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Showing content with the highest reputation since 08/20/2018 in all areas

  1. 1 point
    Has anyone else seen this? https://www.gov.uk/government/consultations/e10-petrol-consumer-protection-and-fuel-pump-labelling From the FBHVC: "Dear Enthusiast, The Department of Transport has issued a consultation document on the subject of introducing higher levels of ethanol in petrol. Many older vehicles are likely to suffer damage and possibly dangerous fuel leaks if the E10 grade of petrol is used without modification to their fuel systems. For the purposes of this consultation the Government is focussing on vehicles more than 25 years old. Whilst wishing to introduce the higher ethanol level E10 grade of fuel, the Government are guaranteeing a 'protection grade' of petrol at the E5 grade that is equivalent to the currently available 95 RON petrol. However this guarantee will only last until 2020 when further consultation will take place. It is likely that on the introduction of E10 at the 95 RON level, the currently available 'Super' grades with an octane level of 97 RON or higher, will cease to be available. The Federation has designed a survey on petrol useage in older vehicles which will provide valuable evidence in the consultation response. Please complete the survey and help the Federation preserve our right to use 'Yesterday's Vehicles on Tomorrow's Roads'. The survey can be accessed by clicking this link. Ethanol Survey. If you wish to read the consultation document it can be found by following this link Department for Transport consultation. Please encourage your friends and fellow enthusiasts to complete the survey, just forward this email and they will be able to follow the survey link. The survey will close on 31 August 2018 in order to collate the results for the Federation's response to the consultation. A copy of the response will be made available on the Federation's website. Thank you for supporting the Federation of British Historic Vehicle Clubs and helping to keep historic vehicles on the road. Paul Chasney Director - Research" The survey is here: https://paulc1.typeform.com/to/Bt7HKS Andy
  2. 1 point
    Realise I haven’t posted for a bit. So a quick update.... Trial fitting of cab Refurbing the radiator Making loads of bits Bonnet repair hinge Hoop sticks Trying to work out how to make sharp radius bends and tilt brackets (see photo below). I don’t suppose that anyone has any spare of these (I believe they are the same on morris’s) Repairing front panel more work on the engine Also making the drivers adjustable seat, the one on the left I borrowed from Pete Marshall as a pattern Still looking for the pumps and filters
  3. 1 point
    Yes and yes, but it can be done, Avgas duty is £0.377pl while petrol/diesel is £0.5795pl. Avgas is specially formulated for long stroke high altitude slow revving aero engines and can cause problems with starting and low speed running in automotive use.
  4. 0 points
    Dear All, I have some tales of woe regarding the Meteor M120 engine fitted to the Conqueror ARV. I had concluded that the plugs were fouling with oil due to failure of the inlet valve oil seals which I have discussed in an earlier post. A problem has been to hold the inlet valve closed whilst the springs are compressed. Help from the Forum has been invaluable. It was decided to take the engine out of the hull for reasons of improved engineering hygiene. Once the special tool was made, changing the inlet valve oil seals was straight forward although I am not convinced that they were the problem going by their condition and position. The top of the valve stem only had about 4 thou wobble. The first big problem was that the camshaft was very badly pitted on some of its rubbing surfaces on the cams. This had taken out 17 rockers/ followers. The valve clearances had opened up to 35 thou. Not too much of a problem. I bought two new camshafts and the rockers came from a scrap MkIVB engine. Then I touched one of the cylinder head /block studs. It was loose! Worse still the stud was sheared. Apparently this is a common problem with the Merlins and Meteors. Ok so I needed to lift of the cylinder head block assy. To do this I made an engine turning frame and special lifting tool to lift the block dead square and vertical. I have made a special tool to drill out the sheared stud accurately. So some problems but still manageable. Then I felt the big end bearings. Unfortunately there was 10 thou in and down movement in the big ends and the mains have problems as well. Fortunately the crank looks OK. There does not appear to be any white metal on the shells! The pistons and liners are great as well. Another problem was that the sump was full of a horrible gelatinous gulutinous muck. This was despite having changed the oil some time ago. I started with the simple job of valve oils seals but now have the engine completely in bits! However, we could not keep running the engine with these known faults as it would certainly have led toa total failure in due course. I wonder whether when the oil sump got contaminated with E5 petrol, that allowed the white metal bearings on the crank to be