The Specialmatic lathe was developed in the late 50’s and early 60’s, as an alternative to the early numerical control machines on the market. It eliminated the need for formal programming and the punched tapes necessary to run a machine. Instead, the Specialmatic lathe was equipped with a sophisticated (for the time) electro-hydraulic feedback system for each of its three axes. Control of these three axes was done thru the front mounted operators panel using a series of “Positioning Dials” for each slide axis. A competent operator could basically program the machine using these dials to set feed rates and slide endpoints. No external tapes (or programming personnel) were necessary. The machine was capable of repeating slide motions within .0005″ once the final endpoints had been determined. A separate “Program Wheel” was used to set up the sequence of commands necessary for an automatic cycle, using metal “keys” inserted in the appropriate slots. The machine “read” the prepunched holes in these keys and initiated the command to the particular positioning dial.

The Specialmatic lathe was basically a J&L ATL (Automatic Turret Lathe) that had been enhanced with the necessary items to make it easier to operate, setup, and run. The slides could be programmed to allow for quicker movements between positioning and actual metal cutting, thereby increasing productivity. Setup time was reduced compared to a standard lathe, which allowed the customer more flexibility. No special tooling was needed, the machine used standard off-the-shelf  tools.

The lathe was equipped with two slides, one with a hex turret for end work (called the saddle), and a narrow cross slide with one or two square turrets (front and back). The saddle had one axis, and rode on the bed rails toward and away from the spindle. The cross slide was equipped with two axes, to allow both facing and plunging cuts and turning type cuts. So basically it was a three-axes machine.

As with any of the J&L lathes, an optional barfeed unit was available for those customers who machined their parts from barstock. In this instance, the hex end turret would be equipped with a combination stock stop and cutoff / catch fixture.

I’m not sure how many of these machines were built; the initial development involved an outside firm by the name of Specialties, Inc. based on Long Island, New York. The first prototype machines were shipped to them for fitting, and J&L personnel assisted with the hydraulic and electrical systems deemed necessary for the job. All subsequent machines were built here in Springfield. As numerical control technology evolved, these machines became obsolete.

The machine tool business gets a great deal of its revenue from the automotive sector, and after the Arab oil embargo the folks in Detroit started developing smaller and more fuel efficient cars. But it takes several years of “behind the scenes” work before these cars are even ready for the road tests that must be done prior to public release. The next generation of automobiles were going to be smaller, with a front engine / front wheel drive design. General Motors dubbed their product the “X-Body”, basically the Chevrolet Citation size cars. J&L would receive their biggest machine tool order ever from New Departure, a division of General Motors, for specially designed lathes to machine the front wheel drive spindles and hubs (basically the wheel bearings). In the end there were well over 100 machines, most with custom designed automatic load and unload mechanisms and blue steel conveyors. The man at New Departure, a Mr. Ziegler, insisted that the machines be under 60″ tall, as many of the operators would be women, and a small machine would be less intimidating to them. Most of the machines would be shipped to the New Departure plant in Sandusky, Ohio.

The Chevrolet Citation was introduced to the public in April of 1979 as a “1980” model. It was GMs first mass produced small front wheel drive car, and because of the rush-to-market philosophy at the time, suffered many quality issues (Chrysler had similar problems with their “K-Car”). J&L had been quoting machines for this project since the mid-70’s, and had gone thru many requotes because the technical specs were always changing. I’m not sure of the dates, but engineering must have started sometime in ’75 or ’76. As I said, it was a huge project, and I remember spending quite a few nights doing design layout work. This was back when all the design work was pencil and paper (and eraser!!). We got to know the night janitors quite well.

Once the machines were built and debugged, they were shipped out to Sandusky. Because of the large scope of the project, we had several full time mechanics in place in Ohio, along with engineering support. Many of us in engineering were blessed with a revolving assignment to go out and “put in an appearance” at the New Departure facility (my boss called us “cannon fodder”). Just walk around with the J&L shop coat on so the customer was satisfied we were supporting them. It was interesting at first, but the days were long. And there were always little friction points with their union help.

In addition to our own in-house sales force, J&L had several sales branches located thru out the country (and overseas as well). The salesman who was responsible for the Ohio territory really hit a gold mine with this order. I don’t know what his paycheck was for this project, but J&L revamped their commission sales formula after this job……….I do remember he frequently dined with us out there, and picked up our dinner tabs.

One of the more unusual items to appear in the retail U.S. marketplace in the 70’s was the Pet Rock. It was conceived by a Gary Dahl after listening to his friends complain about the care and feeding requirements of their pets. His thought was, why not have a pet that does not require all that attention? His solution to this problem was to design a small cardboard box, line it with straw, and place a rock inside. “Air holes” were added to the box so the “pet” could breath. The rocks were of various sizes and colors, just like real pets. Improbable as it sounds, this idea took off with a vengeance. Although the current website shows a lot of these rocks with “faces”, I believe the original was just a plain stone. The owners could add these features if they wanted to.

It was the Holiday Season of 1975, and we of course had a few extra days off. After returning to work, word got around that someone in the R & D department had received a Pet Rock for Christmas. Those of us familiar with these folks just had to go down and see for ourselves this New Gift. Everyone was duly impressed, and congratulated the new owner. This owner decided to keep his Pet Rock at work, which led to a (comical) situation. The first thing that happened was the Pet Rock disappeared; after a couple of days there appeared a “ransom note”, classically done with cut up words glued to a piece of paper, but basically saying if the owner wanted to see his pet “alive” again, he had better come up with the demands outlined. I cannot remember the exact details, but after a few back-and-forth notes were written, and the ransom was paid, the Pet Rock was returned. I don’t think there was a monetary amount involved, maybe some cookies or things of that nature. Just one of those incidents that kept everyone in good humor.

Working in a machine shop takes some getting used to. I  remember my first “tour” of the old Fellows plant, back when I was in college. Down in the “bowels” of the building it was dark, dirty and noisy, with forklift trucks moving around everywhere. Until you are in this environment for a while, it can be pretty intimidating. So it was a similar situation at J&L, although somewhat brighter because of the roof design (with sawtooth windows). A lot of the veteran mechanics had missing fingers from mishaps. The business is dangerous, and you must keep alert anywhere around the machinery. Although I knew the basics of machining, I never considered myself a machinist; I left that up to more qualified people. The same with the assembly department; I can handle a wrench if necessary, but, again, except for my stint during the 1970 strike, “it ain’t my bag”. My job was in the design of the machinery, which I loved. Even though I used up a lot of eraser sometimes, the end results usually came out OK. Most of the time a new design on paper has to be “fine tuned” when finally built. Very few time does it end up being built without some sort of modification. It’s just the way it is, and the designer shouldn’t take it personally (even though it’s human nature to).