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About Grumpy

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    Warrant Officer 1st Class
  • Birthday 01/01/1
  1. Not in the recovery handbooks, but the Stolly manuals call for a special spacer to be installed when removing the sun gears for suspended tow. Never met a recovery mech who has used them. It only takes about 10 mins per side to remove the sun gears and usual practice to hang them from the mirror arms so each is kept to the correct side (not interchangeable). Refitting the sun gears takes a little longer and you need the gagging tool, but would still only be about 15 mins per side. Have a chat with Mark Chapman think he has the drawings for the spacers.
  2. Hi Bob welcome - we are based at Muckley Corner - not too far away I recon:-D
  3. It could be classed as a Plant Trailer and these are run under the STGO Engineering Plant category, however this category has some pretty severe limitations to its use. I think to summarise and answer the original question – the Rogers trailer is not required to be plated and Tested under two accounts. One is its age if used un-laden, two and this being the key factor here, is due to its width it falls outside the scope of the C&U regulations. This second point is important to acknowledge, because it falls outside the C&U regulations there are certain limitations to its use on a public road as detailed in the STGO regulations (see my original link). Its doesn’t stop you using it, but you need to be aware and understand these limitations, in fact it is a bonus because you can use it laden and still be exempt from Plating and Testing. One the down side it cannot be used any where near its original design gross weight due to its axle configuration. The third option of gaining an IVSO is unlikely as these are for vehicles that fall outside the C&U and STGO regulations and justification would be hard to prove. Personally I would run it as a recovery trailer under STGO, this enables to you take it to place where recovery may be required, and we have often gone to a show with a recovery vehicle and ended up recovering something that has broken down while at the show. We have also in the past taken a vehicle needing repair to a show to meet up with experts in that particular vehicle and repaired at the show. Hope this helps.
  4. The exemption you were told about is the IVSO, notification is easy now using the ESDAL website, last one I did took five minutes. The age top speed etc of your DT981 does not exempt it from C&U regulations, just different sections apply unless of course you are running under STGO or IVSO where those regulations apply. Historic Vehicles is just a tax classification, they still have to comply with one of the three regulations you can run under.
  5. From what I can gather the status of “Historic Vehicle” does not exempt it from C&U regulations. To my knowledge there are only three ways to run a vehicle on the road legally, comply with C&U regulations, run under STGO or in extreme cases apply for Individual Vehicle Special Orders. Such an order would cover vehicles outside the scope of C&U regulations and STGO something like a Chieftain MBT springs to mind. I might be wrong but at first glance a DT980 towing a Rogers can only be used on the road under a STGO category or under IVSO, whether you can still use the Historic Tax status seems to be a grey area, unless someone knows different? Over 3.5 ton - pre 1960 or if fitted with overrun brakes only.
  6. Sorry the Rogers are 2.895 meters wide and therefore fall outside the construction and use regulations – it cannot be plated in the usual way. It can only be used legally on the road under STGO either as an indivisible load carrier or as a recovery trailer, both of which are MOT exempt; however both have restrictions to their use. Have a look here for details http://www.legislation.gov.uk/uksi/2003/1998/contents/made It’s not as useful as an indivisible load carrier due to axle weights being limited to 12 ton per axle, and not being able to carry a load that can be transported by conventional means. As a recovery trailer you are only limited to a carrying a vehicle needing repairs and able to transport said vehicle to a place of repair. As someone has suggested you can permanently fix a load to the trailer, this will then become a “Mobile Project Vehicle” and also MOT exempt, hover a MPV is covered by the C&U regulations which in your case you cannot comply with due to width. Our local VOSA office has confirmed that a permanently fixed load is one that can only be removed with workshop facilities. Hope the above helps, it can be used on the roads but only under STGO, being MOT exempt however does not stop you taking it for any voluntary test such a brakes etc. You should however comply with the STGO regulations, have a read of the above link and post up any questions you may have, I’m sure someone on here can answer them
  7. Only if the vehicle is 25+ years old or below 7.5 Ton, over 7.5 Ton or newer now requires a tacho and driving hours apply even for private use. If a vehicle is exempt from tacho its also exempt from driving hours, strange one really.:???
  8. Yes STAL2-708 had four couplins - not sure if they were viscous or not - There was also a French owner that fitted four dog clutches, I'll see if I can dig out the pictures he sent me and scan them to post here
  9. Yep it starts at the compressor and making sure you have full pressure all the way down to each brake chamber - good advice. Iain I'll give you a call over the weekend
  10. This sort of thing has been done before but with air operated dog clutches. The main problem is there is very little clearance between the drive shafts and the hull (about an inch), another problem is by reducing drive to the outer bevel boxes places more load on the cetre ones. 99% of bevel box failures are due to poor maintenance or shock loads, wind up is not as bad as everyone makes out. The most important thing is equalizing tyre circumference on each side and tyres pressures. Another Stolly quirk is the centre bevel boxes are fed from the transfer box, the oil dip stick is marked wrong and if filled to this mark the bevel boxes will be starved of oil, the oil needs to be about an inch above the level mark. The bar grips tyres don’t give the best of traction on the road and help alleviate the problem. I’ve had a Stolly since 93 and driven hundreds of road miles, never had a failure due to wind up – reaching out to touch some wood quickly. :thumbsup:
  11. Trying to get back on topic and the original question without getting bogged down with the “Holier than Thou pub talk”. Its pointless taking a vehicle for a brake test that is only reading 35% efficiency with a Taply meter at present, it wont give a higher reading on the rollers and is not at the minimum requirement of 50% - it will fail! Waste of money and time. It’s like taking your car for an MOT with two bald tyres :nut:. It will probably take quite a bit of work and probably be a struggle to get it to 50% because they were border line when new, its now 40 years old and obviously needs some TLC on the braking system (has any one on this thread changed an air compressor on a Mk 3 Militant – not an easy task). It can be done but “Rome wasn’t built in a day” – there again I wasn’t on that Job :-D. No one has suggested he drives it on the road with the brakes needing work so why has yet another thread turned into loop holes, miss-registered vehicles, and people waffling on about dangerous vehicles. I thought this forum had moved away from this sort of useless banter :thumbsup:.
  12. Yep still got it, the best we have managed to get it is 53% but believe me it bloody hard work, I think up rating the front chambers from type 20 to type 30 would help but not sure the drums will take it. Experience tells you when the brakes are going off, annual test tell you nothing really and I doubt many do an efficiency test at each maintenance inspection. The Militant is not the only ex-military vehicle with poor brakes in fact a lot of old vehicles struggle to meet the requirements for test in lots of areas, its all part of the joys of ownership. As far as knowingly using a vehicle that does not meet a particular standard or regulation – I thought this forum had got past this sort of self inflicted damage to our movement.
  13. Hi Jules Must admit I have a soft spot for the MK1, and most that I have driven have had good brakes. Problem with the Mk 3 recovery is the shear weight of the thing, its 22 ton before you start to load it. The rear brakes are larger on the Recovery than the Mk 3 cargo version but the cargo’s do stop better even with the smaller brakes.
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