cosrec

seriously before you start doing anything drastic take air cleaner pipe of and give it a blast see if it makes a difference. we had an Iveco cement mixer last year dealer maintained symptoms smoking gutless burning oil fortune spent on injectors pump. We got job because driver refused to drive back to base as actually cutting out. Our driver was getting it ready for suspend towing and asked driver to start up to speed up air build up. Noticed pipe from air cleaner to inlet manifold collapsing took out filter driver said it had never ever gone so well .

My dad leant me the money to buy a Morris MRA1 offf Mr Houseman £50 cracked block but had recondition engine in the back of it very early 70s it never made it back to our yard Dad sold it again for tenner profit I ended up with a well used one Harvey Frost hand wind on it from local scrap dealer £35

time does take a toll on the old girls but we all forget is how things have advanced. What I would have a look at if you havnt already is the aircleaner that used to hold them back. Really bung up quickly if stood about getting damp then used when dusty

Back to you original question No as far as I am aware have no knowledge of the 680 been subject to been porous in fact the opposite it had a very good reputation. I guess if you can make good with a repair you would be very unlucky to have problems again.

I have also just out of shear bloody-mindedness come off the phone to an old gentleman who looked after a fleet of Scanias who told me it used to happen to about 1 in 10 of their trucks. there was no rhyme or reason it just happened. He was told the same as me cutting oil in coolant put extra earthstraps on and change fanbelts. He said within three months of taking deliver a new truck he could tell if it was going to have problems just by its appearance around engine and anything aluminium anywhere on truck Another question was the engine being used to drive a generator??

just done a real quick search because I know I aint dreaming this up Engine destruction due to excessive voltage in engine's coolantIt has become apparent that many preventive engine failures, due to problems noted in the cooling system. Problems caused by an electrical current passing through the coolant from an electrical ground problem and generation of static electricity elsewhere on the equipment. This can destroy an engine in 24.000 miles regardless of the cooling system maintenance. The only way it can be stopped is to correct the electrical problem causing the current. The enclosed maintenance tests were developed with the help of fleet maintenance superintendents, port engineers, and several people workings in equipment maintenance. To correct this potential for engine destruction we recommend it be incorporated in any preventive maintenance program. Examples of problems noted in the field that led to this test procedure are enclosed for your convenience. Engine damage from an electrical current will be illustrated by pitted liners, all coolers, radiators, extreme aluminum corrosion, and abnormal water pump and head gasket failure. Aluminum corrosion, products will stop the flow of coolant through the oil cooler causing severe ring and bearing wear due to improperly cooled engine oil. Copper will plate out onto the iron components causing iron destruction. One may also notice abnormal rusting of cabs and other sections of equipment. Field Problems That Led To This Test Procedure 1. Copper injector shells in a truck engine were being destroyed in 3D days because a broken cab ground strap allowed the electrical current to ground through the coolant. 2. A twelve cylinder marine engine was destroyed by liner pitting. As indicated by our laboratory testing of the coolant, the overhauled engine was again damaged. The starter, which was starting the engine with no apparent problem to the operator, was causing a 12 volt current to ground through the coolant. Pitting destroyed engine blocks in a large towboat. The pitting was, caused by an electrical current due to two defective electrical switches on the after cooler systems and one switch on the air conditioning unit in the captain's cabin. 4. The aluminum top tanks of truck radiators were pitting on a new fleet of trucks equipped with rubber air bag suspension an the rear ends. The rear ends were generating a current, which passed up the drive shaft to the cooling system. Grounding the rear ends and transmissions stopped the problem before the engines were destroyed. 5. A large fleet of trucks made up of half tankers and half flatbeds, using the same brand of engines and trucks, lost sixty engines in one year. Fifty-four engines failed in the flatbeds while only six engines failed in the tankers. Tankers have a bonded ground system while flatbeds do not. The nine to one ratio indicates the potential for damage. 6. A truck hauling plastic pipe was losing the engine every 100,000 miles. The operator noted the load was glowing because of static electricity due to air brushing down the open-ended pipes. The operator covered the pipe with a tarp and the engine lasted over 300,000 miles, 7. Newer model electronic controlled engines, head gaskets, water pumps, radiators, oil cooler, and transmissions were being damaged. Capacitors in the computers were allowing a stored electrical current to enter the coolant when the engines where turned off or starting after a period when the engine was in not in use. The electrical current has been present even with the batteries removed from the unit. 8. Grounding systems with the computer grounded direct to the batteries are beginning to be used by several manufacturers. Contact your manufacturer service-engineering department if a current is noted.

