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About Tamber

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  1. I'm looking forward to the door going back on, and getting glass into it. No idea when that'll be, but eventually. Grabbed a spare hour or so after work on Sunday to start trying to get that underside infill put in, and start getting the bottom part of the door back to the right profile. It's pretty close in one spot, but still a good amount of persuasion required to get it back to where it should be. That's my fault for leaving it stood up in the workshop, where it's taken a bit of a beating being near the welding supplies bench. Some truck-shuffling in the yard at work (bloody brand-new LF with dead batteries that's been there for 4 months has been moved!) has left some room on slightly drier and firmer ground in front of the RL, so I'm tempted to try shift it forward out of the lake so that I can get to do a bit on the brake lines. Starting to write up the list of things that need to happen before I can get sorta-functional brakes on at least one axle, even if I have to stick the old shoes back in for now, just so I have an idea of what I might need to sort out in what order. (Starting with seals, before I end up with fluid everywhere. ๐Ÿ˜) It remains to be seen whether or not something else gets shuffled into that space before I get there, though. ๐Ÿ˜ New ball-bearings and a shaft-seal for the compressor should be arriving Soonโ„ข, hopefully within the next few days; then I should be good for another crack at that. (At least the crankshaft can go back in...) I think I've also managed to source some piston rings, so I can replace the oil-control ring I broke; but we'll see how that goes when they get here.
  2. And, just so I've got something useful to bump this topic over, I have gotten some more progress on the driver's door. The infill/strengthener piece at the bottom of the door, in particular. It's being made out of two pieces, to begin with, since I didn't have a big enough single piece to do the whole lot in one go. I was catching a lot of flack for the tin-bashing, though; too noisy for some of my co-workers. ๐Ÿ˜ Probably could've repaired the original, but it's quite lacy in parts and I fancied giving a go to bashing one up myself. After all, that's mostly why I embarked on this project, and why I'm not adverse to re-visiting some parts and finishing them up better/differently once I've had more practise. Which I will be doing with part of the outer door skin repair patch, which I really should've made up in two parts rather than try to do it all in one. Live and learn. Hopefully, once I get this piece finished up and fitted, I can give the door innards a coat of paint, then refit the door to the truck rather than have it sitting around in the workshop; which will be a bit of a boost because parts will be going back on again. Goodness knows I need the boost...
  3. As might be evidenced by the lack of updates, this project has almost completely stalled for now. I'm still collecting parts, and trying to put things together, though. (Who woulda thunk that work moving to a bigger workshop would make it harder for me to haul the truck in from time to time?) Current little bit of progress to be made is that I've flexible brake hoses made up. They've been made with M12x1.0 ends on them, and I have matching union nuts for the hard-line, so I can at least get that one little step closer once it's no longer a swimming-pool underneath the truck.
  4. I've done a few other little bits and bats since the last update, mostly just putting wiring back together post-'fire' and connecting both beacons up so they now work on the switch. Oh, and some little brackets and whatnot so that can mount a second gauge (Well, so that I can put the air pressure gauge back where it belongs, and still have the tachometer.) along with a hazard switch; now the hazard lights work on a switch, rather than having to twist wires together. I still need to tweak the bracket for the indicator switch, because it doesn't fit where I first planned it, but that's not the end of the world. All the wiring will be tidied up when it's closer to being completed. The compressor's been broken down a bit further, and I've got a bearing separator on order so that I can pull the ball-bearings off the compressor crankshaft. The ball-bearings seemed okay at first, but I've noticed that one of the front ones was beginning to feel (and sound) a bit crunchy, so I'm going to replace all three. Somewhere, I have a notebook with all the measurements I've made. The bores are both in great shape, not tapered or ovalled; and... I'll have to go dig the notebook up to run through the numbers for the crankshaft, but the rods certainly don't feel loose on the crank after giving the crank journals a gentle polishing. I've also run through the various threads that needed cleaning up (Mostly 1/4UNF; the thread on the nose of the crank is 1/2" BSF, and I'll need to get a new castle nut for that, but I don't see that causing much bother; and the thread for the filler is 3/4" BSP which is handy since I have hydraulic blanks spare in that size. ) And I've also gotten a little bit more welding done, mostly just adding some support to the battery tray to stiffen things up. The air-tank carrier was also tacked in place, so that it can be welded fully at a later date. It's not much fun working in a yard that's slowly turning into a mud-pit, though. It's not the worst I've had to work in, but it's still distinctly less than pleasant when you're slopping and sliding around trying to move through the work area; it's too much like site-work at my day-job! Also, I keep catching myself on the legs of those metal screens all the time! :grr: It is amazingly frustrating, working out in the back of a car-park!
