June 11, 2016 our daughter, Victoria (Tori) took time off between quarters at U.C. Santa Barbara and helped me with some reassembly. First to go back on was the rear axle & differential, which got grease in all the cups and various friction points.
Tori fills grease cups prior to assembly on springs.
Next up was the front axle.
Tori steadies the front axle before installation on springs.
By June 17th, we had the car starting to look sort of like a car again.
Springs, axles & wheels back on the frame.
Next the transmission went back in.
Transmission back in.
In the process of attaching the transmission to the universal joint that goes to the drive shaft, I discovered a plug on the universal with the logo or monogram shown below. We are pretty sure that the transmissions were nearly unique to the MICHIGAN company. It appears that the transmission was manufactured by the FULLER company ( for more about this, go to Nuts & Bolts, Transmission – ). But that doesn’t necessarily have anything to do with the universal joints. There are three in the car. Two from the engine to the transmission and another from the transmission to the drive shaft. All of which allow the component to be varied and the use of longer or shorter wheelbases or other tweaks between model types. Anyway, we will be on the lookout for any such logos that may lead us to the company that produced the universal joints.
Logo on universal lube plug. CLICK PHOTO TO ENLARGE
Our differential and rear axle were removed along with all other running gear when we sent the frame out for powder coating. That gave us an opportunity to clean it up, look it over from all sides and really inspect it. We found some interesting things. But first we got it cleaner. Eric & I scrubbed and scraped with Simple Green and then power-washer it.
Eric is ready to power wash the differential. May 21, 2016
The result was mostly grease & oil free.
Scrubbing and scraping.
And here’s what we observed — casting dates: Feb 16, 1911 D1, and Jan 27, 1911
Differential housing – casting date: Feb 16, 1911 D1
Axel housing, Casting Date: Jan 27, 1911
While we had easy access to the rear end, I opened up the back of the differential to see if it looked nice or nasty. Actually, it wasn’t bad at all.
Differential open. Ring gear on right side — Which is BACKWARDS. It should be LEFT side.
While the oil was not golden, it wasn’t gritty dirty nasty either – so I count that as GOOD. What was odd, was that the ring gear was on the right hand side of the differential. This is the opposite of what is depicted in various line drawings and brochures that exist for our car. I have attached page 15, of the “announcement” of the “Michigan Automobile 1912” also referred to as “The Michigan Through a Microscope” brochure. Interestingly, the steering drag link shown on page 15 is on the left side, which is the reverse of the actual right hand drive set-up for Michigan’s in 1912. (The 1913 cars did have left hand drive and the gear shift was mounted in the center of the car.) This leads me to believe that perhaps the images on page 15 have been reversed which might explain why our car has the ring gear in the opposite position from what is depicted below. Confounding this is the image of the Sheldon Jackshaft from the Motor Age article at the end of this post. That image has the ring gear on the left side. Is it possible that when Phillip Dickey was going through the car that the axle sides got flip flopped the wrong way? I’m not sure, I’ll have to ask Mike Howard which side his ring gear is on. [UPDATE, January 7, 2017– our ring gear is on the WRONG SIDE. Note the notch in the housing where the ring gear is supposed to go. For further info on this go to my Post of May 31, 2017.]
Perhaps the illustrations have the axle & differential images REVERSED from what they are supposed to be? NOPE – The image is correct. Our car had the ring gear on the wrong side.
While we cannot definitively state that this rear axle and differential were made by SHELDON AXLE COMPANY, the indications are pretty strong. The front axle is marked: SHELDON AXLE CO.
SHELDON Axle Co marking on FRONT axle.
This hidden marking on the front axle (back side on the left) prompted me to see what I could find out about SHELDON AXLE CO. also known as SHELDON AXLE & SPRING CO. (It changed its name to add the word “SPRING” in 1914.)
CLICK ON IMAGE TO ENLARGE Sheldon Axle Company advertisement, The Automobile Trade Directory, Apr. 1911
Apparently the company did lots of leaf springs too. Maybe our car has SHELDON springs. I did find this marking on one of the REAR half springs. Is it year of manufacture? Location of manufacture or destination?
Marking on REAR half spring. KALAMAZOO 11
I also found this on the FRONT spring mounting bracket (holds spring to axle). It appears to be a monogram with the letters CBW. It is distinctive, but I have yet to connect it to anything and it is not the trademark used by Sheldon Axle, which is a sort of horizontal double anchor logo. {-o-}
CBW spring bracket stamping
SHELDON trademark at top of advertisement
The differential had no other distinguishing marks. But research into descriptions and diagrams of SHELDON differentials and rear axles seems consistent with the diff on our car. I found the following description of a SHELDON rear axle & differential in the Jan. 25, 1912 edition of MOTOR AGE: Progress in 1912 Axles FULL
SHELDON 201-D axle
This ad from Motor Age, February 1, 1912 shows our rear axle & differential, even though the casting is stamped “D1” rather than “201-D”
With the frame stripped of everything, it was time to take it for sand blasting & powder coating at North County Powder Coating. My son, Eric, and daughter-in-law, Kristie, were visiting from New York and were promptly drafted to assist in getting the frame loaded into our trailer for the trip to the powder coater.
Eric & Kristie helped load the frame for transport to North County Powder Coating.
Once there, Kirsten Weik & Ricardo Delvillar got us set up with a black semi-gloss color selection and we marked the various “be gentle on this area” and “don’t coat here” portions of the frame. These were things like bearing surfaces and the frame serial number stamping.
Marking, taping and plugging frame prior to sandblasting & coating.
Two and a half weeks later we picked up the completed frame and brought it home. It looked really nice.
