fv1609

Wayne yes the WV Q 020 series is a monster extending to variants up to Q 020/18. It is real hotch potch you get the /7 section redesignated as /2 and /6 to /3. Then the whole system of structuring EMERs breaks down in Q 020 you get section A to U which are essentially civilian Rover documents but with some sections like PP are restricted military documents adopting the Rover designations. The problem is knowing whether you have a 'complete' document that covers everything, will depend how srcupulous the updating has been & I find it quite thrilling to have a page demanding the destruction of a section yet find it is still there! The other thing is of course, the EMERs that came from various workshops would not necessarily have all the regulations, only those that are general and those that applied to the vehicles they were responsible for. OK on AC No.60957. I have that one but bear in mind the was an ammendment 60957-1. Anyway thanks for offering, building a good collection of reference materiel is very worthwhile because all sorts of things may arise in the future that you will want to look up & having the first hand references is invaluable.

Simon, it sounds a bit odd but I think that would probably be correct. The requirement to paint 'B' vehicles on the diff was a 1960 ammendment to the Equipment Regulations 1959 Pamphlet No.9. This was only to vehicles that had a "rear differential plate cover visible" & were fitted with a convoy light. The extent of paintwork was not laid down, just "painting will be sufficient only to provide a circular white patch, facing to the rear, which the white convoy light will illuminate." Somewhere along the line & I can't say without a long dig through stuff it changed to: Notice it refers to the rear axle & not exclusively the diff. So would you say if you were sat in a vehicle as tall as another Militant can you see the rear axle/diff? If not the white disc would make sense.

Night convoy purposes in conjunction with the convoy light if the diff was not visible a white disc 75mm diam was fitted.

Jim Thanks for that, I've not been ready yet to do voltage measurements. I've come across a problem on resistance readings here. Most of the manuals & EMERs have an error in circuit diagrams on the HIGH/LOW setting, but there are also some errors in the readings which look wrong by just looking at the circuit diagram even. Anyway I'm not getting very good readings on the main protection diode next to the relay. I get about 7 meg one way & 0.5 meg the other which can't be right. I wonder could you take a reading from the lead 2B & the top of the diode (large spade connector) for me please? and of course the reading with reveresed prods.

It was sold at Ruddington OSDD on 28/7/71 on the first day of the sale Lot No.356 of 700 lots that day. The neighbouring lots were: 355 64 EK 40 357 89 EL 19 358 54 DM 03 They were all 88in IIA. Sorry no idea of price.

57 EK 34 went out of service in July 1971

Wayne sorry that you have explored those avenues already to no avail. What is its EK reg? I might be able to tell you when it went into service & when it was sold, the sale & lot no & even the price paid but it might take a little while to search the sales catalogues. But I have nothing on the years in between!

Wayne if you join the EMLRA you can get a vehicle history search done I think for £5 or you can pay £25 & ask Deepcut to look in their records. Shame your history got cut away, although heraldic & fancy unit markings were phased out from the end of 1977 on order of CRAOC to fit in with the "One Army" concept put forward in the Defence White Paper of 1975 to do away with the distiction between the Regular Army & TAVR.

Wayne that would be of interest. But are you sure it is an EMEI as that should have the theatre of use in the title? I suspect what you have is EMER WHEELED VEHICLES Q 020- 029. That is certainly a big one but is what might best be described as a 'chaos' of information with great difficulty in defining what Rover they are taliking about. But it is certainly is a must have for a MV Rover person. I suspect you have found it of use as it covers the 40A system quite well. I do actually have a spare copy of about a third of it if you're interested.

Wayne quite a few matters in there. I can find no document defining when OD superceded DBG. I think it was very much dependant on the vehicle, its role & how front line it was and many vehicles finished their days in DBG. The earliest photographic siting of OD with disruptive black is a Hornet in 1968. But that was very front line & for use even before the battle lines were drawn up! I can tell you when IRR NATO Green came along & that is much later than many might think. It was 1980, I say that because in that year the Defence Standard for it was issued, it received a BSC381C allocation (285) & the Materiel Regulations introduced the use of it. Most 90A generators (Generator No.10) are Sky Blue but very early ones were black. SB came with preservation & repair) however the matching Generator Panel No.9 remained black. There were & are indeed Regulations for painting, particularly were preservation is concerned & this does not necessarily mean reconditioning. In EMER WORKSHOPS N 111 Chapters 1 & 2 for preservation of petrol engines and chapters 5 & 6 for vehicle assemblies & electrical assemblies.