attacked by the ethanol. SOME LESSONS & TIPS FOR CONQ / CENT The oil sumps needs to come out and be cleaned in case it is full of sludge. In service I expect that they would fit a new engine without cleaning the sump. This would only be done at base overhaul. If you take charge of a meteor, take off the rocker covers and check the condition of the cam shaft. It is the first component to start rusting and the consequences are serious. Check that the corner studs are not sheared. Just check the nuts are secure. Unfortunately the Conq is not fitted with an oil pressure gauge. If it had one, surely it would have revealed that all was not well with the bottom end. The good news is that I am confident that I can get the engine back into good condition. It will just be a little bit more involved than I thought! John
  5. 0 points
    So everything cleaned up and ready for fitting the shoes. The factory manual as is the way with most British workshop manuals of the period is fairly vague on detail unlike the North American productions that break every task down into its simplest form. one thing the Leyland manual did stress was that the pull off springs must be located behind the shoes and NOT in front to prevent the shoes tipping forward on the pivots and making proper adjustment impossible….. All very sensible but an absolute B###er to try to fit unless you are blest with at least three pairs of hands. The manual says helpful things like “leave the hangers off the pivots and attach the springs to the top hanger then attach the bottom” then and leaver the hangers into position on the pivots. A couple of helpful photos from the manual, looks so easy, look he’s even doing it at arm’s length !! In common with a lot of larger trucks the Leyland brake hanger and shoe has a cut out in the face to hook a wire through onto the spring and by using a leaver on top of the shoe the tension can be taken off the spring but you still need three pairs of hands or a fitters mate as the springs are fitted from the rear of the shoes. I work alone as I suspect most of us do and the hangers are heavy, the room behind the hub is limited, and the pull off springs are very strong with very tight bends on the hooks so after I’d used up my fairly extensive vocabulary of swear words and then invented a few more for good measure I decided I would try something else. There were two options one, take the hubs off to give more room, didn’t want to do that as the bearings were greased and set or two, find a way of taking the strain off of the the springs while I had two hands free to encourage the end of the spring into the very small hole from the back of the hanger enter the faithful workshop crane a couple of lengths of 14 gauge wire and a torch. so the crane dose it all with no sweat and a couple of mm at time if required Job done in 2 minutes with no bad language one thing I would say when working with springs it's best to use eye protection, if they do decide to let go even a jeep return spring could do a lot of damage. Pete
  6. 0 points
    Started looking at the tillers tonight. I have a pair which I have already repaired but they are the later reinforced type. I could use these as when the early type were damaged they would have been replaced with the later type. I do have an early type tiller as a pattern. I have a pair of mounting brackets on the floor I got off Alastair to repair or for patterns. Peter.
  7. 0 points
    In 1944 they made these kind of cast iron plaques for the liberation of maastricht, that were offered to allied soldiers it seems.
  8. 0 points
    Looking great, crewed both Scorpion and Sabre in Army
  9. 0 points
    I was writing this as RIchard posted - so you can add the relevant bits and ignore the rest! For the entire time this vehicle was with 38 Engr Regt (pronounced "three eight" for RE numbers) it would have been based in Claro Barracks, Ripon. Throughout those years various squadrons of the regiment deployed individually and quite widely: Aden, as you say, Borneo, Anguilla, Belize, Oman, Northern Ireland... But, generally, RHQ seems to have remained at Ripon with the remainder of the regiment (the support squadron and the other three field squadrons, plus the REME workshop). The regimental REME workshop would have remained with the bulk of the regiment - so probably in Ripon throughout, but squadrons would have received a share of REME support for their deployments a Light Aid Detachment - whether some, none or all of these included a Leyland recovery vehicle, I cannot say - but there is a reasonable likelihood particularly for the more demanding overseas deployments. As a previous poster has said, for the majority of this time the colour scheme would have been DBG with REME arm of service (AOS) signs front and rear (horizontally divided blue/yellow/red square with a white line at top and a white number on the background - possibly 168 or 169) and the formation sign of which the regiment was part. 39, at Waterbeach was part of 12 Engr Bde, (so was 38, it seems from the description supplied by Richard) but I am not sure what 38 was part of for most of that time. From the middle seventies DBG was being replaced with "NATO" green and