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Egge at SEMA
January 2015

After a short break, Egge Machine Company made a triumphant return to the SEMA Show.

Ernie Silvers, CEO, with Dave McClelland at SEMA.

Dave was a NHRA announcer from 1961 to 2003 and is the voice of our hold message.    


Electric Cars Are Not New—So Now What
January 2015

Can you imagine how blacksmiths reacted to the “horseless carriage” at the turn of the century?  I’m sure some saw the “new fangled” things as just a passing fancy, and thought they would never replace the horse for transportation—so why worry.  Some probably saw the horseless carriage as the wave of the future and began looking for ways to adapt their business.  And there were obviously those who decided the trend to horseless carriages was real, but there would always be a need for blacksmiths and kept doing business as usual.

Here we are at a similar point in time a hundred years later.  For years we have heard predictions that the internal combustion engine (ICE) was doomed and would be replaced.  The recent past has seen great strides in improving the ICE, making it more efficient, less polluting and more powerful.  Most recently we’ve seen various types of ICEs combined with electric motors to form hybrid vehicles. 

Now like the blacksmiths of a hundred years ago we are faced with a decision.  If the trend toward electric vehicles is real, how will we respond?  The evidence is mounting that ready or not, electric cars are poised to make a comeback.  That’s correct, a comeback.  Early in the history of the car industry electric cars were outselling gasoline powered cars.

In the late 1890s electric cars outsold gasoline cars ten to one. As a result, electric cars dominated the roads and dealer showrooms. In fact, the first car dealerships were exclusively for electric cars.  Some automobile companies, like Oldsmobile and Studebaker actually started out as successful manufacturers of electric cars, only later did they transition to gasoline-powered vehicles.

 Did you know that

  •          an electric car won the world’s first dirt track race in 1896?
  •          an electric car took the world land speed record in 1899?
  •          the first vehicle ever to go 60 mph was an electric car?
  •          the first car to ever receive a speeding ticket was an electric car?

Early production electric cars were all hand assembled. In 1910, volume production of gasoline powered cars was achieved with the motorized assembly line. This breakthrough manufacturing process killed off all but the most well-financed car builders. Independents, unable to buy components in volume died off. On top of that, the infrastructure for electricity was almost non-existent outside of city boundaries – limiting electric cars to travel within their home city.

Another contributing factor to the decline of electric cars was the addition of an electric motor (called the starter) to gasoline powered cars – finally removing the need for the difficult and dangerous crank to start the engine. Due to these factors, by the end of World War I, production of electric cars stopped and they became niche vehicles – serving as taxis, trucks, delivery vans, and freight handlers.

In 1912 there were 33,842 electric cars were registered in the U.S.  More than 20 companies offered well over 100 models.  By 1924 there were no electric vehicles displayed in the New York auto show, and only 3 models remained on the market: Milburn, Rauch & Lang and Detroit Electric.

In the late 1960s and early 1970s, there was a rebirth of interest in electric cars prompted by concerns about air pollution and the OPEC oil embargo. Later, in the early 1990s, a few major automakers resumed production of electric cars. Those electric cars were produced in very low volumes—essentially hand-built like their early predecessors. Today, there are more than 20 models offered by more than 12 makes.  These electric cars range from basic transportation to luxury status promoting machines.

The horse still has its enthusiasts, the internal combustion engine will probably be around for a good while yet—so will you change your business model to take advantage of the electric car trend?


Classic Car Market
January 2015

Hagerty Insurance has announced the creation of the Hagerty Market Rating, a new tool to gauge the status of the classic car market. Hagerty publishes The Hagerty Price Guide and also developed and maintains Hagerty Valuation Tools, the country's leading online classic car valuation tool.

The Hagerty Market Rating is a numerical rating that reports the status of the classic car market by applying a weighted algorithm to fifteen data points in eight categories. This results in a proprietary data set that includes the volume and directional momentum of public auction and private sale activity, insured values, price guide values, the Hagerty Indexes and expert sentiment. The January 2015 rating is 70.22, which indicates an overall expanding and healthy market. The rating will be updated on a monthly basis.

