cordenj

After many other distractions over past couple of months, today was the day to make a determined attempt to start the Austin engine on the MUREX trailer. I'd built and fitted an exhaust system a couple of weeks ago: And now with welcome assistance from a retired BAE Systems electrical engineer, the IMPS Chairman with EasyStart and a Financial Advisor (to operate the starting handle), we struggled for some time with it not quite firing correctly. Checked the firing order and plugs leads....and corrected it to be 1:3:4:2...and it burst into life. Very rewarding as everything had been dismantled over the past year, so there were a myriad of potential problems. It was good to see the mechanical governor working smoothly too, as that was the first one I'd ever tackled: With the welding output box connected, the main Voltmeter showed 50v output. I now need to find some suitable welding leads and I suspect the large Ammeter will then register an output. Engine running smoothly, good oil pressure and electrical output, all in all a very satisfying day! I've uploaded a couple of videos to Youtube: Thanks to Ian, Anthony and Ross.

...and I sent in several photos, which were published this month. But then I've contributed to the IMPS magazine too. Seems to me that member's input + a lot of work by the editor and team = Club magazine.

Portable hand fan for cooling overheated officers in India. Folds down for ease of transport

Visiting the Islands as part of a 2 week wildlife trip that includes Chilean Andes and Patagonia. That said, the organisers recognise the important connections to the conflict, hence stay at Goose Green and visit to the military cemeteries.

​Most definitely. Thanks

Wouldn't dream of it :cool2:

Yes I've few of the other "Then and Now" series, so will look out for a copy. Thanks

​Will check my hand luggage allowance...

​Yes, will overnighting on Sea Lion Island. Also visiting Carcass Island with overnight.

Thanks Guys. Looks like my Christmas present list is now sorted

I have an opportunity to visit the Falklands in February. Would stay in Stanley, Goose Green (and on couple of the smaller outlying islands for the wildlife rather than military history). There are dozens of books on the conflict, but can anyone here give me a some recommendations please. Thanks in advance

No Guy, not the mudguards but the cast metal devices bolted along the sides of the trailer for securing the ropes that hold down the load or cover. I know that finding these cleats, if missing, can be difficult on some other trailers. But you are fortunate as they seem to all be there.

Well done Guy. Another trailer to be saved. I see it has the expensive to replace cleats and a restorable T-Plate.

PM sent

Lex Photos of that trailer came off the internet a few years ago. Only reference I have in my file is that the trailer was/is Czech. Couple more photos:

Not that I'm aware of.

David, Here is a photo of a No1 10 cwt GS in use, with an X number reasonably near yours, to show some original camouflage:

Anthony: By chance, I may have an answer to your "mystery" trailer hitch housing. We know we'd expect the welded "barrel" design on the early trailers, but I've just found this drawing of the hitch for a post-war Brockhouse trailer. A quick Google comes up with lots of images of the hitch in use. As you can see the housing body is identical to yours and explains how the serrated top was originally designed to hold the handbrake on. ​So the question remains - why was the early barrel removed and replaced postwar. At same time that the larger ring was fitted? Because early barrels were found to be a weak point?

Just goes to show how value of WWII trailers have outperformed most other investments in last 3 years! Better forward this to Mrs Corden............:laugh:

Yes Simon - good point. I should have worked that out! Of course, John Brockhouse. Certainly major manufacturers of trailers post-war, but I've not seen another one of their plates like this though, so still wonder if they took sub-contract work from the major supplier to the early numbered contracts. Agree with Tony, I know we've not noticed chassis numbers stamped on GS trailers we've worked on, other than on the dataplate. I can see an advantage of stamping the chassis, as you'd think they would want the trailer permanently identified in some way). The 10 cwt water bowsers have the galvanised bowser individually numbered with a small permanently fixed brass oval plate. The Electrical repair trailer built by Dashwood doesn't have any identifying numbers stamped on the chassis. The MUREX trailer (built by either Orme Evans or Brockhouse can't say which yet) does have three digit stampings on the chassis, but hidden behind the engine mounts; so I am guessing these where factory ID numbers? So am interested in where David's trailer is stamped with his chassis number.

Marine Accident Investigation Board Safety Bulletin just published: http://www.maib.gov.uk/cms_resources.cfm?file=/Safety%20Bulletin%203_2013.pdf

Thanks! Did try to get them level, but options were: 1. Level screws or 2. Loose handle....

Summer is over and its back in the garage to finish the restoration of the MUREX welding trailer. First job is the strip down, clean and refit the very large radiator. Before I pulled the radiator to pieces, and as it was drained when I bought the trailer, I needed to check that the cores where in good condition and watertight. So I sealed up the filler cap, the inlet and outlets, and then pressurised the whole rad to 10 psi and left it overnight. Pressure held with zero drop so I assume the cores are not going to leak: Next pulled the rad apart. Large copper core is surrounded by bolted aluminium frame: All went back together easily and then hoisted complete unit back into the chassis:

Thanks Ian, £950-1000 then, which seems a reasonable price given the £800 the rotten one recently made on Ebay. I understood this one could be towed away, but don't know how much restoration was needed.