M-3 was removed from the EBT property last year for restoration.

The initial problems included a frozen engine, torn canvas, rusty 

condition of metal parts, and in general a very sad appearance.

The engine was the first concern and the head was removed only

to discover that the valves were stuck in their guides.

With the head off, the engine could be turned over with a

prybar, inch by inch.

One piston and connecting rod was removed only to discover

a cracked connecting rod bearing which was the "poured type".

[Babbitt]  The cast iron piston was OK, but had a broken

ring (also cast iron).

The distributor cap had a big chunk broken out of the side.

The top running gear had also seen better days.

At this point it was agreed upon to find a reputable 

antique engine restoration shop to at least give us an

estimate of repair.

Reinhold Restorations in Reinholds, Pa. was given the

task of determining the condition of the Nash engine. 

Several weeks later  we had our answer and also the

correction of some historical myths.

Myth #1 -----

The engine was run without oil and the main bearings were ruined.

FALSE:   The mains were worn, but  not ruined.

Myth #2 - ---

Someone made a new camshaft out of too soft a material and all the lobes were worn down.

FALSE:    The camshaft was in incredibly good condition for an engine of that era.

Problems found: 

 Problem #1 -the valve ends were worn making

                     it possible for a valve to drop into the cylinders.

 Problem #2-    Nash had developed a unique early type hydraulic

                        valve lifter.   Not as sophisticated as today, but

                        an impressive start.  Some of  these lifters were worn.

 Problem #3-     bent push rods.

 Problem #4 -    worn water pump

 Problem #5-    as mentioned earlier - broken distributor cap.

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An estimate of $5000 was not unrealistic at this time.  

The expensive part was not replacement parts, but

machine shop time which in some shops could run at $100 / hour.

It became evident that a very dedicated volunteer who

wanted to and has always wanted to remain anonymous

was interested in finishing  the engine and transmission

at his shop.

This man is a master craftsman and is 2nd to none with

his experience in matters such as this.  Anyway, he got

the job. Was like a pig in mud !!!

This man first had the crankshaft ground and polished.

Next he found metric Toyota aluminum pistons which were as close as

he could get to match the original Nash cast iron pistons.

Cadillac valves were as close as he could get to match the Nash valves.

Dodge valve springs completed the picture.

New tops for the valve stems were made and heat treated.

The head was machined to accept the new valves.

The head has a ½" diameter solid copper rod which was installed by

someone probably as a repair after one of the earlier valves dropped

into the cylinder and got crunched by the piston on the upstroke.

It passed a hydro test and is still in the head !!!

The Babbitt connecting rod bearings were repoured and

machined to fit the crank throws. New bushings were

made to match the new piston wrist pins.

 The original insert main bearings were repoured and machined to

 match the crank,  the pressed in cast iron cylinder inserts were bored

out to match the bigger pistons.    

 The oil pump was rebuilt so the new main bearings would

get proper lubrication.      The water pump was rebuilt with

more modern shaft packing.

The distributor cap with the chunk missing was filled in with a

special epoxy and then filed up to the correct contour.

Once it was painted the original color, it is impossible to detect

 where it was patched unless you look inside it.

Incidentally, a new old stock cap was located, but they wanted $150

for it. They still have it! We did not buy it.

The engine was painted with what we believe was the original Nash  color.

The valve cover was repainted black and given two newly machined

knurled nuts.     

The starter and generator were sent to Weavers  Repair Shop for rebuilding.

The radiator was sent to West Side Radiator Works in Ephrata, PA for

recoring.  

In our opinion  the existing radiator that we started  with was not original.

We believe that a 1924 Nash would have had a honeycomb type

radiator. We are sure the Railroad was cheap and found a good

enough replacement. The recoring has given us a radiator with

fins and cores as closely spaced  as what we started with.

The new core is slightly thicker to insure additional cooling if

required.  A new head gasket was located as well as new manifold  gaskets.

The transmission was generally OK for a 1924 Nash, but was old style

meaning it had no modern seals in it. The tapered roller bearings were

intact, but shot.

Machining was done to the transmission shafts so they could accept

new modern sealed bearings. The gears were only worn by 10%.

Modern shaft seals were installed where possible.

New clutch material was installed and the rebuilt transmission

was attached to the rebuilt engine.

 The bottom line is this:

The completely rebuilt 1924 Nash  engine with its rebuilt 1924 Nash

transmission, Toyota pistons, Cadillac valves, Dodge springs, and

manufactured parts was put to the test on December 10, 2005.

At 2:30 PM the engine ran for the first time in over 40 years.

Ran like a top.    No vibration.      Beautiful sound.

Mr. Charles Nash would have been proud of the master craftsman's efforts.

We found a brass tag riveted to the block with the Nash name  and

a serial number on it.

This number was matched up to the production serial numbers on the

Nash Automobile Owners website and according to them  it

is in fact a 1924 Nash automobile engine. 

As I mentioned earlier, the man who finished the engine wants to

remain anonymous as does the author of this update.

All those now involved with this project are happy being anonymous.

We are restoring M-3 because we care enough to volunteer our time

and our dollars to make it happen without concern of being  recognized

or repaid somehow.

When the M-3 returns it will be "our gift" to the world and more

importantly to our grandchildren and great -grandchildren.

The names of those before us who kept the M-3 going are lost to

history and so shall our names be lost. The M-3 will live on though.

Even if history doesn't remember our names, she does and

that's all that counts.

Anytime you change something, you have altered and changed that

integrity. This is a "total ground up restoration".

The other key word with restoration is "preservation".

The two cannot be separated.

It is our intention to deal with any and all problems which are

found with the M-3 and return her in better condition than

when she was  rebuilt in 1928.

This means putting new parts in the engine that were not

original, replacing all the springs because the originals were

broken,  replacing the worn ripped canvas,  replacing the broken

rotted floorboards, and replacing the old paint with new, we

have been able to build an accurate representation of the M-3.

The other key ingredient being put into the M-3 in very  large

amounts is pride.        That's the most important thing.

More news to follow later concerning the wheels, axles, and body.