I can't really add any more to my previous post and what others have said, but can confirm again, from my records, your serial number and photos it is a Mayfair 68-69 Deluxe 2 Model 559 (Victacode V76), it does have the correct chassis base and a G2 Carburettor.The catcher is listed as a model 15 and is plastic.
Although, I would be interested to know where the white extension cable goes? I'm not familiar with this model, but it looks like a cut out switch lead (for magneto earthing), others may wish to comment on this.
This was Victa's first governed 2-stroke, and I guess it was more complex - and expensive to make and assemble - than need have been...
It is as though Victa knew this. The remote wire and cut-out (linked to throttle) required more parts and longer assembly time. The metal flag gov vane may have been less responsive (but I have no info there).
What is true, is that the next year (and decade) ushered in the G3 carby, a much loved,compact and reliable design (when set to specification).
More plastics were used, the now plastic gov vane was adjustable, (not by a spring but a clever rotary tooth gear) and cut-out was brought onboard the carby itself.
looking at Victa publications, it is as though Victa wanted the G2 to disappear... A bit like the Predicta from the previous decade ...
I'm sure the experts will have an opinion on the quick change - from G2 to G3...
One problem with the G2 carby was the lack of adequate sealing of the butterfly spindle in contaminated air conditions.
The G2 Carby doesn't have both sides of the butterfly spindle sealed off to the outside contaminated air.
The G3 superseded this design flaw by sealing off both ends of the butterfly spindle (the G2 only had one end sealed)
The red circle shows the spindle plug for the updated G3 carby in the image below.
The G3 patent was lodged on the 31st of March 1970 so the G2 was used for more than 12 months.
I would say the throttle control was improved with the G3 carby looking at the two different designs.
Not sure why there was scant reference to the G2 carby in the 68/69 manual.
Every mower I've had that should have a G2 was retrofitted with the G3 so I can't report on other bad characteristics other than the ones I have mentioned.
A few Inventors names listed on the below patents.
There are a few asked questions to cover here, so I'll address them in posted order.
WCE, as has been said, the fitted carby on your Mayfair is indeed a rare G2 [well spotted, MarkN], and the spare is a complete G3 assembly [carby, cable and throttle control]. The non-serviceable air filter unit was a short-lived Victa idea of that time, and was usually replaced by the serviceable AF07381A short filter unit when a machine came in for service. The non-serviceable unit was a PITA, as there was no simple way of checking the element condition. The only external difference in the housings, is that the AF07381A has a tab on the cap, making it easy to pop off.
MarkN, the white cable is indeed the cutout switch lead. These G2 models were the first series of 2-stroke Victas to have this feature. The lead runs from the magneto to the throttle control on the handle, within a plastic sleeve that also covers the throttle cable. At the top end, the cutout lead connects to a brass terminal strip riveted to the plastic filter housing, and the steel throttle lever performs the switch function.
CyberJack, maybe Victa just didn't think that the governed engine made that much difference, to the operator of the machine! And yes, the G2 was very short-lived; the 1969 season for sure, and maybe part/all of the 1970 one.
Maxwestern, the other major issue I recall seeing in G2's, was wear in the bore that the stem of the relatively heavy metal governor vane passes through. Once that was worn, the governor gears would slip a tooth or two, and throw out the governor adjustment.
It wasn't worth rebuilding a G2 with a worn body even back in the day; the swap to a new G3 and G3 throttle cable was cheaper and much easier. The stop switch lead just needed shortening a bit [allowing for a loose turn around the 'flag pole' to reduce flexing] , and crimping on a female spade terminal.
It's important to restore a G2 back to operating condition even if it's like keeping a British Leyland built car on the road, for historic purposes (and the challenge). NormK had been modifying his LM cut out switch to operate similar to the troublesome but interesting G2 setup.
Ahh, if only victa had kept producing the thumblatch catcher series, they would be in better shape today!
Yes MF, and I am very happy with the cut out switch wire up inside the snorkel, little bit time consuming but once set up works perfectly and never gives any problems, probably done 20 of them that way now and not one problem
Thanks Gadge for the G2 info. that makes sense that the governor flag spindle wears the bore then strips out the gears as I collected a couple of G2 carbies and both are very worn and the gears don't engage.
Many thank's for the great post's, the learning curve is heading North. MarkN Picture confirms the other expert comments, white wire inside the plastic sheath to throttle control. I'm warming to this machine and I think it may have had a kind life. The base is in great order and is one of only 2 or 3 mowers of any type and age that i have come across that has no mulched on grass cuttings under the base. I guess the real interest for me now is the purpose of the letter box slot in the base. Was there any issues with fuel vaporization in the carby known in the previous models ? as this slot faces directly at the carby or could it be the reason they mostly got changed to the G3 carbys as they didn't surcumbe to dust, sand, etc wearing out the spindle.
wce, the only possible function I can think of for the 'letter box slot' is that of a 'boost air' intake, to improve catching efficiency. It might also tend to reduce adhesion of clippings to the underside of the chassis.
Originally Posted by Mowerfreak
It's important to restore a G2 back to operating condition even if it's like keeping a British Leyland built car on the road, for historic purposes (and the challenge).
Err, well yeah maybe. The sticking point is finding a G2 body that doesn't have flogged out governor vane and butterfly shaft bores. Fully complete G2's aren't exactly thick on the ground, either.
While boring/rebushing is likely technically feasible, that'd require a very high skill level, and a decent machine shop setup.
Cheers, Gadge
"ODK Mods can explain it to you, but they can't understand it for you..."
"Crazy can be medicated, ignorance can be educated - but there is no cure for stupid..."
It's important to restore a G2 back to operating condition even if it's like keeping a British Leyland built car on the road, for historic purposes (and the challenge).
Err, well yeah maybe. The sticking point is finding a G2 body that doesn't have flogged out governor vane and butterfly shaft bores. Fully complete G2's aren't exactly thick on the ground, either.
While boring/rebushing is likely technically feasible, that'd require a very high skill level, and a decent machine shop setup.
There was good reason the G3 came out when it did and remained as long as it did. The plastic carby that became the G4 was probably already planned when the G3 came out.
Ahh, if only victa had kept producing the thumblatch catcher series, they would be in better shape today!