The colour for most postwar engines is Sky Blue BSC381C 101. Although I suspect that many B Series engines & ancillaries were originally black. The original colour of engines when they came from Rover is a subject of much debate though.:-D Yes I agree the CAV 40A system was black. I have the regulator on my lap at the moment. Whether that was by chance or for heat radiation purposes I don't know, but certainly important for the selinium rectifier to shed as much heat as possible as it would fail to function above 80 deg C, whereas silicon rectifiers can function at 200 deg C.

Mike. It could work but you have to be cautious. Although the two sets of batteries share a common earth there is a problem. Bear in mind quite a heavy current is drawn in turning over a starter motor. The vehicle battery is earthed with a short strap to chassis, not so with the radio batteries. The -ve lead for that is considerably longer & will be earthed at the shunt box. So you will have a voltage drop on the thinner -ve cable as it was not rated to run a stater motor. So I would put a jump lead from -ve radio battery directly to -ve terminal of vehicle battery. You want to avoid the risk of the +ve radio battery supply being drawn through the BCK battery relay contacts in the Generator Panel No.9 terminals to jump the +ve of the vehicle battery supply. Otherwise you might severely damage the relay contacts. But you could disconnect the +ve lead to the radio batteries & stow the end of it on the terminal provided so that doesn't short to earth & melt your BCK relay when then the generator starts & the BCK relay closes. Then a jumper lead from radio battery +ve to vehicle battery +ve.

I'd forgotten about this one, not been for 10+ years. I see its their 30th anniversary. Anyone going? http://www.abbeyhillrally.co.uk/

Jim ok thank you for those. I'll study them & digest them. I thought of rewinding it, but the only wire Maplin had was nearly £7 for a roll when I only need less than 6 inches. But it would need about half the turns that were on there originally so I thought that was introducing a weakness in a high risk area. I bought a 0.47 ohm 10 watt resistor (about 70p) & have fixed that it. Given that the original was rated at 4 watts there is a bigger safety margin. In normal usage it should be ok but if there is any shorting in the field winding the current in the resistor current will go shooting up. Anyway I will re-assemble this & take some measurements. I do have the generator & cable so can compare voltages although I can't run the generator. I need to do some wire tracing as there is a choke a some capacitors fitted & listed that do not appear in successive circuit diagrams. I think this is because there is a degree of copying. A typical example of this is some manuals describe the Mk 3 panel when sections of it have been lifted from the Mk 2 description because it talks about the field relay. But this wasn't used in the Mk 3 instead the battery relay had a reverse winding to perform reversed polarity protection.

August 1969 metal riot shield with lower extension rivetted on. 1969 I think these are circa 1972

Snap! If that's the right word. A lot of heat for a 4 watt resistor!

A few more things added. http://www.shorlandsite.com/WhatsNew.htm

Chris just remember there is a grub screw on the housing to be removed before you try to extract the thermostat.

Chris, well yes I have two copies here! For years it was believed there just two foamers 10 BK 34 & 11 BK 10. That is what you find by checking every BK registration. But there was a third one 27 BT 90 which was a FV1609, civilian registration 2997 OI (the next one to mine 2996 OI)

37 Rhine Workshop

Adam, there were a number of CES. The one I quoted from was 1969. Interesting that the Pig was basically out of service by then & many sold off. This was July 1969 somebody obviously knew they would be on active service again a month later. In NI it was amended by a lot of deletions & then Mk 2 one issued 1974, the earliest one I've got is 1962. The latest was the one for the foamer in 1976 - lot of effort for just 3 vehicles!

Oh yes, 163 actually

My Humber 2996 OI OI, OI quite good for a Pig :laugh:

I think I should have included that in the original article as its something that others might have wondered about. Thanks for raising the point, I think I might do a little re-write with some pics to illustrate the differences.

With Champion plugs the digits refer to the heat range, the higher the number - the hotter: 1-25 Automotive & high performance 26-50 Aircraft 51-75 Racing 76-99 Special & Racing So RSN12Y has a higher heat range than RSN8 No suffix indicates a normal arrangement for the gap. Suffixes J, Y, R, G & P indicate variations. Y gap extends in a little further & has better anti-fouling properties as it gets hotter (also indicated by 12 rather than 8) Broadly speaking RSN8 was fitted to Series 2A FFR Rovers & RSN12Y to Series 3. If you have a choice use RSN12Y over RSN8 as the tip protrudes more it will run hotter & foul less. Although I'm on electronic ignition & whatever plug type I've tried fouling is no longer an issue. Having said that I'm pretty sure I have seen the odd RSN8 fitted on Pigs fresh from NI.