fv1609

Very low pressure & used slowly

Yes Wally

I may be wrong Tony but I sort of thought it was a Royal Coat of Arms as "By Appointment"?

Not really Wally

Nope Richard, but you ain't seen nothing yet

Pressed Steel Co. Ltd., in1966 were taken over by Rootes Pressings Ltd., Paisley, Renfrewshire

Well they made a lot of military trailers in there with the others, Sankey, Brockhouse etc

I'm not familiar the rugby balls apparatus Richard. I did try googling the answer but got no sensible hits. Incidentally the liquid constituency can be varied to suit the circumstances.

Not quite sure what that might be, but does this help?

and that's worth something

Yes on all counts Wally

Is this not the trade mark of the Pressed Steel Company?

This is actually 1875 Tony, although noxious gases might have been involved you are going off on a tangent.

It did actually see service Tony, the question is exactly where?

We need a picture to help us a bit Pete

What's this all about? Was it actually deployed in service?

http://www.milweb.net/classifieds/large_image.php?ad=78097&cat=14

Malcolm the thing is that whatever voltage is applied to the HT output of the coil, as it is an auto-transformer, inevitably is connected to the primary via the junction at CB of the primary & secondary. I have tested several coils in this manner & they run on the respective vehicles just fine even when hot. I suppose in an unscreened system one could make a case for the coil to be mounted on an insulating block so there would be no incentive for HT to want to leak to the case? I have heard of some people mounting a spare coil in readiness for failure when the coil has got hot. But a cold coil it seems should have an insulation of many gigohms at 5kV to allow for the very significant reduction when hot & it looks so far like the insulation drops by a factor of ten. I'm back home now & easier to read things. I have a feeling that a fuzzy trace like that is a sign of a break in the cable or a breakdown in insulation but still allowing the plug to spark. Or might it be like one of those plugs in the article with a spark at the gap but also to carbon in the insulator or an internal break in the plug itself or leakage through a cracked insulator?

Afraid not Nigel I didn't take any pictures of my own vehicle.

Nice pictures Tim you beat me to it I took similar ones but they are stuck in camera rather than on this phone. In fact the only pics I took were up the GW end and I thought that was all a very commendable display. Far more worthy than the tractor pulling stuff that goes on next our MV display

I'm pleased to report that this Pig is now in private ownership and will be restored to its original condition. I was delighted to meet up with the new owner at GDSF and will be helping as best I can to give him the info to do this.

Ah ok I dug out some of the history for him.

It is just possible given the age of current ownership that this is the one which was painted in curious crazy paving brown and cream pattern for reasons I could never grasp. It seemed to run well and did a lot of shows in the south but the tyres were truck tyres they were not run flats.

There were no Humber Pigs in 1953. Curious colour for a Mk2. But seems good value. Fixing brakes and electrics shouldn't be a big deal. Have no records here with me away at GDSF.

I'm working from a phone and although I seem to enlarge things it doesn't give any more clarity to the text. There is a bit about different capacitors and plugs in Clives Corner in Bright Sparks for Land Rovers. Can't do a link from the phone I'm afraid. I need to add a section on reduction of insulation as a coil heats up. Experiments so far indicate that after 20 mins of continuous current the insulation leakage will be one tenth of what it was when cold when tested at 5kV. If it gets down to 25meg it will no longer produce a spark. I have yet to determine the lowest tolerable resistance.