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Mike Allmey

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About Mike Allmey

  • Birthday 01/01/1

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    http://www.emlra.org
  1. This is the case. I've also heard - please correct me if I'm wrong - that combined steer and brake controls (a la FV432) will no longer be allowed very soon, if not already, which was why SVT were using CVRTs.
  2. It has been possible to do the training and take the test with a DSA Examiner in a simulated road environment, which meant the vehicle being used didn't necessarily have to be road legal. However, this will very shortly no longer be the case; at least part of the training and part of the examination will have to take place on public roads, so the vehicle will have to be up to scratch. This will clearly make it much more expensive to organise and undertake. I used SVT Training to get my H license; he used a combination of a Sultan and Scorpion and a marked-out section of runway as the roads. It wasn't a cheap course as I recall, but he's a good trainer with a good set-up.
  3. I'm one of FD's instructors (someone has to be); the Saracen was one of those love/hate vehicles - lovely to drive, but not a good one to instruct on. Always demanded attention though!
  4. Assuming I can get the time off (if you think trains are unpredicatable, try doing signalling renewals) then I'd try very hard to get there with my EOD 110. Someone has to be the target!
  5. Ian, I've sent you en email about the photos you're after.
  6. The Dutch Marshall Ambulance is actually quite different from the British version, so the translation may end up being largely irrelevent. I think my documentation is actually the same as Clive's (EMER 22153?) which is specific to the SII and IIA. I don't even know if a later EMER was produced for the SIII-based Ambulances, as the SIII only formed the final 10% of ambulance production. Which means your friend is buying one of the only around 200 SIII-based ambulances produced. If it happens to to be the RAF version then you're down to one of about 20. Issue 88 of the EMLRA Newsletter covered the Marshall ambulances in some detail. If you've not seen it and want to, drop me a line at mike.allmey@emlra.org and I'll email a PDF copy back to you. If you want the EMER and can deal with an 8Mb email, I can send that too.
  7. I can see why; the initial drive was actually rather scary as the 110 wallowed around corners it would have previously flown around on Rangemasters. However, I've become used to them now and the G90s are, eventually, predicatable in their apparent waywardness, even with a loaded Widetrack on the back. They'll do - particularly after what they cost me!
  8. I by-passed XCLs on my 110, going straight from way-past-their-best Avon Rangemasters (the original fit to V8s) to new G90s. Having had XCLs before, the G90 is a huge improvement (but nothing like as predictable as the road-biased Rangemaster). The G90 is also much quieter than the XCL, much more useful off tarmac than the Rangemaster and, hopefully, longer-lived than the XCL. Oh - and my reason for going the G90 route was that Rangemasters were going to cost me £80 each for five - but I was able to obtain five brand new G90s for... £150. (Needless to say, that source has dried up!)
  9. I have a PDF version of the Technical Handbook for the 101 Ambulance if that's any use to you (EMER Q052-1, Unit & Field Repairs). It weighs in at 101Mb oddly enough. Let me know if you're interested (mike.allmey@emlra.org) and I'll make it accessible to you for download.
  10. Have the Zenith replaced or rebuilt; the Webber does give better MPG, but only by virtue of it strangling the engine. You can get away with it on an 88, but (bitter) experience taught me that a 109 doesn't run happily with one fitted. I bought an ex-RAF 109 with a new Webber fitted by the supplying dealer. After a year of poor performance - 50mph max - the Webber was binned in favour of a new Zenith, and the improvement in driveability was remarkable. My 109 Ambulance is currently persistantly showing symptoms of poor tune, and if the 26 year-old Zenith carb is found to be the root cause during this week then it will either be rebuilt or replaced with another - a Webber just isn't in the equation.
  11. Does that trick work? Yes, it does - and sometimes too well. When my thermostat stuck fully open and prevented the engine from getting warm at all, I did this to get some life into the heater. I then did a longer journey and had to stop before I cooked the engine and remove the obstruction before carrying on. Wrapping the oil cooler in tinfoil can also help by retaining heat in the engine oil, and doesn't risk overheating the engine as a whole.
  12. The method I've employed so far is to get inside and scrape a sample of paint off the inside. If it has Limestone White as a basecoat then I'd lay money on it being a civvi hardtop that has been bolted on at a later date. Hopefully if I'm wrong here then someone will correct me, but I've based this on the assumption that if the hardtop was factory-fitted then it would have the same basecoat as the rest of the vehicle, i.e. Bronze Green or IRR Green.
  13. Smashing, thank you gentlemen. Given it's age, that's actually more info than I was expecting!
  14. Evening all, (please apply appropriate time of day as applicable) I've had an email from a bunch of Australians who, amongst other things, are restoring a 1955/6 86" Series One. They are clearly under the misapprehension that I know things about Series Ones, and have asked about its probable history. The registration they’ve quoted is in the “BR” series, which puts it as 1955/6 quite happily, but have also quoted the chassis number. Can anyone here shed any historical light on 170602376? Thanks in advance. Regards,
  15. Don't forget the instructions explaining the difference between one endage and the other endage.
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