"The key differentiator is that the Hagerty Market Rating isn't based simply on public data like auction sales, which only make up three percent of the annual transactions in the classic car world," said McKeel Hagerty, CEO of Hagerty. "A large component of this rating is based on private-owner-to-private-owner sales, which is the most elusive and difficult data to obtain. We developed this as a tool to allow anyone who is serious about treating collector cars as investments to immediately take the temperature of the classic car market and truly understand the factors that cause the classic car market to move up or down."

The Hagerty Market Rating uses a 0-100 scale based on a traditional bell curve. Ratings at or near zero or 100, while theoretically possible, are not likely. Ratings in the 40-50 range indicate a flat or relatively inactive market, while below 35 is a deflationary market, becoming more strongly deflationary the closer it is to zero. Ratings in the 60-75 range indicate a peak performing market, and above 80 indicates a market that is approaching a state of hyper-demand, marked by rapidly increasing prices and volume that could indicate of a bubble market in the making.

"Despite a Scottsdale auction season that saw sales increase 18% over 2014, the overall market is actually in a very healthy place right now," McKeel Hagerty said. "Yes, some segments are overheated and some have recently cooled. However, on the whole, the current market rating is a healthy, expanding market through January."

Based on auction sales, the classic car market in the US for 2014 was $1.3 billion.


Congresswoman Linda Sanchez Visits Egge Machine
April 2014

Egge Machine had a special guest on Monday April 29th--Congresswoman Linda Sanchez.

Pictured below with the congresswoman is Ernie Silvers, CEO and Bob Egge, owner.

Congresswoman Sanchez is an advocate for small business and interested in visiting as many California small businesses as possible when she is in California.

In Congress, Rep. Sanchez serves on the powerful House Ways and Means Committee, which in the chief tax-writing committee in Congress, and also plays a critical role in federal legislation on the trade, Social Security, and Medicare. She is also the highest ranking Democrat on the House Ethics Committee.

Below Rep. Sanchez is shown a cast piston ready for the next process.

Rep. Linda Sanchez is a hands-on government official. Below she is pouring her own piston.

The machining process was next on the tour.

After touring the machine processing area, the congresswoman was introduced to the Babbitting process by Bob Egge.

With piston in hand, the congresswoman expresses her desire to return to Egge Machine Company to finish her piston.  


We at Egge Machine Company would like to "Thank" Congresswoman Linda Sanchez for taking the time out of her busy schedule to expand her knowledge and understanding of another California small business.

Lincolns in LA Auto Show
Summer 2014

This year, Lincoln featured some really cool vintage cars in their display during the LA Auto Show.  Pictured here is the 1929 Lincoln Dietrich.  One of only 75 produced, it originally sold for $6,200.  That's a lot of money for the average American consumer of that day.

1929 Lincoln Dietrich

This is a 1932 Lincoln KB LeBaron.  This coachbuilder car is based on the first V12 platform offered by Lincoln (Ford).  Built to compete with Dusenberg and Cadillac, the Lincoln KB was only offered for two years.  A total of 125 of the LeBaron bodied KBs were produced.

1932 Lincoln KB LeBaron

Next is a 1937 Lincoln Derham--the only one in existence today.  The design features the height of streamlining in the 1930s.  After spending years in a mid-west barn this car was completely restored and took first-in-show at Pebble Beach in 2004.

1937 Lincoln Derham

The car below is the 1937 Lincoln Zephyr, a model that was introduced at the 1936 New York Auto Show.  It was the first vehicle offered by Ford Motor Company that had unibody construction.

1937 Lincoln Zephyr

In 1940 Lincoln introduced a replacement for the Zephyr, the Continental.  Considered by many as the most elegant car of the time, it was also the first of the new era of cars to offer an external spare tire.  The spare tire option carried the model's name from then on.

1940 Lincoln Continental

1940 Lincoln Continental

It's nice seeing the classics featured with the latest and greatest being offered by the car companies.

Egge Machine Company Recognized
January 2012

The Classic Car Club of America presented Egge Machine Company the Inaugural MOTORING LEGACY AWARD for 2012!

