and yours is the first on the list. I am sure I can have the parts back early next week.” 26 February. Terry @ Stotfold Engineers – “We got a few pops and bangs out of him today but he is not running as he has carb issues that I have ironed out today, i.e. flooding, float needle very worn, wrong jet fitted causing over rich mixture, spring too short on choke so cannot get full choke, no fuel filter on petrol tap, fuel cap breather cap hole is blocked and intake mesh gauze missing. I am going to drain the flooded crankcase and clean the plug tomorrow and hopefully we will be on the road again. Of course there is no known starting procedure for this engine with this carb setup but I will crack the code and write it all down for you. The engine has to be primed with oil and the oil pump has to be pumped and locked down so as to not pump any more oil into the engine. The hand lever advance control has to be in the full advanced position when starting as we are not running high compressions here and the flame front is slower to ignite. The throttle lever should be on tick over position, i.e. just open, but I am not sure about the choke lever position. The best start for the choke lever is full open for a couple of pushes and then inspect the plug for wetness. If the plug is dry we will try a little more choke, if he still does not fire we will increase choke until we see wetting on the plug. if wetting is just visible we will have to try a multitude of throttle settings to see if he picks up and fires. There is so little info on the web or in my personal library of veteran and vintage books on the starting procedures of veteran two strokes. I will keep you informed when a remedy is found for easy starting of the Federal. All of the paintwork has been fitted. There is only some fine fettling to do.” To be concluded in the next issue.