montie

Welcome to you, sir!

Hi Garry, welcome to the forum! I wil keep a lookout for you. Best of luck across Africa.

What would be the function of the special tool as shown in your album?

hehehe....

Welcome to the forum! I am sure here are lot's of owners who would like a helping hand...

I eventually got round to close up the gearbox and started on the GCP bulkhead panel. After a trial fit and operating the GCP, the GCP needed more adjustment. After quite some to and fro, I got the play right and being able to select the different gears. Great, so now when fitting the little bottom floor panel, guess what! More interference. So, a small modification and there we go, all operating flawlessly. This interference must have been a problem for some time judging by the paint indicating contact with the GCP. .

Ahh.... Saracen rebuild?! tell us more! Welcome in!

Hi Bart, welcome to the forum! Yeah, I haven't had the opportunity to drive it yet but the GCP "kick"is not totally unfamiliar, hence this 'to and fro" between me and Richard. A couple of times I had my knee behind my left ear! I think we have the problem licked, but as they say, " the proof is in the eating!" when I drive it. Although this is a South African version, it is identical to the so-called Saracen 88 and South Africa has/had 280 of them! Check page 7 or 8 of this thread where Recemech picked up the difference. I have yet to come across the dieselised version, though!

Hi Paulo, I envy you! You collect MV's like some collect stamps! Great going!

Richard, thanks again for your time the other night! We are highly impressed with your knowledge as you demonstrated during our work session in the Saracen. I think it was a first on this forum to direct somebody on what to do and how to do it by means of Skype! And everything worked out well! I will close up tomorrow night and check the gearchange pedal play then and I think there shouldn't be need for a lot of adjustments.

I made a short video with my son's help regarding the cycling of the gearbox. Hope it helps? [video=youtube;x-ltTR8_MFk]

Hi Richard, is tonight an option?

I had to fit other electric pumps to my sarry as the Tokheim submerged fuel pumps in the fuel tank were shot. Problem was that the sarry is 24V and has two pickups, one from the reserve tank and another from the main tank. So I put two 12V Facet pumps in series on each pick-up and joined the two lines. The pumps acts as one way valves when one set is pumping and the other is off. I still need to fit a regulator though as I think the high fuel pressure leads to fuel wastage. The regulator is on hand but just needs to be installed. I haven't had a problem yet and since the pumps are hidden underneath the floor panels, it is not an eyesore either. In my opinion it is a definite winner!

Hi Richard, PM sent.

I also posted this some time ago, I felt very sad at reading it and not resist sharing it with the forum. If any of you have ever been to a military funeral in which 'The Last Post' was played; this brings out a new meaning of it. Here is something everyone should know. Until I read this, I didn't know, but I checked it out and it's true: We have all heard the haunting song, 'The Last Post.' It's the song that gives us the lump in our throats and usually tears in our eyes. But, do you know the story behind the song? If not, I think you will be interested to find out about its humble beginnings. Reportedly, it all began in 1862 during the American Civil War, when Union Army Captain Robert Ellicombe was with his men near Harrison's Landing in Virginia . The Confederate Army was on the other side of the narrow strip of land. During the night, Captain Ellicombe heard the moans of a soldier who lay severely wounded on the field. Not knowing if it was a Union or Confederate soldier, the Captain decided to risk his life and bring the stricken man back for medical attention. Crawling on his stomach through the gunfire, the Captain reached the stricken soldier and began pulling him toward his encampment. When the Captain finally reached his own lines, he discovered it was actually a Confederate soldier, but the soldier was dead. The Captain lit a lantern and suddenly caught his breath and went numb with shock. In the dim light, he saw the face of the soldier. It was his own son. The boy had been studying music in the South when the war broke out. Without telling his father, the boy enlisted in the Confederate Army. The following morning, heartbroken, the father asked permission of his superiors to give his son a full military burial, despite his enemy status. His request was only partially granted. The Captain had asked if he could have a group of Army band members play a funeral dirge for his son at the funeral. The request was turned down since the soldier was a Confederate. But, out of respect for the father, they did say they could give him only one musician. The Captain chose a bugler. He asked the bugler to play a series of musical notes he had found on a piece of paper in the pocket of the dead youth's uniform. This wish was granted. The haunting melody, we now know as 'The Last Post' used at military funerals was born. The words are: Day is done. Gone the sun. From the lakes From the hills. From the sky. All is well. Safely rest. God is nigh. Fading light. Dims the sight. And a star. Gems the sky. Gleaming bright. From afar. Drawing nigh. Falls the night. Thanks and praise. For our days. Neath the sun Neath the stars. Neath the sky As we go. This we know. God is nigh I too have felt the chills while listening to 'The Last Post' but I have never seen all the words to the song until now. I didn't even know there was more than one verse . I also never knew the story behind the song and I didn't know if you had either so I thought I'd pass it along. I now have an even deeper respect for the song than I did before. Remember Those Lost and Harmed While Serving Their Country. Also Remember Those Who Have Served And Returned; and for those presently serving in the Armed Forces. Although this is not played on a bugle and really should be, it is still very inspirational!