black and it is likely that this would have resulted in the Leyland also being outshopped in this livery at that time. Formation and AOS signs were then removed and replaced with simple 2" high white letters, such as "2/16" (16 was the number used for engr vehicles and this would be preceded by the number allocated to the formation whatever that was for 38 Engr Regt.) These were on the offside front of the vehicle and the rear. Union Jacks were not used on UK-based vehicles unless they had a direct NATO deployment role such as with AMF(L). The bridging circle was no longer yellow but a light grey. Certainly 38 Engineer Regiment's squadrons had large squadron markings on the doors (48 Sqn, for example was a large blue shield with a gold edge and a gold beaver in the middle). These remained until the DBG scheme went (for 48 this was early-mid 77 on return from NI). So, it is possible that the wksp also followed suit, most likely this would have been large REME badges on the cab doors. But, you now need someone who served at Ripon during that period. 1068
  10. 0 points
    About 4 minutes in, the casting that is being made is the main body of the telescope... Also stills/production figures of the number produced at the end
  11. 0 points
    Today's mini-update: Some cab mounts! Mostly! Kinda! The rear mount is a pair of universal engine/gearbox mounts on a plate that bolts to the original cab mount. The upper part of that mount is where it all fell to pieces a bit. Apparently I wasn't quite accurate enough in my measurements, because it... didn't really fit. Those holes are meant to line up with the studs in the top of the mounts, and the upright flange was intended to then weld to the box section to spread the load a little bit. It does go on backwards just fine, though, so I'll do some trimming -- remove that upright -- and go from there. Not a great deal of progress today, but the cab is now sat on a mount rather than perching on some box section across the chassis. I also went out to my local engineering supplier and picked up some bolts for reattaching the door hinges to the door, so that I'm prepared for when the driver's door is ready to go back on, seeing as it's about 75% complete. Really would like to be making progress faster than this, especially with the looming workshop move (3 months, apparently! AAAA!), but work seems intent on running me into the ground as hard as possible every week... 😆 Currently looking into options for renting a small-ish industrial unit, perhaps. We'll see how things go on that front.
  12. 0 points
    More information here:- http://www.rjmilitaria.com/catalog/index.php?main_page=product_info&products_id=1554 The Australian War Museum holds copies of the manual:- https://www.awm.gov.au/index.php/collection/LIB28775
  13. 0 points
    August 20th Going to Croft, I lost a tail light bulb. Unlike the Hotchkiss Jeep where the housing takes standard bulbs, the GPW has wartime sealed units where the bulb is part of the housing. The bulbs are fitted and soldered in place from inside the housing before the front and lens are crimped on. I decided to replace the bulbs with LED's but wanted to use the original housing. The first step was to open up the fingers holding the front cover and lens in place. The broken bulb was unsoldered next. While I was pulling one to bits, I decided I might as well do the pair. Both of them were covered in surface rust inside the housings, so the first job was to get in there with a rotary wire brush and get all the rust off. The new LED was soft soldered into the housing next, and the bare metal was then painted silver inside to give it some degree of protection. The front cover of the lamp housings were also covered in surface rust and took some time to clean up and paint.
  14. 0 points
    I had a nice weekend making up more bits. This time, the shovel and pick brackets. I am fortunate to have the original Dennis works drawing for these but it appears that they are a Govenment standard so the Thorny will have the same type. First challenge was to find some suitable timber. Fortunately, I had a pice of school woodwork bench in stock which is Beech and hard as hell! I manually planed this to shape. The second one was cut from a piece of Herbert Machine Tools workbench which I also had in stock as being too nice to scrap. I did have to dodge the bolt holes, however. I had nothing in stock for the last one so I laminated it and then cut it to size. I did the chamfers with Grandfather's spoke shave which he used to build frigates at Charles Hill's Shipyard during the second war. I do love using his tools. Then onto the steelwork which I bent using the press. It was bright steel strip so I had to anneal it frst to prevent it from cracking. The shovel handle bracket was a bit tricky. It is supposed to be riveted together but I couldn't see how I could get a snap in there or bend it afterwards so I bottled and used my favourite silver solder. The rivets are supposed to be countersunk so the bracket looks no different from the drawing Complete and ready for the paintshop. Headboard and rear lamp bracket next. Steve
  15. 0 points
    Is that the one from Turbo Venture in Newcastle?
