After over 40 years it is time for a little refurbishment and repair of the die blocks and expansion links on my original York Compound Steam Engine #0001 to keep it running as silently as a sewing machine.

I am machining new die blocks for the expansion links, as well as replacing bushings and pins.

I didn't show you what I was making clearance for... It's a bit of a fillet between the round boss attached to the expansion link for the link arm, and the actual expansion link where they were silver soldered together.

I will be making casting sets for this engine available again soon. Email me for more information.

A short testimony from John York about this engine:

"...I am writing this letter relating to the performance of my boat that was powered by one of my 3 & 5-1/4 x 3-3/4 compound steam engines.

HULL: 30” LOA, beam 7’6” max, 6’6” wL single chine all steel construction. Bare hull weight +/- 2,700 #. Total weight with steam plant about 8-9,000#. Weight on trailer (trailer included) a bit over 11,000#.

PLANT: Wood or oil burning boiler, 50 s.f. Roberts type with forced draft fan.

Working pressure 175#, cruise pressure, +/- 150 PSI 550 deg. F temp. Propeller was 24” x 28” P, ran max 430 RPM.

This gave me an HONEST 7 KNOT SPEED. When the plant was replaced by the 11 HP Hicks gas engine, we had got take off 3” pitch to get the proper 550 RPM Hicks called for and picked up about 1/2 - 3/4 knot speed, I suppose due to diminished weight, the power seeming to be about equal.

The bottom line—there were only a couple of boats in our large group that could out run me. I think this was the result of a number of factors: easy running hull, good free steaming boiler (forced draft and big grate) and superheating, and last but certainly not least of all, an engine capable of high running speed with superior steam distribution due to the “long legged” construction. As any engineering reader will discover, the shorter the connecting rod, the poorer will be the valve events and obviously the longer the rod, the better. This is because the connecting rod distorts the position of the piston in relative its angular position of the crankshaft. I assume that this also holds with the position of the valves in their travel. Bottom line here is, the “taller” the engine, the better. Anyone who would deny the engineering is a fool at best and dishonest at worst.

Best Wishes.

John W. York"

To learn more about Steam Boats or steam engines, visit these websites :

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