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79x100

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79x100 last won the day on February 20

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About 79x100

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  • Birthday 03/25/1960

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  1. Just to confirm, the Triumph was delivered to RASC Vehicle Reserve Depot at Slough and the first (and only) transfer was to 3rd C.T.A.C. (3rd Corps Troops Ammunition Company) RASC. on 13th January 1940. Your grandfather must have gone to France sooner than the main body though as 3 Corps Amn. Coy. didn't go to France until 4rd April. They took 46 motorcycles at that time.
  2. Mark, Fantastic stuff. It looks as if, during his time with the BEF that he was 3 Corps Troops Ammunition Company who would have displayed the Corps fig leaf sign and an arm of service sign comprising the figure '40' on RASC red over green diagonal with white corps bar above. 3 Corps were responsible for the units rotated on the Saar (Maginot Line) and the date on the palm cross indicates that your grandfather was there prior to 51st Division arriving, to whom he was then attached. Jan (Rewdco' s) Enfield WD/C (also an RASC machine) was found close to Metz and he marked it as 51st Div RASC. In the mid-ground here is a 3 Corps Triumph 3SW with a serial begining C39177** - Not your grandfather's though as it still has the tax disc holder. I do like your Triumph advert by the way. Pretty sure Ron will be making himself one of those shortly 🙂 It certainly adds to the impression that C4631 were pretty much standard civilian production.
  3. The 3SW was an RASC vehicle under the earlier system which had them responsible for their own vehicles and for other 2nd line units. The V.R.D. (Vehicle Reserve Depot) at Slough was one of the major distribution points. There is a good chance that C3917745 is somewhere along the rows in one of these photos. We can be pretty sure now that these photos were taken at Slough, and not the other big depot at Feltham. A definite documentary link between frame, engine and serial numbers is a rare and useful thing to have. Would there be any chance of scanning and posting the documents that you have ?
  4. No-one has mentioned the OGEL yet, but it seems unlikely that the France exemption will continue to apply and prior to the acceptance of open borders, there was a considerable difference between vehicles being driven or ridden internationally and those being carried as cargo. Motor vehicles being exported will be subject to the full paper-chase both to make it acceptable to the country being visited who will then have to document departure and of course provide proof on re-entry to the UK to avoid having to go through a NOVA procedure. In the event of 'no deal', things will not simply go back to how they were in the 1970s, there were agreements in force at that time and there is no time left to re-instate them. It will be more akin to exporting to Albania in the 1960s. If the UK really does crash out at the end of March, then I wouldn't bank on being able to take an MV to France just over two months later. The ending of the EHIC will mean that it is essential to have medical insurance and to have told insurers about medical history and any pre-existing conditions. But hey-ho, such is progress.
  5. The Triumph Club need to put some work into a factory records database, as the Norton Club did some years ago. It's not 100% as it relied on volunteers reading seventy-year old cursive handwriting, but it's a starting point. The general system is that parts such as gearboxes were stockpiled and there was no talk of first in - first out . The VMCC at Burton have the post-1941 factory records available on microfilm. There is nothing to stop you going there and putting in the time yourself. They've got all the wartime magazines etc. in bound volumes too. Well worth a couple of days.
  6. It's project fear, innit ? The DVLA is part of it. Everyone one knows that everything is going to be just the same as before, only better. That's what 'taking back control' is all about.
  7. The clip fixing MCR1 will look fine on the bike and if you should ever worry, there are only about half a dozen rivet-counters in the whole world who might spot the difference...The cover is nice and pre-war and workshops didn't worry which bike they put which part back on...Does it have two small holes for the wire and lead seal ? The dating of WD Triumphs is further complicated by the fact that the 3SW was an RASC (2nd line) vehicle and there are no surviving records of their vehicle receipts. The RAOC machines supplied to first line units are much better documented. Just out of interest, here is the reverse side of the receipt card relating to contract C7828 which commenced delivery on 29/6/1940. "Balance cancelled owing to enemy action"....Half a city flattened. Carry on, Chaps. Lest we forget...
  8. The date on the CVC body is 7 50 which may account for the more accurately formed cutout...The basic pressing is the same as for those with the two feet (which even have the clip retainer underneath). I've yet to crack the codes on the covers. It's made more complicated by the fact that the cover as a spare part had a separate number. Lucas don't seem to have realised during the 1930s that there was a new decade approaching and they never included the '3' for the '30s...3 7 would therefore be March 1937. This is the cover on my 16H, dated November 1939 (11 9) with the 'Lead-Acid' marked base that would be expected up until about 1942.
  9. What's the date on the CVC box ? Any chance of seeing a couple of photos of the back plate with the cover off and the front elevation with lid ? It's much more common to see these 390 704 regulators with quite a crude 'V' cut to allow frame clamping. Early clamps were plain. They later had a reinforcing rib.
  10. If it's an SW and built to a D.of.A.C. (Department of Army Contracts) or Ministry of Supply contract then the specification almost certainly included an 80MPH, non-illuminated, non-trip speedometer. Prior to 1941, these would have had the Jaeger drive system. Pre-war, Smiths Instuments had been restricted by their licence from the French Jaeger company to only build identical interchangeable copies of the original (hence the metric threads) . A yellow 30mph marker and the Smiths MA logo are typical for the period. The ammeters are Lucas CZ (Centre-Zero) 27s. The pre-war style had a domed glass and a small mica-covered illumination window . These were certainly in use until at least the end of 1939. We're rivet-counting here though and any machine that remained in service after 1940 would have received standard replacements. The burden of proof on those of us with a May 1940 / BEF cut-off date is extremely high :-). The question that anyone rebuliding a WD vehicle really has to ask themselves is whether they are intending to portray the machine as it entered service, during a particular campaign, or for the duration of the emergency generally..and in the case of the M20, G3L or 16H, post-war as well... Most M20s look more like National Service rejects...It's equally valid of course but most of the owners don't like being questioned about all the 1950s bits.
  11. What sort of plug is that, Clive ? The pre-war KLGs had a single centre electrode and three adjustable. Received wisdom is that, certainly on worn engines, with only the closest sparking, there was a tendency for the other two to foul up until they eventually shorted out. This may have been more true of two-strokes or really worn oily engines. Motorcycles were always bad for RF interference, even when in good condition. Is it because there is no screening from bodywork ? Japanese motorcycles had tin-plate clad suppressed caps but if it rained then they gave a display like the Aurora Borealis so we always took the cladding off !
  12. Brightspark Magnetos did some tests which are shown on their website. http://www.brightsparkmagnetos.com/faqs/FAQs about magnetos generally/Are suppressors and resistor sparking plugs OK to use with magnetos.htm
  13. Krupp did produce some forward-control coaches and busses but larger and more elegant than this one...is the vehicle in the photo the 'Doughnut kitchen' (which was a Krupp truck) or the 'sleeping quarters' - the Clubmobile van ?
  14. ABL is Armée Belge / Belgisch Leger - Everything has to be in two languages ! Interesting that they used an LV6/MT code, continuing the British VAOS system.
  15. The world of aircraft restoration is a strange one. If it was a road-going vehicle then DVLA would send out a hit-squad if you tried to register it as original. Single vehicle type approval and appropriate modifications at the very least.
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