  16. 0 points
    Keep up the good work, Guy! It's not much, but I stumbled upon this IWM picture last night. IWM B 14960 source: https://www.iwm.org.uk/collections/item/object/205196110 Alex
  17. 0 points
    ex Alpha Recovery truck retired since 1998 not done a lot since..
  18. 0 points
    Needless to say the whole operation was over-hyped by the press prior to the move which used two 8 row bogies, smaller girders than those shown and a pair of MAN 8x4 tractors not the Trojans as suggested. Saddest part of the story is that we seem to be incapable of building a similar transformer in the UK rather than having to buy from Korea.
  19. 0 points
    She roars again, and roars well! The quick spool turbo whistles in at 1100rpm. Rather than the tiny whine at 2200 of the miniature Garret. Mall pipe work done and fine and dandy. The very rare direct drive Turner 5 with over drive was a breeze to fit. 60 mph, no problemo! And what was a 0-50 I. 72 seconds (with trailer on flat) now takes just over 46 seconds! happy dappy miles of smiles
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  21. 0 points
    There is also the Odyessey range. I have one those and abused it for several years, still goes.
  22. 0 points
    I have an Optima battery on my old diesel Opel Kadett, it was fitted by previous owner, so no idea of its age, I've owned the car for over 7 years, so battery must be at least 10 years old, the car lives outside, often left for weeks and the Optima still keeps its charge, even in frosty winter conditions it always starts the diesel, ..also had an Optima on a Bedford TK 330 Diesel, surprising for a small battery the Optima always started it
  23. 0 points
    Put her back in the shed for the night and then tensioned up the tracks.
  24. 0 points
    Hi Lizzie Great to see the Tripoli badge/logo again after all this time! I used to have several of these lying around but they have now all disappeared. Perhaps I should start by explaining our role in the RAPC at the District Pay Office. Prinn Barracks,Tripoli and my small part in this. The Office was formed to take care of Pay and Allowances of the British Army serving in the Middle East making sure that all received their proper entitlements . I think there were around 30 Other Ranks working there and these were mainly Nat. Service conscripts with approx 6 Regulars. We had an Office Commanding (lt.Col Skeates).a Major (Griffiths), W O 1 (Offord) and a couple of Sergeants.. My job was that of a Postman which involved collection and delivery of mail around the Tripoli area and despatch of mail to various bases around the Middle East. I had the use of a civilian driver along with use of transport, usually a Land Rover,Standard Vanguard Car, Wilys Jeep, Austin Champ or whatever small transport was available. That completes my knowledge of Military vehicles so any enthusiasts can stop reading now! The Barracks at Prinn were pretty basic and perhaps typical of British Barracks generally. I think they were built by the Italians at the time when it was an Italian Colony. There were some married quarters for Regulars on the base and we had a Food Hall, Naafi, a Tailor and Hairdresser along with a large Dhobi Tent . There was a transport Unit based there (do not remember Unit) along with a Military Police Unit. So there were always all types of vehicles around.. The camp certainly bore no resemblance to the nearby American Air Force Base at Wheelus Field which was like another world in comparison! My memories of the area have become a little hazy as it is about 60 years since I was there but I'll let you know what I can recall of the various barracks. Almost daily I had to collect mail from the RAF base at Idris Airport which at the time was the only Airport serving Tripoli for military and civilian flights. On the way back towards Tripoli centre we would pass on the left the large British Military Hospital which was operated by QARANC's . Approx 2/3 miles before Tripoli Centre we would take a right towards Prinn Barracks (I do not know the name of this road). On the left hand side of this road we would pass what I believe was the REME workshops and after this. again on the left came the Military Corrective Establishment (M,C,E) which was quite a large Camp. Eventually coming to Prinn barracks on the right hand side set back. The MCE was run by the "Redcaps" and was a scary place to visit and I was always glad that I was only a visitor and not an inmate! Some years later I saw a film called "The Hill" which starred Sean Connery and I' m sure the film was based on this MCE. You will know how hot it could be in Libya and I felt for the inmates as they were marched everywhere "on the double" usually carrying buckets of water for no apparent reason.. More to come in due course. I will post some photos when i have sorted out how to do this on the website!. regards roy
  25. 0 points
    An intro from Clive; Obviously Early Part Numbers, predates the NATO one but they are stand alone articles, with a little bit of revision, but they took a while to compile and I would like to share with others......... NATOparts.pdf EarlyArmyPartnos.pdf