  5. Yup, barely gotten started on it yet; this is just the tear-down to find out how bad it is. I do enjoy my suffering. ๐Ÿ˜ I certainly don't think it's so far gone as to be irreparable. Certainly not by the standards of some members of this fine forum, who could probably rebuild it if all that was left was the broken filler cap! ๐Ÿ˜ The other rod is as bad as the first, no great surprises there. I also cracked open the Drawer of Excessive Precision* for my micrometers and did a quick bit of measuring. The rod journals seem to be within the realm of cleaning up sufficiently with a bit of polishing; the big end bearings having taken the brunt of the damage as expected, being white metal. The machinists precision G-clamps gave me some numbers (I'm majority metric, so bear with me! ๐Ÿ˜) : โ„–1 rod journal: 22.22mm, โ„–1 big end (vertical, i.e. in line with the rod): 22.5mm. Clearance of 0.28mm, or ~11thou. โ„–2 rod journal: 22.3mm, โ„–2 big end: 22.45mm. Clearance of ~0.15mm, or a midges under 6thou. Big ends are just a touch out of spec. I'll see what the crankshaft mics out to after I've polished the journals, I can live with it being a hair undersized so long as I can get the rods to match it. I still need to finish tearing the compressor down fully, measuring the bores and whatnot, but so far it looks otherwise to be pretty good. I'll just keep on keeping on, for now. (I also have a couple of weeks booked off work, in the hope that I can put some more time in on the Bedford; so naturally it's going to rain constantly until I run out of time, I'm sure~) (* Above the Drawer of Insufficient Precision, which houses all my hammers and other tools of "Fit, damn you")
  6. Teardown time! Not pretty, but cleaned up pretty easily and there's no scoring in the bores. The check-valves all seem to work quite nicely, and I cleaned out the passageways as best as I could. One of the bolts holding the inlet manifold down has a pretty gacked thread, so I've got a tap on order to chase the threads in the head just to make sure, and I'll get some new bolts on order. (1/4" UNF, so nothing particularly exotic.) I also had to break up the remains of the filler cap, since it seemed to have bonded itself into the threads and was stubbornly refusing to rotate. (I'd drilled two holes through it so that I could use circlip pliers to try unwind it. It bent the circlip pliers, then the edges of the holes started to break up.) Very careful -- almost surgical -- chipping with a thin chisel, and picks... A tap for chasing the threads in the filler cap is also on its way. (1" 14TPI, as best I can tell.) Salvaged the dipstick, though! Should be able to re-use that in the new filler cap, with any luck. The wash-out with petrol, and new oil, got rid of a good bit of water and oil that was lurking in the passageways, and the bulk of the grot on the inside of the case. That's what was left in the sump. Also lurking there is the remains of the filler plug. Sludge vs Industrial Jetwash: Jetwash wins. Concerningly, the little relief valve on the oil pump looked like it was stuck open. It's also picked up a few fragments of the plastic filler knob after my previous precision removal process, but it was already showing signs of problems even before then. The back-side of the other part to this relief valve had a much older-looking deposit built up on it, and it was wedged open. It's a pretty clever little mechanism, this oil pump. The shaft of the eccentric is the pump piston, and it's hollow -- with a little brass orifice in the end -- so that the pressurised oil squirts up it and is forced into the crankshaft; the pressure relief is a flat plate over a drilling, held down by two little screws with springs, such that once the pressure reaches its limit, it lifts the plate and squirts out. Nice piece of design and engineering. Unfortunately, a combination of that contaminated oil and a completely-bypassing oil pump has not done the crankshaft or con-rods any good. I ran out of time today to investigate further, but there is discolouration on the crank, and the big end of the โ„–1 rod is scored up pretty badly. I haven't removed the โ„–2 rod yet, but I expect it to be more of the same. I will investigate further tomorrow. For now, I'll remain optimistic.
