john1950

Was it a running engine without gaskets?

One picture has 8 stud hubs and the other has 6 stud hubs

There is some strangely satisfying when a weld run descales itself. Great work very time consuming.

You cannot have to many Jacks, only ones I was very wary of using were the mechanical ratchet toe jacks used with a 4 in line trailer. I used to have some Tangye hydraulic ones descendants of the ones invented by Tangye to push the Great Eastern into the Thames when it got stuck on launch day.

These are still made try Altramotion.

Good axle stands, nice and safe. I would not be surprised if the correct jack would be a round bottle jack with tubular handles

Not just the tyre diameter but also the bead width and shape.

Could that be War National Reserve?

Could WSR be War Strategic Reserve.

I see David Brown are refurbishing the Crowland Buffalo gearbox, and have test run it.

I have some of these brass hose connectors. Also some delivery trigger nozzles.

I never had a good impression of Terrex loaders, 51 or 71 all noise and no action. Good for making one deaf.

On an Intenational Hough loader the driver is on the front. Sideways travel was much greater that a rear mounted operator driving position. Working in confined spaces was much more difficult. Being directly behind the bucket at all times did make load spotting easier in some cases. I was not a fan, I much preferred the rear mounted operator position. Going from a close coupled rigid Whetherall L66 to an articulated rear cab Yale 2000 was a learning curve.

Every day is a school day. When I ran T45 6x4 Constructors there were 37 axle variations through the range, if I remember correctly.

It will have Leyland hub reduction axles so parts and information should not be a problem.

If you read the post you will find Richard Farrant was giving valuable assistance back than as he still is today. Also people like N.O.S. that take the time to look out original diagrams and notes to aid trouble shooting. They make this forum stand out from the crowd.

If you look on this site for -bedford air brake problem, bedford trucker was having the same problem. There is also a diagram of the air system in the post.

A nice piece of non ferrous earthing spike

If the air tanks get to the correct pressure the buzzer will go off. Going back a long way in my memory when the air get up to pressure the unloader valve lifts and keeps the inlet valve in the compressor head off its seat with a jet of air. These unloader valves get a carbon build up inside and unload prematurely if you follow the small pipe from the compressor head you should come to it, it is adjustable. There should be a non return valve in the main pressure pipe to the tank it will be a long connection between two pipes, this also carbons up but can be cleaned. If you take them apart they have springs inside so be carful or you will spend a lot of time looking for them. You can check if it is the unloader valve by disconnecting the small pipe and then see if you have a better air pressure, if the buzzer stops sounding then you are on the right lines. There is a max pressure valve on the tank so that will unload if the pressure gets to high. Clayton Dewandre valves are still available if you shop around.

What parts are you looking for?

I have one of just these, its unused.

Sandstone got a dismantled one from Malta. I wonder what condition it was in.

Diamond T Lionheart to under take that restoration. I think the quality of work is gold standard.

Great to hear from you again. Good to see the trailer back up on its feet. Dirt in fuel causes expensive problems.

It's been some time since you posted, I hope everything O.K. I have seen picture's of a Diamond T in the Western desert campaign and through into the mud of the Italian campaign with part sections of German Panzer mk 1V tank tracks wrapped around the rear drive tyres to aid traction the same as Scammell's. They would have been heavy to handle.