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Old Bill

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Old Bill last won the day on April 25

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About Old Bill

  • Birthday 01/18/1965

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  • Interests
    Military Vehicles, miniature steam locomotives, ships, aeroplanes, anything mechanical.
  • Occupation
    Refuse Collection Vehicle Designer

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  1. I took the hint after that and tempered them back a bit. I wasn't expecting it to get quite that hard! Steve 🙂
  2. Thanks Barry. You must have a bit of old blue rope. I don't think it comes in any other colour! Thoughts have turned to tappets and followers. Fortunatey, Father started on the job some time ago by cleaning them up. Unfortunately, some of the tappets were pretty poor. And two of the followers had seen better days as well. Dad set to and turned up a new set of tappets. Which I case hardened and quenched in oil. The remainder cleaned up nicely. But two of the followers definitely needed replacing. The axle for the roller was trapped by a cross-ways pin which I drilled out before pushing the axle out. The oil way arrangement is interesting. This hangs down inside the crank case so splashed oil can run in. I turned up two new rollers from silver steel and then hardened them before reassembling. Unfortunately, the axle was a bit tight and when I pushed it in, there was a 'snick' and a broken roller. Bother! I turned up another with a bigger hole in the middle and set about reassembling it. The pin was secured by riveting over. Ready for reinstatement! Cleaned the tappets and fitted Father's new nuts. Back in the engine! And fixed down with another load of UNS nuts made by Father. Time to think about the blocks. Steve 🙂
  3. All looking very nice Andy. Better than working! This is the Howes and Burley we have on the Dennis for comparison. We were even more fortunate in that it is WD marked! Cheers! Steve
  4. We both managed to get down this weekend so we took the opportunity to turn the engine over. Now the flywheel was in place, it was just too much to manhandle. The engine hangs from its mounts so they had to be fitted before we could put it in its stand. Tim blocked it up so we could insert the bolts. In the mean time, Father had cleaned up and painted the pivot casting. This went in with the repaired bolts without a hitch. Then the other end which also went well. When the mount had been removed, we noticed that a lock nut was missing. I picked a nut to copy and sketched for Dad who made a new one. Unfortunately, one of the nuts was a joker and slightly bigger AF. Of course, I picked that one to copy! Oh well. The new nut works OK and matches the joker so all was not lost. 5/8"x16tpi UNS this time. We have spent a fortune on new taps and dies but at least they are all sharp! Front mount pivots on a plain pin. And into the stand where we can do some real work! Dad has made up the three replacement studs with the large thread, the oversize thread and a standard one. They fitted nicely. Push rods, tappets and blocks next. Progress at last! Steve 🙂
  5. The engine beckons! I have just had a nice weekend in Devon and we have made some good progress. We got the crank case up on the stand and Dad carried on with the cleaning. This engine mount bracket remained. It is secured with two bolts with round heads. To secure them the bolts have 'feathers' drilled into the head. The first bolt undid. You can see the feather under the head. The second broke off which presented an interesting challenge as the heads are counterbored into the crank case. The solution was to cut a slot in the end of the bolt so that it could be held with a screwdriver whilst turning the nut. Much to my relief, this worked! The feather is 1/8" diameter, drilled straight through the head. Casting removed and another cleaning and painting job to do! The oil pump hangs on four bosses on the side of the crank case. One stud was present, one missing, one boss had a stripped thread and the last boss, a lump missing from the casting. Fortunately, the casting is thick enough just there that I could drill and tap it deeper ready for an extended stud. The thread was tricky, of course. 3/8" x 18tpi UNS just to trip us up! The stripped thread was simply tapped oversize. With the crank case looking good, it was time to look at fitting the crankshaft. First stop, the bearing caps which had a piece of felt laid into them to seal against the sump. Looking good! The moment of truth. Looking good but what about the timing? Good thinking Dad. Fortunately, the gears are well marked. Caps were nutted and tightened and the crank shaken to see if there was any play. Fortunately, there was no radial movement at all so we simply tightened them right up and pinned them. Unfortunately, two nuts were missing but we did find a pair of replacements, 1/2" x16tpi UNS just to keep us on our toes! The engine mount bolts were all designed with feathers but most were missing or loose and needed some attention. New bits of rod and some Loctite did the trick. Making sure that the corresponding holes were clean.