  7. The compressor is currently on my workbench, having had the sump washed out with petrol to break up the sludge a bit more, and new oil put in it to circulate for a while to flush out any more lurking water/petrol/grot. I've also jet-washed the outsides to de-sludge the unit -- since it was spreading slime to everything it touched -- and will be aiming to do a bit more of a tear-down, in-depth inspection, and thorough cleaning over the weekend, if work doesn't get too crazy. It's amazing how much time it takes to get the compressor out of its hidey-hole!
  8. Went to change the oil in the compressor the other day, and was scratching my head over where the filler's supposed to be. It's very definitely meant to be right there, but it looks like it's met with an unfortunate end. And, on the note of unfortunate ends, the whole truck very nearly met one a couple of weeks back. I hooked up the battery as normal so that I could tinker some with the wiring (and make another attempt at getting the engine to fire, just to see if it's possible to limp it to the workshop & back.), I'd just gotten into the driver's seat and had my hand on the key when the oil pressure warning light started to glow dimly, getting brighter and brighter. "Well, that's weird", thinks I, then I start to hear crackling and the cab fills up with smoke. The cab is covered with a tarpaulin, so I'm at this point inside a big plastic bag with the smoke from burning wiring being blown in from the open passenger's door. It's amazing just how long it feels like it takes to undo a battery terminal while the truck's trying to set itself on fire! Anyway, it turns out that the flexible metal conduit from around the battery positive cable had scooted up at some point until it was just barely touching the ring terminal and it was grounding out on the chassis. It wasn't making a good enough contact to cause noticeable sparks when I connected the negative lead to the battery, but enough that the conduit got pretty hot! Once it cooled down enough to touch, I pulled it out and the battery cable inside the conduit was looking pretty ugly. Got lucky with that; the only damage was a length of battery cable, and some melted insulation on a couple of other wires nearby that I've mostly repaired. (Mostly! I keep forgetting to take my box of repair terminals with me.) That could've been much worse! ๐Ÿ˜ฒ Now for something more relaxing; this evening's tinkering with the new front brake cylinders. These are some new old-stock that I got off the bay of E, so I figured I'd best open them up and see what the innards looked like. The first one I popped open looked to be the oldest, going off the appearance of the box, and all the innards are covered in a sticky substance that may at once point have been a lubricant or preservative. There's also something funny about one of those cup seals... Well, it turns out that cup seal that looks funny is harbouring a hitchhiker! ๐Ÿ˜ฎ All the seals -- in both cylinders -- feel fantastic, they're like they're still brand new! (I'll still pay the seals shop a visit, though.) And now, the cylinder bore... This is the worst of the two, and the bulk of it is the slightly congealed sticky substance. There was some very slight discolouration of the bore in the middle where the seals would ride in use, but it disappeared after a quick brush through with the brake cylinder hone. There's no pitting or rust, so these have turned out fantastic. Also, I got some motivation back... It's no great leap, but hearing it spit and crackle has lifted my spirits. It aent'nt ded yet.
  9. Ticked another item off the list! That bracket I needed to modify, got modified; and, with some jiggery-pokery everything got shoved into place and hot-metal glued. Only stitch welded on this side, because I needed to leave room for the nuts to go on. (And it was tight even as it was; the flange on the nut was pressed up against the box section.) If I were smarter and thought things out better, I would have started that leftmost one from where the tack was, so it'd consume it rather than leaving an ugly glob. Something for me to remember next time, I suppose. Looks slightly less bad with some paint on it. However, it really just needs to be stronger than the two M10 bolts that hold it down to the chassis, or the rubber of the mounts. And since it's fully welded across the back (which was a bit of an uncomfortable procedure, curled up like a cat halfway across the engine cover and in front of the passenger's seat.), it should be plenty strong enough. I am thinking I might go back and add some gussets to it, just in case. I'm hoping to push myself to get at least a little bit done every week, even if it's not much. Did find myself staring up at the cab roof and quietly wondering what in the hell I got myself into. 2 years + 8 months, and I've barely scratched the surface. I put most of that down to my pace of work, or lack thereof, honestly...
