LoggyDriver
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Posts posted by LoggyDriver
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Also don't forget that if you are using an exempt vehicle to tow an unladen trailer and its found that the trailer is "Laden" then the towing vehicle is no longer exempt AND the driver of the vehicle if the combination is over 8250 train weight would need a Class One HGV driving licence.
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Wow! So clean! Looks like it's never been used at all! Congrats on a real nice buy. They didn't have any bedfords in that good condition when I went up there. If they had I might not have been swayed to look at the DAFs. Those MJs really are nice looking trucks. So much character! For my purposes I'm glad I went DAF but if I were to be a 2 truck bloke then the other would definitely be an MJ.
Thanks mate,
The truck has only done 3,500 miles and the box was only issued to 9 AAC for the last 2 years of its service life, the rest of the time it was at Donnington Storage depot. Good luck with your conversion. The Cummins is a very good engine so you should have a reliable truck...
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Thanks very much. I'm well chuffed with it! Engine is standard 5.9 turbo-diesel Cummins throwing out some 145Hp.
That was sort of the intention with the tail lift, though I'll be building the cabin door into the side of the body rather than on the back. With some modifications the tail lift will become a folding box of sorts... an on-board "garage" for a motorbike, tools and storage of the awning, which I'll be making out of the old roof canvas.
Here's a link to my page on The Overlander where I've posted some rough design sketches & various info.
http://www.theoverlander.org/my-wheels/trucks/leyland-daf-with-a-twist.html
Hell of a nice MJ you've got there. Very clean! Did you buy it in that condition or did you spruce it up yourself?
Hello mate,
If you go onto my profile page and click on the Bedford pictures it tells you all about it on there. Thats the condition I bought it in, I haven't done anything with it apart from a new fuel lift pump and had the fuel lift pipe in the tank brazed as it fell out the union. Also put a new output shaft oil seal in the main gearbox and a full drop and renew of all oils and filters.
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Nice DAF you have there, has it got the Cummins?
Regarding the body J bolts. The Army would have used these and NOT ratchet straps.... Someone has nicked them off the truck probably, as they are like rocking horse s*it....
If it was mine, I'd keep the tail lift and use it as a lift up to the door of the body you will be putting on. It will also add extra security. Here is my MJ, a Radar Repair Workshop.
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Please can members of the forum sign the E petition. It's to exempt the Air Ambulance from paying VAT on fuel for the Helicopters they use.
https://submissions.epetitions.direct.gov.uk/petitions/29349
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My Land Rover Defender is ex 51 Squadron, RAF Regiment. 20 Alpha.
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It has everything to do with making money. I haven't got a problem with vehicle safety, but come on, how much extra is the MOT going to cost now they have added all these extra items in the test? Considering most old vehicles have none of this stuff fitted, are they going to reduce the cost of the MOT for them? Of course they aren't.
If a country like Canada can function perfectly normally with NO MOT, then I'm sure we can. Makes me laugh. Oh and by the way the NATO socket is 12 pin, so that wont be tested.
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Sorry to hear about your loss, especially at this time of year. I wish all affected my deepest sympathy.
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Happy New Year Everybody...
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The prototypes were registered on C plates which was 1986. I worked at The Bell lane Factory from 1980 to 1988 my claim to fame being that I prototyped the oil cooler mounting brackets to mount it behind the headlamp apperture on these vehicles. When I left in the summer of 1988 the contract was still not finalised as far as I am aware so the earliest vehicles may well be 1989. I seem to remember that some vehicles were run off on the Renault Dodge plant at Luton as they were going to manufacture the RB44 along with the Dodge 50 as Boughton did not have the capacity to make the numbers required by the MOD. As I know army registrations with KE in the middle are from1985 and KF 1986 I would guess a KH/KJ registered vehicle would be about the age you are looking for.
As an aside I never understood the braking issue with these. I remember a day spent on Bovingdon airfield with Andy Jefferies from the Quality control department doing Brake testing with a fully laden trailer. It pulled up dead straight in a cloud of rubber smoke every time.
I think you will find KD is a 1986 number as my Bedford is KD and that's 1986.
KE = 1987
KF = 1988
KG = 1989
KH = 1990
KJ = 1991
KL = 1992 - We have trucks at work that are KL and these are 1992.
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All good stuff.
Can you imagine the red tape and health & safety issues if that was tried today!
Yeah, I'm sure the Elf and Safety brigade would have something to say about guys up to their necks in water...
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Watch this series of short films on You Tube for some very nice Military porn in action. Part 5 is fantastic. A testiment to the quality of the trucks involved is at the end of the film. Brilliant.
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Hello Dave,
Wow, they are some nice looking vehicles you have there. Thanks for the PM. They both look in excellent condition!! Has the Bedford been down rated or are you running it on HGV? The Land Rover looks the nuts too. Have you managed to see mine? You might be interested to know I live 5 miles away from RAF Benson.
Andy
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Thanks for all advice.
Rick W - was the product you were suggesting "POR-15 Metal Ready" from Frost.co.uk ?
LoggyDriver - I did wonder at first if it was the pick-up pipe come adrift since the engine died so quickly. I'll check the security of mine when I get the tank off.
Thanks all,
Chris
Hello mate,
Yes it would be wise to check. They are soldered into the elbow and the fuel eats away at the solder (so the welder told me) I took mine to a local specialist welder and he brazed it into place, so I shouldn't have any more problems touch wood.
