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Richard Farrant

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Everything posted by Richard Farrant

  1. The trucks in background of the motorcycle photo are Morris Commercial C8GS 4x4
  2. When I worked in REME Workshops, the trick with runflat inserts was to squeeze them together in to a figure of 8 shape and tie with rope ( probably a ratchet strap would do.) Think we did this with a hydraulic press, then it is easier to push into the tyre and when in place cut the rope. Also you need the jacking screws to pull the beads apart. The Henderson inserts used in the Michelin tyres on Fox are a different ball game and they were sent out to a tyre specialist to put in.
  3. The original Fox tyres were Dunlop Trackgrip Runflats, they have very thick sidewalls and a bead spacer to keep the tyres tight on the rim if the tube was deflated. Later on they were replaced with Michelin tyres which were not runflats but were fitted with Henderson inserts which are very thick and heavy and also inflatable. But will keep tyre on the rim in case of punctures.
  4. There are no seals used in the two piece wheels, they are only for tubed tyres.
  5. I am very sorry to hear about Degsy. Up until a few years ago we would occasionally talk on the phone and when he came down to Kent to buy the Weasel, he asked me to come and meet up. May you rest in peace Dercyk
  6. I bet the labradors don't stop for tea and smoke breaks. The ones in the google photos look keen too! 😉
  7. I would love to see a labrador with a spade. 😁
  8. Thanks Nick, I had been following this on there website since the day they left the UK. A fantastic achievement and a credit to those who restored and maintain this aircraft. regards, Richard
  9. A left hand side wheel is turning anticlockwise, so with left hand thread wheel nuts tend not to unwind if the wheel loosens. A lot of this is to do with conical wheels nuts and the wheel shuffling if not fully tightened. Obviously same for right hand side with right hand threaded nuts. With the advent of flange type wheel nuts on modern trucks they have returned to all right hand threaded on most trucks. If you towed a vehicle backwards, you have an even chance of loosing a wheel on either side (if not fitted securely).
  10. The short dipstick complies with your present sump.. If you change the sump for the correct RL one, you will also need the extended oil pick up as the well is much deeper.
  11. About 40 years ago, I would have built several hundred of these engines, so I am going on memory now, think the dipstick fitted in to a tube which was attached to side of block (using screws holding push rod cover plate) and probably stood at same height as the distributor. No idea why you have a second dipstick as I thought there was only one hole for it.
  12. Hi mate, I will give you full marks for perseverance on getting the engine out! I have done that job many times on in-service RL's, we had a cradle that sat on a large trolley jack, and once clear you could lower it making it more stable to move around. If you are going to put it back the same way, I would use solid wheels and get a sheet of strong ply, or some old steel plate so you can move it under the lorry easier. Your mention of sump being dented, I think you have the wrong sump for a 4x4, it should have a deep well at the front. This is why they fitted sump guards in front. regards, Richard
  13. It looks like an engine stand, not a crane. Probably a rotatable stand.
  14. It has a FV number so you can be pretty sure it is British, but if G stands for gasoline, I too have wondered unless it was for some military vehicle that was being exported to a country that referred to petrol as gasoline.
  15. All I can come up with is a NATO Stock No. 6MT1/6680-99-881-8694 with the description "Indicator, Liquid, Quantity"
  16. Baz, you are right there, I have friends across the world due to our shared interests in MV's. 👍
  17. I wonder if the sender part of this fuel gauge measured the weight of the fuel hence the difference at the full mark. I have come across gauges such as this before in airfield crash tenders for the water tanks. So was it for a multifuel engine perhaps.
  18. Hi Baz, It was not meant as a criticism of your post, but an additional observation. I have also been working on and looking after military vehicles as full time occupations for the last 45 years so do know my way around British vehicles predominantly as they are my main interest., doing repairs, overhauls and restorations. In fact the actual Bedford in the photo I have worked on. The overhaul plates on the chassis are mostly post-1949-50 when the registrations took over from census numbers. The dates on these plates of overhaul or rebuild are mostly in the Fifties. Prior to that there were smaller rebuild plates denoting rebuilds in the Forties that were placed in the cab, I recall one on a MW that I restored. I would think these were often removed on a subsequent rebuild, so these vehicles may well have had two or more rebuilds in their service life that current owners would not be aware of. A long part of my working life was in a REME workshop and I am well aware of what went on as at the time I started there were still the odd WW2 vehicles coming in. All fascinating stuff and always interested to read what comes up on here. cheers Richard
  19. I know Graham's lorry, you will also see it has sling plates on the front hubs. These were introduced in late 1943 as I recollect. Not many vehicles of this era would have remained in the exact spec. that they were originally built to. Some surviving ones may have gone through several rebuild programmes in their life. The chassis number denotes its age, but other features could have been change over the years. Do we have to restore our vehicles as they left the factory, or leave them as they were in service later? Also previous owners may have changed a few things whilst restoring.
  20. Well done Phil, With Ferrets, Saracens, etc. it was not uncommon for this to happen with a bit of wear in the linkage. From the distant past I recall a small plate tack welded to the hull with the hull (chassis) number and an abbreviated date. I think it was behind where the large data plate was mounted. Upper hull to right of drivers right shoulder ??
  21. Hi Phil, I have a feeling the Leyland 19H trucks used by the RAF in the Fifties (refueller, radar, etc) had the O600 engine. Only saw one in army service and that was a tipper.
  22. Graeme, Check this out: https://www.mrmotorparts.com.au/index.php/order-parts-online/leyland-parts/engine/valve-inlet-suit-leyland-600.html .... The number is on there 👍
  23. Unable to check the part number, but to answer your question on what vehicles the Army used with Leyland 600, I seem to recollect the Marshall Gainsborough loading shovel was powered by one.
  24. The chassis number on the plate shows no resemblance to a Bedford chassis number.
  25. The letters OEP on the rear diff stand for Oil Extreme Pressure and probably would have had the number 220 below. This is basically an ordinary 90EP gear oil. The WNR number is I believe a reference number to a rebuild and would be dated from 1950's I think, the letters VM could well stand for Vauxhall Motors. You can be pretty sure this is an OY, by the army references afore mentioned. The chassis number is stamped on side of chassis, below passenger side of cab and will be prefixed OYD if it is a cargo, or OYC if it had another type of body such as tanker.
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