  10. I think my tape measure is out of calibration, that must be what it is! ๐Ÿ˜ I'm quite pleased with that air-tank installation, myself; there was quite a bit of head-scratching, trying to figure out where to put them so that they wouldn't look too out of place. Once the storage box is back on behind the cab, they should be nearly invisible but it should still be fairly easy to get to the air-tank drain taps.
  11. 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... ๐Ÿ˜† Currently looking into options for renting a small-ish industrial unit, perhaps. We'll see how things go on that front.
  12. In a surprising fit of productivity, I booked last weekend off, and got something done on the old gal. The driver's door isn't perfect, but it's a damn sight better than it was before. Still a good bit to do before I can call it good enough to go back on. Might have to cut a bit back out of the top edge of the repair patch and re-make it, but it is solid even if it's ugly. I am somewhat throwing myself in at the deep end with the sheet metal bashing, to be honest; it's not something I've done a great lot of and I'm not so good at it, but I can always revisit parts I'm not happy with, as my skill improves. Something a bit more up my alley was mounting up two 'new' (to me, anyway) air tanks. All of the material, barring the tank straps themselves, was originally destined for scrap; so I think I've done quite nicely with it. The two tanks came off a pair of DAFs that were being chopped up by a local haulage firm (because it's apparently cheaper to buy a used truck, strip it down and sell/scrap what's left over, than to buy spare parts. Madness.) and are a bit overkill for the needs of the RL, but I'll certainly have no shortage of air! The channel was originally a single piece of box section out of the scrap skip that was just about the right length, then sliced longways; and the tanks are protected from rubbing on the edges of the bracket by short lengths of cut rubber air-hose left over from a job. Total cost to me: ยฃ5 for a tank drain valve that then got pinched for another job, so I'll have to buy another one. Bah. The bracket is as follows: (Sack-truck not included. ๐Ÿ˜) And it fits in under the body, here: ("I said: IT FITS UNDER THE BODY!") And then, with a lot of head-bashing, rolling around on the gravel, getting crud in my eyes, removing linkages to give me room... Two air tanks: Still a long way to go, yet, but at least parts are starting to go back on; rather than just get ripped off. I have no comment regarding it taking 5 hours, and a minor concussion, to fit two air tanks and a bracket. ๐Ÿค I keep meaning to write out a list of all the things I need to do to get this truck finished, but it's a little daunting at the moment.
  13. You're correct there in that a modern wheel won't bolt straight up, and I went into that knowing such. This was mostly to get an idea of spacing, and whether or not it was even close to fitting. I'd done some measuring, but there's nothing quite like bolting it up and seeing it with one's own eyes. The way I look at it is, I'm going to have to spend money whichever way I go on this project; whether it's getting tubes & tyres for the original wheels, or having modern wheels re-engineered to fit the old truck then getting tyres for those. At least tyres for the modern wheels should be easier to get, particularly at short notice in the worst case. Either way I go with that, I'm not intending to modify the truck, so it can all be put back to original if someone else further down the line decides to do that. Regarding the rubber boot, I'm afraid I haven't the foggiest. (As I understand it, it's not particularly a seal but more of a dust & moisture cover to prevent grot getting into the back of the master cylinder.) Hopefully John's post helps you find the part you're hunting!
  14. Thanks! No idea how I manglaged that. ๐Ÿ˜
  15. For what little it's worth, I use OpenShot for editing my video; I'm not really sure how it compares to other video editing software for ease of use, and it can be an exercise in patience as the amount of video loaded into it gets larger.
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