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sexton

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sexton last won the day on June 26 2018

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About sexton

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    Staff Sergeant

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  • Location
    Whitby, Ontario, Canada
  • Interests
    All things mechanical.
  • Occupation
    Mechanical engineer

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  1. I got some good replies on MLU if you need some info on this tool. Malcolm
  2. Hi, We have a Staghound on loan and I'm working on setting up the throttle linkages which are out of adjustment.The pic below is from the manual and shows the throttle linkage "checking gauge". This is an important tool for the initial step of setting the correlation between the hydraulic slave cylinder idler lever mounted on the right hand transmission bell housing and the link rod up to the right hand carb. Not having this makes the setup a bit hit and miss. Does anyone have one? I don't need the tool but I'd really appreciate a sketch or photo with dimensions.Thanks,MalcolmOntario Regiment Museum
  3. Matt, adjustable spanners can cause problems on smaller stuff but a good quality one will work no problem on those larger union nuts. Try it. Malcolm
  4. Guy, I'll check out the toggle switch to see if it does anything. The switch is sticky feeling, like the internals may be gummed up or corroded. There's a blue hydraulic valve on the floor with wires running into it. It may control that. Interesting that the winch is supposed to be operated closed up. Those guys in the YouTube video of the samson recovering a Klaas tractor didn't seem too worried about cable breakage! Robin, we have good generic manuals for our cvrts but no specific ones for vehicles like this. It not too hard to figure stuff out, especially with the expertise on here. Malcolm
  5. Great info, guys. Was there a commanders seat that the winch operator could rotate around and sit in with his head sticking up out the hatch? This Samson doesn't have it. Malcolm
  6. Here's some pics of the winch. All the covers are removed. Where the hook would normally be, there is a split block that is bolted around something on the end of the cable. The foot pedal for the winch release operates a clutch master cylinder. One photo shows the slave cylinder at the other end acting on the drum locking clutch. Another photo shows the orange flashing light. Just below it is an engine tachometer for the winch operator. I'm not sure what the orange warning light just above the tach tells the operator. Engine trouble maybe? There is a mechanical interlock between the foot pedal and the winch engagement lever to prevent the winch drive being engaged with the drum lock on. There is a warning buzzer that sounds if the master disconnect is closed and the winch PTO is engaged. A warning not to start the engine, I guess. You can see the switch button on the PTO closeup. The winch is very well built and substantial, but the lever, throttle control, and foot pedal have an afterthought feel to them. The winch throttle control cable was disconnected at the throttle pedal linkage, I suspect because of the risk of the winch throttle being left at a high rpm setting by mistake. I've reconnected it, but I'm not sure I should have! Malcolm
  7. Sure. I'll get some tomorrow. It also looks like the winch cable, which comes out the back of the vehicle, can be redirected to the front over the top of the vehicle. Guy, can you confirm? I'll take some pics of that also. Malcolm
  8. Tried it today, Guy, and it worked exactly as you said. Thanks. The hand throttle on the winch control lever had been disconnected at the throttle linkage pivot on the driver side wall. Don't know why. I'll see if I can get it working. Malcolm
  9. I'm doing basic maintenance on a Samson. I don't have a manual. I'm curious if the massive winch in the back works. I've run the engine and engaged the short clutch lever just behind the drive shaft u-joints. The pump input drive shaft spins, with a satisfying hydraulic pump-type whine. Sounds like it's driving the two pumps. The smaller pump looks like it supplies 1000 psi oil to two generic hose quick connects. It also seems to supply suction pressure to the larger pump that drives the winch. The RV on the larger pump indicates discharge pressure is about 2000 psi. The hydraulic tank is full. There is a long vertical lever with 3 positions that looks like it engages release cable, neutral, and pull cable. It is mechanically interlocked with the winch clutch pedal. There is also has an engine throttle control lever mounted on the long lever. And there is an engine tach visible to the winch operator when his/her head is sticking out of the commanders hatch. So my question is, have I got this right? Long lever to control release, neutral, and pull. Clutch pedal pressed down to disengage winch drive? What do we do to allow pulling cable off the spool with the engine shut down? Malcolm
  10. Lauren, yes, you're right about the earlier Meteors having no mounted generator but I figured with this tank being a later Mk 5 it would have had the Mk4b engine. Seems not. Maybe the Mk 5 isn't as late a Mk as I thought. So we either get the auxiliary engine and generator running or find a regulator for the Mk 4b and splice it in. Oh well, nobody said it would be easy. Malcolm
  11. Hi, we've just started working on getting our Centurion up and running. I have a tech manual for Mk 1, 2, and 3, and a users manual for Mk3, 5, and 6. From my reading, I think we have a Mk5. We recently bought a rebuilt Meteor Mk4B engine for it and it has the 45 amp generator on the left hand valve cover. However, our tank doesn't seem to have the voltage regulator for the engine mounted generator. It is normally located at the rear right of the fighting compartment according to the user manual. I followed the large battery cables and they run direct from the batteries to the drivers switchboard and then from the driver's switchboard to the auxiliary engine regulator at the rear left of the fighting compartment. Is it possible this tank was not set up for using the engine mounted generator? The reason I'm asking is that we want to run the tank with the Meteor initially without installing the auxiliary engine. Thanks, Malcolm
  12. I think the original poster has his answer about the complexity of doing the conversion but I must say I like driving our diesel Scimitar a bit more than the J60 versions. The Cummins engine has a fantastic reputation for reliability, it starts so quickly in any weather it startles me, and it has tons of low-down power. I'm curious, the much lower rpm limit must have required different gearing. Is that the case? Malcolm
  13. Thanks for the comments, guys. The consensus here seems to be building to remove the wing nuts. Malcolm
  14. I hear you on the brake fluid problem, Robin. But that's a potential mechanical damage issue. That throttle lock on the CVRT is a safety hazard. We have a lot of people here who want to drive and we have a training program for each vehicle but I worked in the nuclear power industry and we had it beaten into us that training is important but it CAN'T be relied upon to prevent mistakes. People mess up, get tired, careless, forget. Design is the way to minimize risk. Make it so people can't get it wrong. So remove the locknut. I'll go out on a limb and say that in the last 40 years, I'll bet this design has scared the shit out of someone. As you know, we end up with a few hundred of the public at our shows and about 20 volunteers driving, guiding, crewing, etc. We just have to be doing the nuclear thing and asking "what if?". Malcolm
  15. We have a few CVRTs at our museum. It has always struck me that the wing nut on the throttle linkage to lock the throttle open on cold starts etc. is a very bad idea. Unlike any other manual throttle control I have seen, it doesn't just raise the idle speed while still allowing normal throttle control, eg Jeep or Ferret, it completely locks the linkage. Seems like that is asking for trouble. I'm thinking of say someone using the lock, then just barely backing it off, then someone nudging the wing nut with a knee or whatever while driving and locking up the throttle. I understand that if the nut is backed off completely, that is unlikely to happen, but it concerns me enough, I think I will suggest that we get rid of the lock. Anyone else considered this or come up with a foolproof way to prevent this happening? Malcolm
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