Gordon_M

WD40 I suppose, but I'd just cover it in oil and let them lean ....:blush:

Coat of engine oil on the bench top, methinks. I'll bet there was provision for storage of an oil can or the like on the trailer somewhere ? These days diesel would probably do a better job.

Good to have you back Howard truck looks just fine too - maybe a bit too nice for a GMC .....:blush:

Yes. VC 3 was doing nothing so now it is on the south coast of England, together with the VC 1 chassis. I really need to get some work done on my 1939 Pickup and 1940 Panel, and with the VC parts in the garage I couldn't move. My garage is tiny and not clean and shiny, like yours ... 8-) I need to pick up that axle, I know. I still need it, and fenders, and seats for the panel van. When you get to the canvas on the VC3 you need to decide if you will have bow corners or steam bent bows. The steam bent bows look nicer, but then the standard end curtains do not fit because of the extra height. I am still running the VC list and survivors page - if I hear of a T202 engine spare I will let you know. :-D You have all the parts you need - except for the engine? G

Nice, wish I still had mine but I had to make some space. I did keep a VC front which is going on that late 1940 van - when I get round to picking up that axle. So many trucks, so little time. Any VC parts you still need?

I'm seeing the need for an illustration or two, if you have some to hand please?

Gauge pressure on dash while this is happening? Could be a stuck check valve somewhere or the pressure relief valve might be stuck open. It's been 20 years since I had to look at T brakes tho.

Well, a buying guide would look like this. You'd need a solid complete chassis and a complete drivetrain, plus the core engine - accessories no big deal. Also the specific right hand drive bits of the cab, and preferably all the metal bits of the back body. If you have that lot the rest is do - able. I remember there was a D60 in a tumbled down shed somewhere in England, M62-ish, but the cab was in a right state.

The D60 shares a cab with the D15 and D8A, but none of them are that common. If you have all the right hand drive specific bits from the original cab, it would be reasonably straightforward to adapt any left hand drive hard cab from a 1941-47 civilian or military Dodge. ( NOT 39 - 40, different ) Those are much more available but still not common. Not that difficult to get 1.5 ton front fenders, but the D60 ones were cut back oversize to clear bigger wheels. Vintage Power Wagons in the US can do you lots of small stuff like windscreen seals and door parts. The 236 cu in engine is specifically Canadian, so anything with a length, like head, block, cam, crank, manifolds would just have to get robbed from another 25" long engine. Things like oil pump, distributor, etc, may have some interchange with the US military and civilian trucks. Very little to be had in the US or Canada. Most of these trucks that survive are in the UK, Europe, Australia or NZ now, and other former Empire / Commonwealth places like Malta.

Well impressed, as usual. :wow: You really will have to stop making almost complete trucks out of not much more than raw metal stock - it embarrasses the rest of us no end.

The factory governor was set to kick in at 55 - if yours is set lower it isn't doing you any favours. Do not, under any circumstances, remove the governor completely - bad things happen.

It should sit at 55mph all day long if it is in good order. Taking the canvas off the back for long trips saves fuel

Car-wise? nothing. It's a heavy chunk of material. Most of the car tilt-bed transporters will struggle with it. Small plant-hire truck or recovery truck. You could put it on a really big Ifor Williams but the total weight would mean you'd need a truck to tow it.

I recommend Fred Crismon's excellent US MILITARY WHEELED VEHICLES book on this subject. I think he must have got a file with every WW2 variant of the AutoRailer in it and featured them heavily. As I understand it, the primary reason for procurement was for arsenal use within the USA ( the Dodge 1.5 ton and 1 ton trucks were at the Ravenna Arsenal ) to carry the nitroglycerine from the manufacturing plant to the sub-facilities where it was turned into more stable explosives. Nice smooth steel rails, I bet they were to a high standard with very few joints .... In Korea and Alaska they were used for transport in areas where the railway links were in better condition than the roads.

Original Evans setup in Korea; Original Evans setup at Ravenna on a Dodge COE; got a better version somewhere Dodge one tons, again at Ravenna; I'm putting together a copy of one of the one tons here in Scotland. Unfortunately very few of the original Evans Auto Railer setups have survived - I think the Grey Goose at the Alaska Railroad is one, so I've had to use 1960's Hy-Rail attachments from Fairmont, the company that Evans turned into. Got one of these too; a Nolan two ton single axle road / rail trailer.

The weather is bringing out a plague of politicians to add to your misery. Fairly windy and stormy round here in Scotland, but nothing out of the ordinary summer weather....:blush:

Very nice Rob It's interesting to note how the wheel offset and tyre size works with appropriate tyres. The single version of those Budd wheels would rub those tyres on the shield edges as there is about 1" less offset.

General agreement on this; 1. Leave it till it is running and see if it leaks. 2. If it does leak try a proprietary leak sealer like Radweld or Barrs Leaks. 3. Still a problem? Then call Metallock who can do a site repair, after which you can forget it for the next 100 years. Sides of water jacket castings are generally thin and they normally crack at changes of section, so any form of welding or brazing repair will probably cause it to run and you might end up with more grief. Might be good to clean down and crack check the whole of the accessible block surfaces with dye penetrant now though, before you put a lot of time, money, and effort into it. If it does have multiple cracks, and many old block castings do, then just freight it to your nearest Metallock branch and get it back in a month or two completely fixed. It's easier for them to do repairs in house and I'd guess cheaper if there was no urgency in the finish date.

If I remember rightly and Halley was in Glasgow. then that was a world-venter of iron founding at the time and the patterns, castings, machining and design of a basic engine would not have been a problem. They may have bought-in a design and made it themselves as I don't know of a small engine manufacturer round there, but castings and the like absolutely not a problem locally.

He did say it's a bolt-on bracket so no big deal. They can always rework the worn one for the next Thorney they build ....:undecided:

Extra horsepower = always handy

There's thirteen planes, and I can count thirteen truck windscreens - are some of them not Tructors ? Didn't it get a mention in the thread that there were only sixteen made? If so that is 13/16th or production right there. The location of that shot is the old Glasgow airport at Moorpark / Hillington / Renfrew, just across from the Renfrew Rolls Royce plant where my mother and aunt worked during the war on Merlin engine stuff. If you were standing on that spot now you would be dodgeing traffic in the fast lane of the M8 :-D

http://www.warbirdinformationexchange.org/phpBB3/viewtopic.php?f=3&t=51576 Is that a Tructor lineup in the middle of the December 10th images on this post ?

Am I alone in thinking you could have got the other half to move the Peugeot, Paul? It'll be back to your day job of putting sardines in cans on Monday then? :blush:

Take chunks of wood and hammer them in. If they come loose, hit them again, if they fall out, hammer in another bit. Don't see any of these things revolving fast enough for high speed out-of-round being a problem :-D