  6. When I fitted the heat shield, I did look for signs of arcing but the terminal was quite clean. I wonder if it is something to do with the modern volatile fuels? If we had been running lean, I would have expected the engine to boil up as well but it all ran very well. A bit of a puzzle but one for Tomo to look out for. Steve 🙂
  7. Hi Alec. Yes, there is the water tank and valve arrangement inside. What you can see is just the casing. I'll dig out some pics shortly. Steve
  8. Thanks Tomo and thanks Barry. I assumed that the knobs would have been a Phenol-Formaldehyde thermo-set and would have had to get a lot hotter. Only 150° is a bit more reassuring although it is probably not good for the mag itself. Something to keep an eye on. Andy, what would you do to the timing? I have it set to fire on TDC when fully retarded but could probably advance it a bit more. Steve 🙂
  9. I have been able to give the pistons some workshop time today to finish them off. First job was to drill angled radial oil holes just below the bottom ring. They were puzzling me a bit until I realised that this wonderful new mill of mine has some interesting features! Eight radial holes were drilled using the dividing head to index them. All successful! Last machining job was to drill and tap the holes for the gudgeon pin securing screws. 3/8" x 18 UNS this time. One good thing about these odd threads is that all of my taps and dies are brand new! I turned up the screws (one per pin) and now only have to fret out some tag washers to lock them in place. Somethine else we managed to do last weekend was to fit the bump stop springs. Dad has painted them so it was just a case of removing a U-bolt from the front axle and slotting them in. The U-bolts were replaced where they just trap the springs. This will allow them to rattle which may become annoying in time! Now back to the engine. Steve 🙂
  10. We had the great good fortune to be invited to the Shuttleworth Flying Day at Old Warden last weekend and took the lorries. We had a super time and was our longest run to date with the Thorny. On inspecting it later, we found that the HT leads were beginning to bubble and one of the magneto terminals had melted which is a bit concerning. The magneto is very close to the exhaust manifold but is exactly the one (Simms SR4) called up in the parts book and, as far as I can make out, has been installed exactly as it was originally. There is nothing I can do to move it further away so I have bent up a piece of aluminium and made a heat shield which I have bolted to the main shield. I don't like deviating from factory build but see no option here if I am not to suffer a failure on the road. We have not seen any signs of a shield in the old photos but surely they must have suffered the same issue. Very curious. Steve 🙂
  11. Hi Tomo. It is all looking very smart now! Did Mike include the plug extension to block the hole in the end of the suction tube and give it some support? Easy to miss if you don't know! Steve 🙂
  12. I have just had a few days in Devon where I have seen what Father has been up to and been able to pick up the lorry once again. You may remember the piston castings we had poured. Father machined the ends and the bore and then took them to a pal who machined the gudgeon pin holes for us. He then turned up a dummy gudgeon pin and bored a block to fit it. After mounting a piece of steel on the face plate and turning a spigot to fit the piston bores, he set up a piston with the dummy gudgeon pin and used a draw-bar to pull it back onto the plate. This left it firm enough for me to turn it. Father had previously rescued the rings from the original pistons and we deem these good enough to re-use so I cut the grooves to suit. The diameter was turned in steps ranging from 4.507 at the crown to 4.515 dia at the skirt. Hopefully this time, we won't have the seizing problems that we had with the Thornycroft! A quick try in the bore just to prove a point! Almost complete and require only some radial oil holes just below the bottom rings. Time to start thinking about the rest of the engine! Steve 🙂
  13. You are very kind Barry. I have just returned home from Devon where I saw the castings for the first time and have brought them back for machining. I must say that I am very pleased with them. It took Ben, at the Bridport Foundry, a whole day to make the moulds but his efforts were worth it. I have just put the patterns on the shelf ready for the next time someone does a Dennis Subsidy lorry! Steve 🙂
  14. Radiators are an expensive game! Did you make the patterns Duncan? Steve 🙂
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