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Scrunt & Farthing

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Scrunt & Farthing last won the day on March 26

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About Scrunt & Farthing

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    Lance Corporal

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    Steam Traction, Veteran Lorries
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  1. Here we go, I took some photos today of what I have. Firstly the loose unit number that was in the boxes of parts, buffed and a closeup. El segnundo (The warm weather had put me in a Spanish frame of mind). And the spare back axle, noting Doug's point about it being stamped BA. The BA I shall use is on a neighbouring farm and with CV-19 it is out of bounds. But what do the small boxes with numbers inside, mean? Dave
  2. CBN would tickle them nicely. What about 440c SS, and then run up to the proper temperature. With 440c you will get to the proper hardness for the bearing. The only problem might be finding a small enough quantity. Dave
  3. I shall put the plate on the buffer tomorrow and give it a clean, it looks to be almost like a fractional number, but I look and see tomorrow. Cheers Dave
  4. Thanks mammoth and nz2. I just checked in the location mammoth advised, and there are four small brass screws - and no plate... on either crankcase! The more I investigate the more I learn or surmise what is missing, or has been removed to restore other units. Tis the nature of the game I suppose, and providing one has time, money and beer there is not much I can do fretting about it. Now the V5 does have a number, I shall check that later when in the attic room. Cheers all, Dave
  5. Oh! That is interesting, I had assumpted wrongly. I shall have a look on the engine, whreabouts is it located? The design of the unit plate above, is of a similar design to the one on the gearbox and hence I assumed it was off my (partial) engine. Any clues much appreciated, thanks Doug. Dave
  6. Hi NZ2, I have been carefully bagging and recording everything that came with my project, and have just recorded the engine unit number:Now, this is the number off of the main engines (remains thereof), the other skellington (sic) does not have a number that I have found - as of yet. I still need to get the chassis serial number and have not forgotten. Cheers Dave (S&F)
  7. That is interesting, thanks Tony. I guess the bigger diameter threads were UNS where they wanted to reduce the pitch (in spite of the diameter) to reduce the depth of the nut whilst keeping the load area high. It looks like that is what they done on the clevis pins. I always think it interesting to discover things like this, and re-think what must have been discussed in the drawing office, back in the day. Chees, Dave (S&F)
  8. I was just musing on what screw threads Peerless were using at that time, I would have assumed NF for those shackle pins. The SAE were trying to standardise threads by the middle of the great war (to a US standard) and Peerless had already adopted many of the (non thread) SAE standards so i am guessing by the time this lorry was built it was all NC/NF. Or is that a foolish assumption? Dave (S&F)
  9. I am equally convinced that the number of tools, of the same size, shape and form is directly proportional to the number of sheds you have. It is a truism that a tool will always be hiding in a different shed to the one you are actually in, and where the tool is needed. It thus follows that you must acquire more tools of the same size/shape/form to counteract this effect. But there lies folly - it only exacerbates the phenomenon. The adjustable spanner is like cooking lager (or Fosters as it badged locally) - whilst unpalatable, it serves a purpose. I may christen this law "Scrunt & Fathings' Law of Walking Back and Forth betwixt sheds" Dave(S&F)
  10. That's the one. And here is our Holbrook, in the middle of another Scrunt&Farthing *-cart. My forklift bogged down moving the Holbrook on boggy ground. No problem, press the Taliban's favourite fork-lift rescue vehicle into service; minus one clutch later and its time to get a telehandler onto the job. Which is probably where I should have started in the first-place. Now, to more recent matters. I am still stripping down one of my two crank-cases to relieve it of some useful bits. Today the timing cover came off to yield a magneto/water pump drive. Additionally smaller items such as core-plugs and camshaft end covers. I don't have a water-pump (for a S5 36-40hp) so if anyone has one it would save me a whole loadda pattern-making. The timing cover is in good condition so may be used in place of the one on the main engine which has some damage. Crankshaft next, my assistant insists that PPE should always be pink. I am not sure how this intermediate gear comes off this shaft and I have no drawings so some Diesel soaking may reveal more information. And that is about it. We are still working full-tilt, albeit at home so no more lorrying until next week. Dave (S&F)
