Mamod

A Mamod SP1 stationary engine circa 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, similar engine unit and flywheel to the non-crankdisc types. The main differences were that it had a new black die-cast chimney and a narrow solid fuel burner design to take one 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 with the old Mamod Minor 1 boiler. The exhaust was a simple open port as on the Minor 2 and MEC1 engines. These engines with limited power and torque could drive at least 1 or 2 miniature tools. The SP1 was discontinued in 1985 after 27,500 had been produced.

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 a few ways. It had 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 integral dynamo. The SP2D has a larger-diameter flywheel which drives the dynamo - mounted inside the base of the chimney - by a belt. A small LED bulb is fitted to the top of the chimney. These were powerful engines for their size and could drive a full workshop of four tools quite easily.

The SP2 models are still in production; 36,878 had been produced by 1995.

Minor variations in the type:

• Early engine frame were painted blue, later into the 80s this was changed to black
• Some sight glasses were secured by screws as opposed to pop rivets
• Sight glass cover could be a silver metal or brass

A Mamod SP3 from about 1980 showing extra gears on a counter shaft and additional Meccano 'outriggers'.

The SP3 was based on the MEC1 Meccano engine, which had first appeared in 1965. It was basically the same except for a solid fuel burner, sight glass, a whistle instead of the steam dome and plastic gears, instead of metal ones, on the crank shaft for driving Meccano models. The exhaust was a simple open port in the engine frame as per the MEC1 and the engine carried two makers' marks — a Mamod and a Meccano type scalloped edge decal. The baseplate was silver painted and the boiler was a standard Mamod drawn type tube as used on the SP2, SP4 and SR1a. The SP3 could drive the whole series of workshop tools.

Minor variations in the type:

• Reverser handles were red or black
• The crank web usually painted black some examples bare metal
• Some sight glasses were secured by screws instead of pop rivets
• Some sight glass covers were silver metal instead of brass

A Mamod SP4 stationary engine

The SP4 was the mid-range engine in the SP series. It featured the standard Mamod drawn boiler and die cast chimney. The engine frame for this model was mounted on a silver plinth, and the unit had a reverser which allowed the engine to run in either a reverse or forward direction. It could drive a good selection of tools simultaneously, using a lineshaft, and it also featured "exhaust to chimney". The boiler was heated using the two-tablet burner tray as on the SP2 and 3, and a whistle was also included on it. The SP4D variant had a uni-directional engine unit and carried a larger pulley to drive a dynamo connected to a small 3v lamp.

Minor variations in the type:

• Some sight glasses were secured by screws as opposed to 2 pop rivets
• Some sight covers could be a silver metal or brass
• The SP4D version sported a dynamo and an additional extra large pulley (on the same shaft) using a standard flywheel. It had no reverse control lever.

A Mamod SP5 stationary engine

The SP5 was the top-of-the-range engine when it was introduced. It had a longer boiler - 6 in × 2 in (152 mm × 51 mm) - and a twin-cylinder engine unit with a reverse control. The engines could easily drive several workshops due to their bigger boiler and twin cylinders. The engine, like the SP4, had the exhaust to chimney with condensate collector at the base of the chimney. The engine unit, like the SP4 was mounted on a plinth, a possible throw back to the SE4 prototype of 1946. The crank webs had the word Mamod stamped into them like the old SE3 it replaced. The boiler was heated using a 3-tablet burner pan, a whistle was also included in the specification.

The new model of SP5, Mk2 1335, produced since 2000, has several differences from the Mk1. The whole layout of this model has been changed. The positions of the components are in reverse: e.g. the cylinders and chimney are now on the left-hand side. Also, the left-hand end of the crankshaft has the usual counterweight type of crank as on the SP5 Mk1, SE3 Twin and other engines, but the right-hand end of the new SP5 Mk2's crankshaft has a more efficient and far more attractive crank disc for better balance and smoother running. Furthermore, this engine has one-piece cylinders; the bore being 8 mm (5/16 inch), and stroke 19 mm (3/4 inch). The SP5D Mk2 model comes fitted with a belt-driven dynamo and bulb holder, although a version without the dynamo is also available.[3]

Minor variations in the type:

• Some sight glasses were secured by screws as opposed to pop rivets
• Some sight covers could be silver- or brass-coloured metal
• A version was also sold to Griffin and George who distributed it to schools and educational purposes. These engines carried an extra G&G decal. (A badged SP4 version can also be found). It was not silver soldered.