Santa Fe Springs, CA, January 9, 2012: Egge Machine Company was honored by the Class

ic Car Club of America (CCCA) on January 7th as the recipient of the 2012 Motoring Legacy Award. The honor recognizes Egge Machine's outstanding achievements and high level of commitment to ensuring the continued drivability of classic cars.

Based on club member ballots, the CCCA bestows The Motoring Legacy Award to the company most dedicated to keeping great classic cars on the road by supplying parts, services, and great customer service.

"I was blown away," declared Ernie Silvers, when he received the news. "To be recognized for our high quality product, and top customer service in our effort to support the classic cars, is beyond words."

The award was presented to Robert Egge, owner and Ernie Silvers, CEO/President of Egge Machine Company at CCCA's 60th anniversary annual meeting, ‘Denim and Diamonds' held in Dallas, Texas January 4-7, 2012.

"It certainly wasn't anticipated, but it was definitely cause for celebration when Egge Machine Company, Inc. was recently awarded the prestigious Classic Car Club of America 2012 Motoring Legacy Award," said Robert Egge, owner.

Being a small, family owned business, Egge Machine is very proud of its nearly 100 year heritage of serving the vintage vehicle industry. "It is not always easy competing against offshore suppliers, but we continue to manufacture our products here in the USA," stated Robert Egge. "Egge has been around since 1915, and we will continue to be the best automotive parts manufacturer and vintage parts supplier in existence."

The Great Race
Summer 2010

One hundred and two years ago this month, the longest car race in history began in New York's Times Square. It began on February 12, 1908, and was witnessed by an estimated crowd of more than 250,000. It was billed as a race around the world, and expected to cover 22,000 miles from start to finish. Keep in mind, there were extremely few paved roads at that time.

The "Great Race" was sponsored by the New York Times and La Matin, a French newspaper based in Paris, and therefore was planned to finish outside the offices of La Matin. The route began as a line drawn on a globe with major stops in Albany, NY, Chicago, Seattle, Valdez, Alaska, Japan, the Russian cities of Vladivostok, Omsk, Moscow and St. Peterburg, then Berlin and finally Paris.

The plan was to send the cars from Chicago to San Francisco, from there by steamer to Valdez, Alaska. They would drive from there to the Yukon river. To be sure of ice on the river, the race had to be in winter. Though no car then had been driven across the U.S. in winter (and only seven in the summer) the start from New York vas set for February 12, 1908.

There were six entrants in the race. The competitors represented most of the world superpowers of the day; Germany, Italy, France and the United States. There was much at stake, and the eyes of the world would focus on the racers daily with front page newspaper news. The race would become an epic test of machines as well as human endurance and ingenuity in a world that for most had never seen a car.

For Germany the car chosen was a Protos, for Italy the car was a Zust, there were 3 cars representing France (De Dion-Bouton, MotoBloc and Sizair-Naudin), and a Thomas Flyer for the US. All but the Sizair-Naudin were 4-cylinder powered. And all were right hand drive.

The German team turned to the small Berlin-based German company of Protos after Benz and Daimler politely bowed out. Amazingly, they designed a custom built car in only 16 days, the Protos racing car was an impressive 16 feet long, 6.5 feet wide, and when loaded with three men, an extensive spare parts kit, food and 176 gallons of gas weighed some three tons. The car was powered by a 40hp engine that made it possible for the car to reach speeds of up to 70mph. There was no enclosed passenger cabin and the trip across the United States and Siberia would be under cover of nothing more than canvas. The Protos was roughly the same size as a modern Chevrolet Suburban built with steam-era technology.

The French fielded 3 teams. The first chose a De-Dion for its car. The De-Dion model 1908 came with a 4-cyclinder engine, 4-speed transmission and had a top speed of 50 mph. The second team chose a Motobloc. The Motobloc was noted for an innovative engine design which combined the engine, clutch and gearbox in a single main casing.

The Motobloc was powered by a monobloc engine which had cylinders that were not individual, but cast as a single unit. (Seems normal today, but was quite an innovation back then.) The engine was inclined at 30 degrees from the horizontal and the gearbox was made as part of the same unit with the crankcase. It also had a fly wheel mounted in the center of the crankshaft. This in turn was mounted on four main bearings which significantly reduced engine vibration. . The engine had overhead inlet valves and side exhaust with hemispherical combustion chambers. Lubrication was by an oil pump and cooling by a water pump. This combined assembly was mounted transversely in the chassis and drove the rear axle by chain.