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Make sure you remove the fuel pick up pipe and check it's security. Mine dropped out of the elbow in the Summer causing considerable headache. Replaced the fuel lift pump (which needed changing anyway). They are well known for this apparently.
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Thanks for the further link. There is a lot on this set up on the net. I have heard this afternoon that the contract is now possibly covering RAF units with a tac mobility role - so I need to rewind on my previous. Originally the contract was for RE and certain RLC items - it is possible that 2 MT, 5001 Sqn and the MAMS boys are being partly equipped by them- I will post if I glean any info next week. .
I am still trying to find out what the colour and finish is on this kit ??
TED
The two at RAF Lyneham are being driven by RAF MT Personnel as I saw them operate these trucks. They have the draw bar trailer and are the same green as the one in the link I posted.
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The Iveco Trakker is used mainly by the RAF. There are two identical vehicles at RAF Lyneham with draw bar trailers that I saw when I was there a few weeks ago. The KM registration denotes that it's a Private Finance Initiative vehicle as far as I'm aware, a bit like the tank transporters that are owned by a private company. I presume the crane is at the back so that it can load and unload the draw bar trailer it comes with without the need to remove the trailer.
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Has anyone seen the Bedford Jamie Oliver drives in his new programme?
I presume it's been derated to drive on a C1 licence, or does he have a Class 2 (Cat C) licence? I would be interested to know who did the conversion and what the weight of it is?
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As Tony said, you still need to do the reversing exersise, but you no longer do the controlled stop as I mentioned. This is the same for trucks and buses. You are allowed to use an "aid" that is not obvious. I used a bit of black gaffer tape that was stuck to the inside of the offside rear wheel arch. When the tape was inline with the start of the box I was bang in the middle of it. Also when taking a bus test you are allowed to use the whole of the box, but when taking a truck test you have to get the rear end inside the hatched area inside the box.
It's still the case that if you take your test in an automatic that you are restricted to automatic vehicles. Even though I have a manual class one licence I still had to take my test in a manual coach to get my manual Cat D licence.
The driving part of the test is an hour long.
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What sort of vehicle is in Cat D ?
What sort of size/weight is a vehicle in Cat C ?
What does this bit cost ?
I know its a very good idea to have training at professional training school, but do you have to !!! could you just take the test :nut: !!!!!!
How many times can you retake the test ?
What are the sorts of minor, Serious or Dangerous faults can you give me an idea ?
When you say driving commercially you mean for hire and reward / working as a driver for a company ?
If you want to just use it to move your own equipment about, do you need to have the tacho card ?
Is there a year before which the truck is exempt from having a Tacho ?
So have car licence,
get medical,
do and pass the Cat C then go on and do the Cat C+E ?
Is there a time period between the cat C and taking the cat C+E ?
If you have an old licence (pre 1997 I think) you will have Cat C1 which is a 7.5 tonner. Anything over 7.5 tonnes is Cat C. This Category is a Rigid Vehicle Category. You can drive 32 ton 4 axle tippers on a Cat C licence, so for example, all you need to drive a DROPS is a Cat C licence. The costing for the Hazard Perception and Theory are on the link I gave you!! You just need to look for Test Fees.
There is nothing stopping you getting trained by someone who already has a licence. The only requirment is that they have held the licence for more than 3 years. The DSA have certain test requirments the Examiner will be looking for. If Joe Bloggs doesn't teach you those then you will more than likey fail. Observation, observation, observation....
As far as I'm aware you can take the test as many times as you like, however the cost of failing several times will soon add up.
A minor fault is a missed gearchange or wrong gear for the speed you are doing, also not doing something like checking your mirrors before you alter your speed (including accelerating from a 30 to a 40 for example) things like that. You are only allowed 15 minors and you can get them before you even go out on the road during your reversing exersise. A serious fault would be, for example, clipping the kerb on a tight left hand turn. You only have to clip it and that is a FAIL. A dangerous fault is just that. If you pulled out in front of a cyclist and he fell off trying to avoid you, that would be game over.
As mentioned every truck needs to have a tacho fitted unless its 25 years old or older. I think you can still have anologue units fitted, not sure. As far as the CPC goes, again if you look on the link I gave you there is a list of exemptions. It's all explained in the download from the link, you just need to read it.
Car licence - Medical - Driver Theory and Hazard Perception Tests at the DSA - Practical Training - Test = Cat C Licence. If CPC required - Case Study Test at DSA - Practical CPC Test at DSA Driving Test Centre = CPC Qualification.
Then Cat C - Practical Training on C+E - Test = C+E
There is no time limit between tests, but as you will need to do another weeks training it would be a minimum of a week.
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I run my MJ every three weeks to keep everything lubricated. All seems fine at the moment.
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I seem to remember from when I was a kid that Bedford TK's have an oil nipple on the steering box. My annoyed dad told me after I had been spending some time pumping grease into it...............(my dad had a haulage company)
That's correct. There is an oil grease nipple on my MJ steering box. Never been able to top it up as I've not seen an oil gun for sale anywhere.
G.i dough
in Other Chatter
Posted
I watched it last night, bit cringeworthy if you ask me. The Irish guy who is trying to be American, doing high fives and slap punch handshakes.... If that re enactment at the end is one of their biggest shows, judging by the stalls they had it looked like a car boot sale compared to Beltring.