I don't know on the Scania that was what I told by an old boy who worked for the dealer he said it was some sort of static build up erosion caused by the material used in the belts. On the Renault it was one of two we built both brand new chassis. We kept one and sold one the one we kept just seemed to decide to self destruct. every where aluminium and steel touched on the engine started swelling turning to powder. I suggested what I had been told the belt was changed and it never got any worse. I Don't know

In 2007 we bought a brand new Renault 10 ton crew cab truck and fitted brand new slide bed aluminium from the US. within months of buying the whole tuck seemed to be turning to powder. any where aluminium was touching steel it was swelling and starting to corrode I suggested swapping fanbelts and adding cutting oil to coolant it never got any worse so what the actual problem is I don't Know

Shouts to me the block has been subject to some sort of electrolysation being used as a stationary engine. Very early Scania engines where subject to same problems (and used same block built under licence) the advice then was to add cutting oil to coolant but if you have that corrosion probably the block is to far gone. I had on of the first 110 scania in England as a wrecker and it developed a hole in block along side no 5 cylinder it looked like it had been drilled. the Scania agent said it was down to static electricity and and advised different fan belts cutting oil in water and putting earth leads all over engine

I would suggest until somebody comes up with some other advise to go with wheels level with Chassis rails. then adjust body clearance to fuel tank to look right. I doubt fuel tank was not standard. Then adjust final ride height at rear by adjusting rear wheels to simulate smaller radius at bottom eg filling flat or sinking into diorama

come across this problem a lot using truck manufacturers body builders drawings bulk of vehicles have chassis level with top of tyres when unladed. BUT this is not tyres diameter from floor on 22.5 inch tyre it is usually diameter less 1.5 inch on military vehicle it can be 3inch less. The tyres bulge out at bottom. what is so critical ?. I am currently trying to build a slidebed vehicle that can carry a high roof artic unit and keep under 4 meters for Europe I am working to millimetres on full sized trucks . Guess you are model builder

My apologies I meant insure on chassis no . No plates are for identification purposes so that customs and excise can collect taxes. Police have no interest in collecting taxes and as such have no interest In theory you cannot be taxed until you have MOT hence exempt going to and from test

pretty sure you will find some idiot who will do it for less then £ 1.00 a mile on back load. But is it a runner if so tax it on chassis number book it in for MOT and drive it back

When I first started in recovery 95% of tows on heavies were done with Poles Straight or Swan neck. I hated them then and still do 45 years later. The thing with poles is you have two people each with there own minds thinking they know best working against each other. Plus both have a smugness that tells them can stop safely despite the effects of gradients and corners. Ages ago I did write a couple of things about towing on poles on this thread showing how they can confuse people into feeling safe on this Thread.

Robin we had a three similar cranes all direct from MOD all where crap at lifting. All three we adjusted main relief valve so it blew of at 2750psi and all were good to go. The only one I checked the pressure on was wire locked and valve blew of at 1200 psi that was on a foden F70. I have found a lot of MOD hydraulic equipment has relief valves set about half way to designed working loads both EKA wreckers I have had used to cut out at 12 ton on main winch until altered

To datadawg see height limit in Pennsilvania is 13' 6" drops with a fox or the one with turret on would be touch and go You would have to check but I believe weight limit on rear tandams with single rear wheels would be down around 24,000 lbs.