The third French team chose a Sizaire-Naudin for their car. A much smaller car than the rest of the competitors, it was a two-seater powered by a 1-cylinder engine. The car had an independent front suspension and combined with the 15 hp engine won a number of early races.

The Italian team chose a Zust for their car. The Zust Model 1908 had a 7,432cc 4-cyclinder engine, 4-speed transmission, and had a top speed of 60 mph.

The US team drove a Thomas Flyer Model 35. It had a 4-cyclinder engine, 4-speed transmission, weighed 5,000 pounds, and had a top speed of 60 mph.

The Zust led at first, then the Thomas. These and the De Dion made the 116 miles to Hudson through snow drifts and stopped for the night. The Protos was at Poughkeepsie. Mishaps stopped the Motobloc at Peekskill. It never caught up and eventually dropped out of the race.

The Sizaire-Naudin dropped out of the race two hours after the start. The rear axle of the little car collapsed climbing Spitlock Hill and replacement parts didn't work.

The Thomas increased its lead in the mud of Iowa and it was at Carroll, Iowa, that the Motobloc finally quit the race.

At San Francisco, after repairs the Thomas Flyer was shipped by steamer to Seattle, then in a second steamer to Valdez, Alaska. There, snowdrifts as high as houses prevented it being driven off the dock, and it was shipped back to Seattle.

Back in Seattle, the US team learned that the race was to be resumed in Vladivostok; that the Zust and De Dion which followed them into San Francisco, were already enroute to Russia by way of Japan; that the Protos, which had been shipped by rail to Seattle from its last breakdown near Pocatello, Idaho, was being sent direct to Vladivostok. The US team chose to go by way of Japan. At this point, the Race Committee gave the Thomas Flyer a 15-day advantage for going to Alaska and penalized the Protos 15 days for not driving to San Francisco.

As all four cars reached Vladivostok, three of them after 350 tortuous miles across Japan, the Marquise de Dion, maker of the De Dion car withdrew it from the race. That left half of the original entrants in the race-Zust, Protos and the Thomas Flyer.

The Protos was the first car to cross the finish line, but its team was penalized 15 days for using railroad transport to meet a critical North American deadline (meeting the other surviving racers to catch a ship to Russia). That combined with the 15 day advantage given to the Thomas Flyer, brought the Protos in second.

The Thomas Flyer crossed the finish line on June 30th, 169 days and 13,341 miles from the start in New York. The Zust reached Paris on September 17th, and took third place.

In early 1910, the trophy for the New York to Paris race was awarded to the Thomas Flyer team in New York. It is over 6 feet high and weighs in excess of 1,600 pounds. The base is a combination of green Italian and pink French marble. There are medallions of German bronze depicting the coats of arms of the competing countries and the trophy is topped by an American eagle. It is now in the National Automobile Museum in Reno, Nevada with the Thomas Flyer, as restored by William Harrah. The Protos was restored by the Siemens family and is in the Deutsches Museum in Munich. The Zust is on Vancouver Island as part of a collection assembled by Buck Rogers. Therefore, the only finishers of the longest automobile race ever sanctioned all still exist.

In 1988, as part of the Great American Race from Disneyland to Boston, the Thomas Flyer was put on the road again. Ginni and Newt Withers were entering the record holding car in the cross country event sponsored by Interstate Batteries. In preparation, the engine was rebuilt and Egge Machine was commissioned to cast new pistons for the car. The 5+ inch pistons were some of the largest ever cast by Egge up to that time.

April 14 - July 11, 2011: A Race combining the future with the past. Plans are now being made for World Race 2011 to commemorate the 1908 epic, and make history of its own! With a start in New York City, participants will circle the globe with their automobiles to the finish line in Paris. For the unfolding story visit: 2011 World Race Blog

Free Shipping to Military Addresses


In an effort to show our appreciation to the men and women in the armed forces, Egge Machine and Speed Shop is proud to announce it’s new policy of free ground shipping to all active U.S. Military persons whose address is in the 48 contiguous states.