A Mamod SP6 1338 stationary engine

The single-cylinder SP6 1338 is one of the most powerful engines Mamod have produced, and is fitted with a piston valve and fixed cylinder rather than 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 has been used on the larger mobile models. Originally introduced in 2006, production of this model is still ongoing.[4]

Minor variations in the type:

• A limited edition version was made for Forest Classics around 2006. This engine featured a green baseplate.

A Mamod SP7 stationary engine

The twin-cylinder SP7 is the most powerful engine Mamod have produced, and is like the SP6 in the range, but is fitted with twin cylinders. It uses the same boiler/burner unit as the SP6 (fitted with a pressure gauge). The SP7 was introduced in 2009, and was available by special order only, but they stopped making them in 2018.

The SP8 is Mamod's first beam engine. Introduced in 2013, it uses the same double-acting piston valve cylinder (as used in other recent models) which is mounted vertically under one end of the beam connected to it, using a simulated Watts linkage. The crankshaft and flywheel are mounted under the other end; the valve gear is controlled via a second smaller beam. The SP8 is offered with optional gas or solid fuel burner.

The line shaft is the accessory that enables a steam engine to drive more than one tool. The line shaft first appeared back 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 featured flatbases and, before the war, came in two models: the C1 and the C2; the former having 4 pulleys and the latter having 7. Both types of line shaft carried the Meccano-type red pulleys as well as turned brass types. The pedestal supports, like those of the early tools, were made from cast iron and the baseplates were drilled to fit Meccano. Production of the line shaft and the tools continued right up to the beginning of Second World War (and possibly into 1940), the line shaft by then being incorporated into the SC2, 3 and 4 engines. After the war (c1948) the line shaft gained brass pulleys as well as the hammer and punch. The flat base plate was retained but the C1 line shaft was dropped. By the mid-1980s the Mamod company was in trouble; the SP1, 3 and 5 were discontinued, along with the separate tools and line shaft, but all five components continued to be made as part of the WS workshop.

A SR1 roller from c1965, it clearly shows the pop rivet construction.

A Mamod SR1a roller dating from 1973

The SR1 steam roller was Mamod's first mobile steam toy. It was introduced in January 1961, designed by Eric Malins. The first rollers were unidirectional and only travelled in a 'forward' direction (at an un-steam roller like speed). The engines featured a modified MM2 steam unit complete with characteristic rolls made of aluminium alloy. Like the early TE1s of 1963 and the stationary range, the early SR1 rollers were of screwed-together construction and also featured a brass vaporising lamp rivetted to the scuttle. They had no towing hook. From 1963, a revised burner was used (as was introduced with the TE1 steam tractor), the handle of which formed a towing hook; although it would be 1969 before there was anything for it to tow, with the introduction of the OW1 Open Wagon and LB1 Lumber Wagon. From 1965 the roller was put together using pop rivets (like all the Mamod range of steam toys) - as a result it is easy to distinguish early 1960s rollers 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 the 1965 MEC1 Meccano engine. In the same way, the TE1 became a TE1a. In 1968 the aluminium rollers and wheels were replaced by Mazak items; the same material is used to this day. The roller has remained in the Mamod range for 50 years now but has undergone small incremental changes over this time, with modifications to the burner (moving to solid fuel circa 1976) and sight glass boilers replacing the over flow plug type (circa 1978). The only other changes have been largely cosmetic: paint, whistles, smoke box detailing. Early boxed SR1 engines now command strong prices and are sometimes referred to as "nut and bolt" SRs by collectors. Lately, other variations of roller have included limited editions in different colours as well as longer boiler versions and also a kit version. Mamod's first mobile steam toy continues to sell well in the 21st. century.

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

A Mamod TE1a traction engine with the original packaging

This is the 'classic' Mamod model and has been in production with minor updates and modifications for nearly 50 years. It is a model of a typical traction engine with a full-length canopy. The engine itself is an oscillating-cylinder unit, the same as the SR1/a which is based on the old MM2 unit. The boiler is longer than that on the SR1 although it is the same volume internally. The front part is an empty void into which, in the earlier versions, the exhaust steam was fed through the choke (it controlled the exiting steam not the inlet steam). The TE1a differs from the TE1 in having a reversing lever to control the speed and direction of the model (initially used on the MEC1 of 1965 and subsequently applied to the TE in 1967), whereas the TE1 was uni-directional only with an exhaust 'choke' to control the speed. The TE1 was claimed to cover a third of a mile in ten minutes on a single filling.[5] Power is delivered to the back axle by means of a drive band running from a small pulley on the flywheel to the rim of one of the back wheels. This can be removed to allow the engine to run stationary or to drive a lineshaft and tools. The front axle of the model is mounted on a central pivot with a simple copper stub spring, which provides a crude form of suspension. It is also steerable, by means of a shaft running from the axle up inside the chimney (later models post 67). Early models did not use the later control rod for steering but used a rod mounted directly into a hole in the early model square axle box. Both designs could be screwed down 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 steer the model as it moves. The TE1/A has a green boiler (this green has varied over the years from apple green to a dark brunswick green, similar to GWR locomotives), red spoked wheels and flywheel, a white/cream coloured canopy and a black firebox/smokebox/chimney. It is also available in a distinctive alternative paint scheme, with a polished brass boiler and maroon wheels. Other limited edition models have been produced in the last decade using blue or black paintwork, as well of variations of the colours mentioned already.