Centrifugal Force - The False Force An evil word has worked its way into our daily vocabulary, and with it, an incorrect understanding of the way physics works. "Centrifugal Force" ( Latin for "center fleeing") is often used to describe why mud gets spun off a spinning tire, or water gets pushed out of the clothes during the spin dry cycle of your washer. It is also used to describe why we tend to slide to the outer side of a car going around a curve. It is a common explanation...the only problem is all of it is absolutely wrong!!! Centrifugal force does not exist...there is no such thing...it is a ghost we tend to blame odd behavior on.Take for example this common situation. You are riding in a car going around a curve. Sitting on your dashboard is a cassette tape. As you go around the curve, the tape moves to outside edge of the car. Because you don't want to blame it on ghosts, you say "centrifugal force pushed the tape across the dashboard."--wwrroonngg!! When we view this situation from above the car, we get a better view of what is really happening. The animation below shows both views at the same time. The top window shows you the bird's eye view of the car and the tape, while the bottom window shows you the familiar view from the passenger. The car tires on the road have a enough static friction to act as centripetal force which forces the car to go around the curve. The tape on the slippery dashboard does not have enough friction to act as a centripetal force, so in the absence of a centripetal force the tape follows straight line motion. The car literally turns out from underneath the tape, but from the passenger's point of view it looks as though something (a ghost force?) pushed the tape across the dashboard. If the car you are riding in has the windows rolled down, then the tape will leave the car (or does the car leave the tape?) as it follows its straight line path. If the windows are rolled up, then the window will deliver a centripetal force to the tape and keep it in a circular path. Any time the word Centrifugal Force is used, what is really being described is a Lack-of-Centripetal Force.

I should add that there is no such thing as centrifugal force, first true word you have said its centripetal al

Not getting into safe or not debate. But a few things to bear in mind for use in the States. As far as I know the bulk of the states have a lot less weight limit per axle than UK. Also bear in mind your height limits the drops with rack on is very high. By the way I am not anti drops I think the truck is very well designed engineered truck it just has very specific uses in its drops roll but can have lots of other uses

I have at times given advice /views and been castigated for it in deed banned for it. I have given this advice/ views when things are not as they seem and really think I am right. But I have learnt when people don't hear what they want to hear you are wrong. So my only and last comment on this subject

As far as I am aware no problem tow your caravan but don't try filling it with goods you are selling but why would you if you have a matador.

every truck I have ever seen has sliding part nearest to gear box/transfer box

Hows about the one troops who entered a battle field signed off in the great war

Spent a couple of nights looking on net re 750s. In the states scotches where an optional extra as was the tow hitch rear pintal hoolk and various light package. by the way the first 750 was built in 1964, Most where fitted at the chattanoga factory along with what be came the holmes style body and a trawl through pictures on the net show a lot of the earlier ones didn't have the keyhole slots for scotches of rear pintal hook. All holmes 750s supplied to UK came to dial Holmes to start with the early ones having ash frame bodies clad with aluminium some kits were sold on and bodied by bus companies who did there own thing with bodies I have seen these without the tow hitch but just a pintle hook/ tow jaw. then about 1969 dial holmes adopted the Holmes style body and these where built with key hole slots for scotches. But the actual scotches where still optional and I believe added £18 to the £2,200 crane

Thanks for the pictures Tony the scotches on the trailer I believe are standard trailer scotches admittedly more heavy duty than normal used for parking not chaining back to body. the tool kit looks identical to that in CES with omission of scotches hence my thinking the scotches were an after thought by UK mod. To explain above picture first pic shows a good substitute for scotches and works with single or twin rear wheel just let vehicle roll back until axles try climbing over one another before applying handbrake. pic 2 is something I came up with about 30 years ago after I bent rear body work on a daf 3300 double drive wrecker I built it works brilliant but needs 4 scotches but you can use on any twin rear axle even modern ones with modern mudguards. pic 3 was something else I tried a lot of years ago when I was sharing a heavy pull of to an eight wheel on a mucky sloppy site again worked brilliant but took a little initial setting up when it worked took 8 wheeler loaded down in to ground past centre line of axles