Hi Richard, it's my son's birthday celebration today. I'll get round to doing it tomorrow.

Hi Richard, I got round tonight to make up the tool and took the measurements. I battled getting the measurement when in 5th gear... Definitely a need for adjustment, I am ready for lesson number 2....

Hi Richard, thanks for the reply. All five adjusters do move, although not the same amount as shown by the pics in post 372. I will modify the tool, ha-ha , fiddle a bit to ensure correct seating and take the measurements again :angel:

Ahh.... Richard, I did not realise it was part of the tool! One mistake that must be sorted. I will mod my version, the original is much better and easier to use! I was worried about that, it is a bit difficult to see down there, also it is below the oil level. I will fiddle a bit with it to check. I held the tool, feeling for movement as I switched gears and cycling the gear change pedal. The tool definitely rises as one lets go on the gear change pedal. The adjuster mechanisms also moves when selecting other gear and cycling the pedal although I am not certain this is what you meant? Thanks very much for your patience with me, I am sure this must be very frustrating for you... and then some!

Was feeling a bit lazy and decided to check the "X" dimensions as per the manual. I couldn't decide why one would take the dimension to the bottom of the cover? The cover thickness was promptly measured and added to the given dimensions, also converting them to millimeters. I then made up the special tool as shown in the Tech repair manual but to the new dimensions. I also decided that a reference would make so much easier because of working alone. Folded out of .8mm stainless and drilled to hold the special tool, it was bolted down with existing cover bolts, checking for clearance. The findings are as follows and a little shocking....... As can be seen, the "X" dimension for first gear is more than 25mm or 1" off! Dimensins for 2nd and fourth gear is also identical to that of 1st gear! Checking the relative spacing, one can see there is a definite problem here. looking at the drawing above, could the tool be positioned incorrectly? It seems that the pull rods must definitely be shortened. I presume this is by means of the adjuster nuts, screwing them clockwise until the desired dimensions are obtained, checking the lenghts by cycling the gear change pedal. A thought occurred to me while comtemplating this.... This is a Saracen 88 and might have a different gearbox. I took some snaps of the gearbox plate but the plate with the Alvis part number is missing. Whether the South African number corresponds, is unknown to me. Your comments, please....

Thanks again Richard, this is good news! I eventually figured out that the "pedal-up" procedure means operating the gear change pedal 5 times in each gear as one cycles through the different gears. Working through the Tech Repair manual, I am being confused because of lack of experience! 1) When adjusting the brake bands, tool FV55522 fits vertically? (my impression looking at the gearbox layout and fig 13), the drawing indicates rod fitted horisontally through the casing (fig 13A)? 2) When adjusting the gear selector control, the "control rod" must be disconnected once the gearbox cover has been removed? I am not sure of the location of this control rod. My impression is that it is the rod connecting the Gear change pedal to the balance of the control levers but it sounds like the rod connecting the gear selector to the gearbox? Question is now, how do you cycle through the gears without connecting this rod? Sorry for all the questions but I want to break this challenge's back!

While I was busy down there, the heat shield on the manifold was also installed. One down. Next I unbolted the gear change pedal panels to see what the situation was. When 1st is selected, the gear change pedal still has no play whatsoever even with the bulkhead removed. I took of the link on the pedal, lengthened it, reinstalled but still no joy. Next step, I opened up the gearbox for a look see as Richard suggested all along. It seems that some adjustment is required. Neutral 1st gear, very strong kickback 2nd gear, very strong kickback,same as 1st gear 3rd gear, a lot weaker kickback compare to the first two gear selections 4th gear, strong kickback, comparable to 1st and 2nd gear 5th gear, weak kickback Notice the small gap on 5th when in neutral, yet it has the weakest kick back of all the gears! How low is 1st gear or "emergency low" as some manuals call it? Would it for instance, be able to tow a tank such as the stolly on that Youtube vid? That is impressive!

Thanks again Richard, you are the man!

Thanks for the advice, Richard, I will tackle it tomorrow. It sounds that it is correct if the pedal stays down when in neutral?

Happy new Year to all of you and may prosperity bore you! My year started of well with me eventually getting round to spend some time on the gearbox. Having first read up in the manual regarding the slack on the gear pedal, mine definitely was not adjusted correctly. After battling for quite a while adusting this way and that way, it seemed that I had my 1/2" clearance between the pedal and the bulkhead. After bolting everything down and checking the clearance, I was satisfied that it was a job well done. Great was my shock when cycling the gearbox! it was in neutral and all of a sudden the pedal stayed well down. Flabergasted I shifted the gearlever to 1st gear and nearly got my knee against my chin from the kickback! 2nd gear and 4th gear gave the same results as 1st gear returning solidly against the bulkhead with no play whatsoever!. 3rd gear is mild in comparison and left some play to the bulkhead. 5th gear in turn is even milder with even more play between pedal and bulkhead. My opinion is that the gearbox adjustments are way off and needs to be opened. Your opinions, please. Oh, and another thing, what is the "pedal up" procedure, please? I don't seem to pick it up in the manuals that I have.