Also, if you are building a vehicle for someone currently serving our country, we want to hear from you! Give us a call, describe your project and we may be able to help in some way. Call your Egge engine parts specialist at 800-866-3443.

Hot Rod Deluxe Rear Main Seals
September 2009

Click HERE to download the article from the September 2009 issue of Hot Rod Deluxe on installing new Rear Main Seals in older motors by Pat Ganahl

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Street Thunder's Y-Not Y-Block Build
July/August 2009

Mark Simpson tells the build story of a classic Ford mill. History of Ford vintage engines, details on the differences of the Y-Block features. Download the PDF of the article here or visit www.StreetMachineClub.com.

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The Alternative to the '32

Article provided by Paisano Publications, LLC and Rebel Rodz Magazine.

Gary Macks 25 Ford

Gary Mack of Laguna Niguel, CA had an Egge Sticker on his firewall when they shot his car for a Rebel Rodz August 2009 feature. 

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Consider Time Over Mileage
Spring 2009

Summer is almost here -- Time to pull the old car out after a long winter's nap and go touring! But wait, before you fire the 'ole girl' up and take her for the first spin of the new summer, one question - When's the last time you changed  your engine oil? Did you know the average vintage car or truck typically travels fewer than 1,500 miles per year. And, considering the most common school of thought for engine oil, which is 'change it every 3,000 miles' -- You should be okay, right? We think not.

When considering the life span for engine oil in older vehicles, we suggest you use time in the crankcase and not mileage to determine when an oil change is necessary. Oil in a vintage engine that sits idle over the winter can break down from the residual gas, dirt, and other contaminants generated from running. Regardless of number of over the road miles, engine oil should be changed between six and twelve months. Several quarts of oil and a new filter are certainly less expensive than a premature engine failure caused by oil that's lost its lubricity.  ENJOY THE DRIVE!

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Low Oil Pressure and a Few Likely Suspects
Spring 2009

Proper oil pressure is necessary for your engine to function efficiently. Remember, oil is the lifeblood of your engine. If you've noticed a drop in oil pressure i.e., oil pressure gauge (needle) hovering lower than usual or a red flickering light on the dashboard, you should inspect your engine and immediately begin troubleshooting to source the problem. Below are a few of the 'likely suspects' to look for to help you combat this common problem.

Oil pump pickup screen - Look for any dirt or debris clogging the screen and/or blocking oil flow to the pickup tube. This is usually the main cause of a sudden drop in oil pressure and (also) a simple repair you can do at home. After inspecting the screen, check the pickup tube to ensure it is positioned correctly to enhance oil flow.

Oil pump - Perform a full inspection of the oil pump. Open the pump cover to check for excessive clearance between the gears, scoring in the housing, broken teeth on one or both of the gears or the housing having any cracks in it. If the oil pump is showing noticeable wear of the gears, you can purchase a new or newly re-manufactured oil pump from Egge. Pump rebuild kits are also available for some applications if you are a true do-it-yourselfer.

Bearing clearance -- OK -- So you've replaced/rebuilt the oil pump, cleaned the pickup screen, and repositioned the pickup tube and there's (still) little or no improvement in oil pressure -- now what? The next phase is to inspect your rod, main, and cam bearings. Excessively worn bearings can (also) cause a drop in oil pressure. Check the clearances of the bearings and crankshaft/camshaft journals for wear. If the crankshaft journals are out of tolerance, the crank will need to be reground and fitted with new undersized bearings. Tighter bearing tolerances will improve oil pressure ratings.

Remember - These are just a few of the likely causes for low engine oil pressure. Also - we suggest you call Egge or consult your local automotive machine shop if you're having these kinds of challenges.

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Modern Gaskets for Vintage Engines
January 2009

Looking for tips to update those leaky gaskets on your nostalgic engine? Check out this article from Custom Classic Trucks Magazine.

Download PDF of the Article

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Egge Shop Tour
February 2009

John Gilbert from Custom Classic Trucks Magazine came over for a Shop Tour

Download a PDF of this Article

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