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

A 1988 blue SW1 steam wagon, minus the body work, showing the double reduced drive and chassis.

The SW1 steam Wagon is another variation 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 took his inspiration from a book entitled 'The overtype steam road waggon' (Published in 1971 and written by Maurice A. Kelly). The SW1 basically uses a mixture of components from the SR1a roller and TE1a traction engines to which is attached a lorry-style rear body with a cab and payload bed. The extra length of body is supported on a C section girder 'chassis'. The engine has a double reduced drive using a large intermediate pulley, similar to the flywheel. This gives a more realistic speed as well as affording the model more pulling power. A live rear axle (only one wheel is driven) has distinctive diamond-spoked wheels (closely based on a Foden design. The wagon is sometimes referred to as the 'Foden Wagon'). The model has red wheels and a blue, green or brown body, with a white quarter-length canopy over the engine and boiler. The model has details such as mudguards and an optional cargo of 'barrels'. More recently, limited edition models have been made in a darker shade of green as well as black. Other variations to the SW1 include a blue version of the model, with white lettering on the rear payload body as opposed to the standard gold lettering. An alternative colour scheme is carried by the SW1B model. Here, the model has deep brown bodywork and cream wheels. Recently, a limited edition version was produced for Forest Classics using an all black colour scheme. 100 were produced. The steam wagon is still in production to-day (2012) and is still regarded by many as the company's finest mobile.

Early steam wagons were produced in green, with a meths vaporising burner. Around 1977, they adopted the solid fuel pan burners and by 1978 had a sight glass instead of the usual over-flow plug, with blue paint replacing the green. In the early 2000s the brown version was produced. The engine is fitted with the usual spring-loaded whistle as well as steering gear from the TE1a. The rear scuttle, set up for holding the burner, is exactly the same as on the SR and TE models, but it fits snugly between the two girder chassis parts. At about 6 lb (2.7 kg) in weight, the SW1 Steam wagon still represents a lot of model for the money and is still a firm favourite amongst collectors.

This is another model based on the TE1A in the form of a showman's road locomotive. Like the real-life showmans' engines, it uses the basic form of a traction engine with the addition of a dynamo and a few aesthetic details. The Showman's model has twisted-brass canopy supports, a (non-functional) chain-steering drum and a typical bright paint scheme with a maroon boiler and yellow wheels. The main mechanical differences between the Showman's and the TE1A are the dynamo and the fitting of a solid flywheel to the former model. The dynamo is mounted over the smokebox and powers a series of LEDs fitted around the canopy. It is driven by a drive band from the flywheel.

The 'Centurion' is a larger, more powerful version of the TE1A model, but fitted with Mamod's piston valve engine (as used on the SP6 - SP8 engines). In other respects it is the same as the earlier model, with the same layout and green/red colour scheme.

The 'Challenger' is the steamroller version of 'Centurion'. As with the other rollers, it has been adapted by having an extended front frame carrying the front roller and larger solid rear wheels. Unlike the earlier steamroller model, it has a full-length canopy like the traction engine models.

This is the Showman's version of the 'Centurion' model. It has the same added details as the TE1A-based Showman's model and the same colour scheme.

An early Roadster dating from 1976, showing overflow plug type boiler and 6-spoke artillery wheels.

This is a model of a two-seater roadster style car, possibly based on the look and style of a Mercer Raceabout from the early 20th century. The model first appeared in late 1976 and was designed by Steve Malins with input from George Morris. The first versions were finished in red and white with black upholstery (still available) although newer versions have recently appeared with green/brass or burgundy/brass finishes. A silver 4-seater limousine, based on the Roadster, is also a popular model appearing in the 1980s. The boiler cover forms the 'bonnet' of the car with the sight-glass for checking the water level being the 'radiator grille'. 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.

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

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.

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.

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.

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.

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.

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.

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.