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TonyB

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About TonyB

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  1. Aha, that explains the threaded tube inserts. I thought they might be dummy spark plugs or something to protect or prevent stuff falling into the head. And, of course, why they are called core plugs, which I only know as tap in blanks. Each little job completed progresses the final project, I’m looking forward to your post of the engine’s first run up. I suspect Mr Malenik would enjoy what people on this site do in their home workshops, have a look at the Czech bikes he built from photos. Meanwhile I did only 4 tons of floor this week. After losing my voice last weekend I’m taking lime po
  2. There was a U23 French army lorry for sale in Bognor recently at what seemed a good price. It has probably gone but the seller might have or know of bits for sale or have contacts for that vehicle. I just looked it up, daveateastlake@gmail.com (07931433151) Good truck, good luck.
  3. Those seals are a good find Alastair. It’s the best feeling when a search for an obscure part results in the discovery of dedicated and helpful people, and Newcombe’s sounds exactly that. One thought, if the plugs hold the spark plugs would the thickness of the new seals affect the reach of the spark plugs? Or is there enough turbulence in a combustion chamber of that era to render that degree of accuracy pointless? I’ve managed to mix and lay about 5 tons of floor this week and inhaled enough lime dust to kill any virus around. I wish I had my Kegresse running to haul stuff around. But s
  4. Thanks for the description of the Renault timing mechanism Alastair. While modern adhesives and materials have replaced the keyways and machining of early engines like yours, it is always a joy to make them work. My flywheel has top and bottom dead centre marked but it isn’t keyed to the crankshaft, plus it has ROA and RFA??. Stuff gets in the way, like your fence painting I have several tons of floor to put in and our local labourers have `gone Covid`. That seems to mean they aren’t available or cost twice the price, so I’m chugging away at it with little time for anything else. Regardi
  5. Solid work, Alastair.. I think that I have built three part engines in most ways over the years, and once in the vehicle because I didn’t have a hoist to lift the complete engine which was too heavy to lift in by hand. Pros and cons for each method. I would have liked to see the timing cogs, were they marked? And, given your skills, where are the elegant feet for your cunning engine stand?
  6. Good work Alastair, and a good read. Cast iron pistons? I had to choose whether to use the original CI pistons or later aluminium ones. Everyone told me to use the ali ones but I wonder. My little 1400cc Citroen engine has bronze mains and big ends so it was set up for the heavier CI kit, plus a mighty flywheel. My CI pistons have three wide rings too which I believe conduct the heat from the piston crown efficiently to the block and its coolant. They also fit more snugly because they expand at the same rate as the block, unlike ali. Power to you elbow.
  7. Citroman, I think I read they stopped fitting them to cars in 1928. But the after-market fitted standard difs so it was a joy to open this one. It had very little wear. Have you had to open the ones on any of your cars?
  8. I see why you are interested in difs if you run a Stalwart, B series. And all those marvellous Tracta joints. But as you said in the first place, it’s the setting up to cut the chevron gears a hundred years ago which inspires respect for me. There’s lots printed about the values of that type of gear which explains both the cutting and the application better than I can. I think both your points are valid, I just scratched my head and put it back together. Probably Andre Citroen was enjoying the company of other engineers, (Salomon, Mors, Hinstin…) in a fast developing industry. I looked up
  9. They are a work of special engineering which I enjoy finding B series. I set it up using marking blue. I suppose Citroen used them on their small cars because they could, they had the patent and the kit. I believe their real value is transmitting power with heavy power loads, mills, pumps, and the steering gear on the Titanic I read.
  10. That’s a good point about the different French calculation which I had forgotten. I just checked another source which said the Type OX 100 x 160 (1600 rpm) was 20 CV, but that was used from 1926 for the trans-Saharan transport and they called it a monoblock engine. In 1922/3 they used the 10HP HP and perhaps called it an MH. But what is interesting for me is to see your engine being rebuilt and how different the Renaults were from the Citroens in the desert at the time. Your work does you credit, great pics.
  11. A great project Alastair, I enjoyed reading about your progress. It echoes my own experience of bolting up and then undoing several times to find the way forward. Do you know if your 10HP engine is similar to that used in the 6 wheeled Renault (Type MH) sometimes called 10cv and/or 13.9 HP? It is interesting how they competed with Citroen half-tracks for Sahara crossings and the bitter rivalry it caused.
  12. Thank you for the link to camions Citroen, it’s another vast collection of information by enthusiasts and I’ve spent too long already ogling the pics. I looked at the WW 1 Minervas too. Amazing hit and run tactics from those brave men. Chausson radiators in Paris seem to have got it right. All the best, Tony
  13. Hi Richard, It must be good to have pictures of your granddad at work in such celebrated grounds. Having coach-built such a sumptuous body I guess it made sense to up-date the mechanism. I would say the early pics are B2 based but probably on a car chassis because of the height of the body over the tracks. The car has a kick-up for the suspension movement on 4 quarter elliptic springs, the military Kegresse chassis is flat. The other track system looks like the 1930s P17 with a C4 bonnet (and engine?). the arms for the idler pulley look quite long so it might be an adapted snow (neig
  14. Hi Richard, Thanks for the fascinating link, I’m finding this site is enormous and I could spend ages looking at topics which draw you in. Plus I get lost. I had a read of the section in John Reynolds Citroen book covering William Robinson’s vehicle which you say your grandfather drove. Your post has added another dimension to historic vehicles because before I looked at the machine rather than the men in it. The same goes for military vehicles. The old photos often include a few soldiers and you wonder who stubbed out a roll-up before going into battle and left a mark on the wing which n
  15. Hi Wally, I didn’t mean to alarm you, the wording of the recent email I had from RLC is that they are disposing of the vehicle to another museum because it doesn’t fit into their new premises. They say there are several museums interested and they haven’t decided which one will be best. I’m pleased to hear you worked on it, a great experience. I don’t know what date that one is, the one in Olyslager is 1924 showing a track system with front idler pulley. I’m staggered by the stroke of luck at seeing your post of the manual and that it seems to be the same one that my deceased mate h
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