All of Gerald’s production engines, with one notable exception had the names of birds. The first of these was the type 7, 15cc Magpie, available upright or inverted for aero use and in two guises for marine use, one of which featured ducted fan cooling. Approximately 35 magpies were produced between 1946 and 1949.

The exception to the ‘bird names’ was type10, the 10cc Wizard. This was based on the Lapwing with altered cylinder finning and cylinder head. It was intended for ‘full-bore’ race running in tethered cars so the complex ignition and carburation systems were abandoned for a simple needle valve and fixed points ignition. 30 examples of the Wizard were produced in this form with just one experimental aero version.

It is only through close contact with one of Gerald’s engines that the sheer quality of workmanship and complexity of design can be appreciated. Gerald manufactured all the parts for his engines, including the gear cutting, but then stove enamelled the crankcases, anodised the machined parts and engraved the crescent nameplates which each engine featured. A Gerald Smith engine is more than just a model engine; it represents a pinnacle of aesthetic and engineering design, and owning one of Gerald’s engines one can appreciate the level to which he was prepared to go in producing these ‘masterpieces’.

Detailed descriptions of many of the construction techniques Gerald used were written up by him as a series of articles in Engineering in Miniature and therefore can be researched by those interested in this aspect of his life

This was not to be the only occasion when Gerald passed on his castings, as an article in Model Engineer from May 52 shows 2 Lapwing/Wizards being constructed by pupils from the King Edward VI School in Nuneaton. The school had a model-engineering club, which met after school, and Gerald not only gave them the castings but original jigs and fixtures to aid in the construction of the engines. He was also giving help and advice to the school during this venture.

Although Gerald advertised in the national magazines and displayed his engines at meetings around the country the quality of what he was producing meant that he was not always able to keep up with demand. In his trade review for Model Cars in December 1946 ‘Simple Simon’ reported, when reviewing the new Redwing engine, that. "I should warn those whose impulse is to throw away their worn-out motors with a view to immediate replacement with one of these desirable pieces of property, that it isn’t just as easy as that, deliveries being distinctly on the tight side as yet." In order to inspect the motor in ‘peace and quietude’ viewing of the engine took place ‘in the seclusion of the car park’. He further comments about the excellent workmanship and positive adjustment for ignition and mixture and describes the engine as excellent value for      £8- 10s

First under the hammer was a ‘one off’ which went just over top estimate at £420. Three Magpies followed at £800, £980 and just £540 for a fan cooled marine version. Two Lapwings went cheaply and a third car model went just over estimate at £660. Four Redwings followed, with only the first making any real impact. It was obvious that there was not huge competition for these more standard models. The sole aero version of the Wizard did better getting up to £920 but the car version was knocked down for just £550.

Skylark number 1 produced a little more excitement getting up to £1400 but the marine version was below estimate at £820. So far the big hitters were keeping their powder dry although at least one bidder had showed his determination by sticking his paddle in the air and leaving it there. This seemed to work for him, as there was very limited competition.

To the final three lots. The Osprey 3 cylinder radial just struggled over estimate at £3600 with the Buzzard 5 cylinder radial going mid estimate at £3800. Now for the ‘biggy’, the eighteen cylinder double row radial. Estimated at only £5-7,000, how would it go? The general consensus was that £20,000 would not be out of the way and over £30,000 possible. A general air of expectancy filled the room as the auctioneer waited for the phone bidders to be contacted. Finally it was on offer and opened at £5000 on commission. Only two phone bidders did battle with the commissions and the floor. Was it to be a real bidding war? Slowly the price rose through the £10,000 mark with the inevitable slowness of phone bidding. And then there was just one phone bidder and one determined bidder in the room. Up in £500s to £12,500 and a pause, was this going to be it, but no another 500 and then another until £15,500 was reached. The phone bidder was offered it at £16,000 and declined bringing the hammer down to a round of applause and congratulations to the bidder in the room. Was he made to work for it, certainly? Did he get a bargain, only he can answer that.

Subsequently it has transpired that the engine had been disassembled at the time that Gerald's workshop was destroyed in an air-raid during WW2. Although he rebuilt the engine it is not known if all the internal components were complete or if the engine could be run. The current owner has expressed the desire to see it running again but at present it is not known if this would be feasible.

To some the results were a disappointment and to others refreshing. Gerald Smith’s engines are still at the top end of the market, but even the fact that they were from Gerald’s collection did not add a premium to the price, so they are still affordable. Maybe the numbers of engines on offer even depressed values?

The moment Mr Gilding's hammer falls on the
 sale of the Gerald Smith radial engine

Gerald Smith's engines. The final chapter.

At the 2007 Leamington Model Engineering Exhibition, a superbly engineered seven-cylinder radial engine entered by John Scott-Scott, brought the story of Gerald Smith’s engines to a conclusion.

Having produced the 3 cylinder Osprey and 5 cylinder Buzzard, Gerald had started work on a 7 cylinder version to be called the Kite. Much of the major machining of components had been completed when circumstances forced him to move from his house to a chalet bungalow. Although he had moved his workshop equipment to the new property, it was never installed and so the engine was not completed despite encouragement and offers to complete it on his behalf. He reasoned that if this had happened, it would not be a ‘Gerald Smith engine’ and he could not tolerate that thought. He had taken the finished components to Old Warden where the pieces were displayed, laid out on a coffee table, but that was as far as it got. Some while after his death his widow passed on the engine parts to John, who considered finishing it, but had reservations over Gerald’s vehement wish not to have a third party working on it.

Some four or five years passed until early in 2006, when a conversation with a colleague persuaded John to complete the project. The drawings had long since gone, but in assisting the new owner of the Buzzard that was sold at Gildings in 2005 to get it running again, John was able to measure up the various components and make new drawings of the missing parts. Gerald had machined the crankcase, cylinders, heads, pistons, master rod and crankshaft, plus a few gears, sufficient to loosely assemble the engine. The remaining 282 parts, including reverse engineering of the fuel and ignition system had to be produced by John, and he began this task in October 2006. Conscious of Gerald’s thoughts about the engine, John had the push rod tubes, rocker covers and mounting ring beautifully anodised in a deep red and called the finished engine the ‘Red Kite’ so maintaining the origins, but reflecting his own substantial input. Looking at the quality of the engineering and detail finish of the engine on show, Gerald need not have had any reservations about John Scott-Scott completing the project.

Thanks to John Scott-Scott for providing the story of these projects and for additional photographs.

Wizard and Lapwing photographs kind permission of Gildings

Updated Aug 2007
Updated Feb 2008

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