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fv102

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About fv102

  • Birthday 01/01/1

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  1. Check the propshaft UJ's and splines first. Followed by loose drive flanges on the gearbox and axles. Also the handbrake drum isn't loose. All easy fixes before diagnosing and removing a gearbox. D
  2. During initial testing in the desert the test drivers experienced extremely poor visibility in the sandy environment hence the change of angle of the front cab area to try and maintain a lost obstructed forward view. Also in the desert they experienced regular failures in respect of the track idlers, these were fixed to a tubular axle that would bend with regular monotony hence the relocation and redesign. The REME became extremely adept at removing the whole axle and straightening the tube in the field. Eventually there were four FV420's on test in the Desert'. D
  3. The FV421 photos are those of a colleague which he gave me the opportunity to scan for posterity. I can see the confusion in that my colleague was 3RTR but there were issues with transport to his parent unit, by some quirk of fate become entangled with 6RTR and he became assigned to them on a temporary basis, his memory was rather grey on this point. This would be late 56 into 57. There were at least three possibly four FV421 all with different transmission configurations. They would leave camp first thing every morning heading into the desert following one of two prescribed routes carrying 24hrs rations with the aim of returning latter the same day. If a breakdown occurred (of which there were fair few) the REME would go out on these routes until the broken vehicle was discovered. D
  4. Hopefully this will satisfy the appetite of those wishing to see a FV421 on trials in Libya, I believe with 3RTR. D
  5. There is a more complete example in the reserve collection at Bovington, last time it was seen it was in the VCC. Around this time several of the FV421 logistic carriers were being trialled in Libya, these are perhaps a closer relation to the FV430's. D
  6. I think that should read BESCI 49, IE Belgian Scimitar hull 49. Interesting in that it confirms that the hulls do not run in concurrent numbers or mine is an odd out! My Scimitar is 65223 but has a hull number SCI 84, (Note the missing BE) There is unconfirmed rumour that some of the first hulls were manufactured by Alvis and shipped for final assembly in Belgium which may suggest why BE is missing. Judging by the internal condition it is more than likely that your vehicle is an Op Restore Hope vehicle used in Somalia, I've looked through my collection of pictures and unfortunatly I can't find one of 192. Very unusual to see the uprated prop shaft in a Belgian CVR-t!! D
  7. With that sort of voltage it would suggest the regulator isn't working at all. Also be surprised if it's not giving bulbs a good workout!! D
  8. Anthony, What is needed appears to be a MIL-C-5015 connector, possibly a size 14S or 18. The issue you have is that the plug required needs to be in an alternate position as the polarising boss is usually perpendicular to the top two sockets A and D but in your case the boss has been rotated round. (Without knowing which socket the polarising boss is closest to it isn't possible to work out which alternate position this is.) Incidentally the individual pins are tested at 13amps. You can try both Farnell and RS as they both hold a stock of these. D
  9. Lucas M45G 12volt Solenoid easily found on Amazon and Ebay. D
  10. Looks vaguely like a Lucas M45G, need to remove the starter and wire brush both the starter and solenoid, the numbers/descriptor should be on the casing. D
  11. Under the drivers floor, just in front of steering tillers. Could be a mechanical switch utilising the brake pedal or a hydraulic one screwed into the side of the master cylinder pipework. Following the two wires that run down the sidewall adjacent to the the drivers left knee. D
  12. Paul, Check the floor controls for the GUE, there is a microswitch down there, this is a favorite for not allowing the GUE to start. D
  13. Indeed a very involved process including removing both side covers and splitting the gearbox in half. A bit like a puzzle box with a number of traps for the unwary. The side covers also have to come off in a very precise way. D
  14. Late to the party as usual. Appears to be generator of top of a IVB Meteor. Judging by the plug on the back. D
  15. Highly unlikely to be the rev limiting fuse, this prevents the engine going above 4750. If they are faulty they either just don't work or will cause the engine to mess around poping and banging below the magical 4750. As Richard points out the raise to 4000rpm suggests the throttle spindle is in such a position that the fuel is being sucked into the engine. From memory usually if the cold start device is on the engine will attempt to flood it'self unless the throttle butterflies are open. If the throttle return spring is in position then it is possible the throttle spindle is stuck open or not fully returning to the closed position. The accelerater pumps only increase fuel for a very short period of time and require operation of the throttle for them to operate as they are connected directly to the throttle spindle. Not unusal for both the jets to be slightly different. D
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