  11. Ah, now there is nothing wrong with a spot of manly lathe-spotting. Its healthy, you know. We do have a Holbrook B Series at the other end of the shed. But that one is an Edgwick. A nice lathe that I just used to use for coventry die box work, but it has turned out to be very versatile. A mate is building a six inch traction engine and has used it for lots of jobs such as trunk guide turning. Not as quiet as the Holbrook but a nice machine.
  12. Looking good, Duncan. I don't know how many of the original coach fittings you have, but there has been a nice 20's period Disturnal & Co. catalogue on ebay for a while. The price is a bit a rich, but I reckon the drawings of the items are a lot older than the catalogue date. I find these types of items interesting in that they give clues as to what things should look like. It does not seem to be a sensible time to be spending cash, though! https://www.ebay.co.uk/itm/1929-MOTOR-OMNIBUS-BODY-FITTINGS-CATALOGUE-R-DISTURNAL-CO-WEDNESBURY-STAFFS/202932784464?hash=item2f3fbc8d50:g:~EwAAOSw5-hcAxu5 Dave (S&F)
  13. I am just about to make something similar. In the end I concluded castors, while useful for shunting the engine around the shed; make it difficult to get good hard purchase on anything for tightening/un-tightening. Unless you are using air tools I guess, but I prefer hand tighten everything. I shall make my movable but only by putting a pallet truck underneath. Just my thoughts.
  14. Thanks Andy, you are right, the hydraulic ram does not get beaten very often, the SP was a bargain, £19 on eBay and can be reconfigured. Per the felt seals, I was looking at those just today, so will be in contact. I had emailed David earlier this week about his bits and we have a plan, I just wish we have this C-19 problem behind us. All the best, Dave (S&F)
  15. Owning lorries, or steam engines - or whatever, is not about the driving for me, it is about the restoration; the challenge of fixing of something that most sensible people would give up on. And so, whilst my fellow man went off in pursuit of toilet rolls, tinned beans and Spam I decided to get the crankshaft damper and the flywheel off the more knackered of the two crankshaft cases I have. They had to come to come off in one piece as the better crankcase does not have a flywheel, nor crankshaft damper. Previous attempts with my simple gear puller had failed and so something needed to be made. eBay yielded an 8 ton Sykes Pickvant hydraulic ram... it just needed s strong-back making and some puller arms. The puller arms we had in stock from a previous similar job, so it was half hour on the radial arm drill to make the strong-back. The strong back is from a bit of scrap channel section. The ram is held in place with a Sykes-P backnut held in place with yoke clamps cut on the bandsaw. You can just see the screws for the yoke clamps. The whole assembly is then set up of the crankshaft damper. The whole lot has been soaking in Diesel for a week or two, whilst under pressure from my old gear puller. While this was under load, it was time for the flywheel to get some attention. A simple strong-back puller for the flywheel, once the nuts were off. It took a bit of work, but knocking the screws back and there was a loud retort and the fywheel yielded and was quickly off. Now that was the easy bit. Back to the crankshaft damper. 8 tons of preload and it was still not shifting so some percussion was the order of the day.... this shows where it landed after a bit of percussion to the back of the arms... i reckon it jumped 30 inches when it finally yielded. I should point out the steam shed does not normally look this untidy but it had flooded four times this year, thus far. In the previous twelve year it has never flooded. Things are changing, and that is not good. And that was it, all bits on the floor. Normally, on a Saturday we celebrate in the traditional manner at the Red Lion PH. But current circumstance dictate otherwise. The crankshaft damper is shagged, I would be interested if anyone has made a crankshaft damper or used a modern one to replace an old one. This is a job for the future but one that needs sorting.
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