Sean N

I have TS1016 / TS1017 / TS1018 and TS1277, but they're perfect bound so I don't see how they could be copied easily. You know there is more than one type of MJ? Have you asked VM about copyright?

I'm not sure it's silly. For me, preserving items like that is just as important as, say, a CCKW, Ferret, Landrover or anything else; and speaking as an engineer, just as if not more interesting. They all go to tell a story of how things - problem solving, design, development, engineering, working, soldiering, whatever - were done historically. I always think it's a shame that specialist commercial vehicles tend not to survive, and most of the vehicles you see at shows are flatbeds. Having said that, I'm not sure our own collection has been particularly eclectic or insane, unless you count the bridging rig. I fancied a mobile aircraft control tower once (in fact twice - a Bedford TK at Aston Down, and the Karrier that used to be at Middle Wallop), and came close a couple of times to buying a Thornycroft LMD. At a miscellaneous sale I fancied an Access Equipment Ltd 'Beanstalk' - essentially an upright mounted, multi-stage hydraulic ram with a chair fitted to the top - but it went for a surprisingly large amount of money. The best eccentric collection I've come across, however, has to be at Nothe Fort, Weymouth, though sadly it's not on display any more - a collection of military moustaches.

Ron, I'd chip in but Duncan seems to have very comprehensively described the chassis number options already! Interesting you're looking at this; these things seem to have started popping up locally recently. I saw an AFS Bikini unit opposite the Square and Compass the other week, and Southern Counties Engineering called me a few months ago about some engine parts for one (not sure what body as I didn't see it). Wonder if this is one of those two - from the description, it sounds as though it may be a third vehicle.

Scorpion travelling west on the A352 approaching Wool about 5.30 this evening. Suspect we know whose it is and where it was coming from!

Pekka, I doubt it's bling. Quite a few ferrets have it around the closing area of the hatches. I can't say whether it was official or not, or which Ferrets had it, but I think it's likely it's a warning not to leave your fingers in there...

Isn't that the same link as originally posted...??

http://www.offroadvehicle.ru/AZBUCAR/Mack/International%20Motor%20Co.jpg

Carleton, do you have photos of the data plate(s) / contract plate(s)?

And Signals kit. The GPO bought a huge amount of WD / MoS surplus vehicles and equipment after the war. Maybe where / why some of the myths started.

This doesn't seem quite to add up; I've no doubt the basic design might have carried on being built post war, but the registration, whether it's 69 EG 69 or particularly 69 FG 69, is very much post war - as Clive has said, more like 1969 / 70 - and all the lights etc. are typical 1950s - 1970s practice, not wartime. Would be interesting to see a photo of the data plate and any other plates on it.

And then presumably forgot or didn't bother to replace the pin, either.

Why was the front axle able to drop out? Was there a fault or is there nothing to locate the axle on the McLaren bar the weight of the engine?

I'm not sure those trailers in the G503 topic are the same - similar in style (and perhaps the same maker and use), but the rear end, roof line and gutter are certainly different and the arches are integral with the body in the photo above, whereas those in the G503 thread have separate arches. Good spot though.

Looks like 69 FG 69 to me, but that'd put it in the same batch. Definitely 69 FG XX. Was going to say that'd make it around 1969 - 1970 ish but Clive got there first and more accurately! All the fittings, lights etc. including convoy light are of post war (1950s on) pattern.

Radek is correct. These are normally quite straightforward to dismantle and clean up or repair. There is often nothing wrong with them that a bit of TLC won't fix.

Steve, I should be more confident of my knowledge. I nearly suggested that might be the way to do them this morning, but wimped out! That would keep them away from the bores (unless they work hardened and broke up) and would give them some resistance to the pin rotating.

Anyone got a feel for current prices and availability of hubs / bevel boxes / complete wheel stations for a Stalwart? What are the differences between Stalwart / Saracen / Saladin (ignoring the brakes and small bits)? Thanks.

...which is what a lot of British stuff had for many years. Allows ventilation to the tilt as well, so you don't get damp sitting between the tilt and the wood and rotting them both out; not near as quickly, anyway.

What did the braking originally then, Ben? Was it just metal to metal contact? On the gears, I have to say with industrial machinery I've always ended up going to HPC and never had a problem; good prices as well.

I'd second Nelson Stokes. Benn quietly making all sorts of brake seals for years at very reasonable prices, and very helpful people. I'd be surprised if the DAC seals are unique to the DAC

The blocks are a buffer as has already been said. I don't think those wooden blocks are original, but the pick-up bodies did have blocks there, so these are probably a 'locally made' replacement. The back end of that body appears to have been messed about with and repaired a lot - see your photo of the G plate truck in your wanted ad for a more original appearance. Those lights look like the cheap modern aftermarket replacement lights for Land Rovers. I think originally the lights would have been the standard militarised version of the Lucas 488 light, with the small early screw in lens with four flanges on. They would have been fitted where the white light is on your photo. In at least some cases the indicators, when fitted, went in next to them. As far as I know there would only have been a stop and tail light on the GS body originally, but all the office bodies I've seen appeared to have had indicators from new, so apparently pre-dating Clive's EMER.

I see your point but as you have drawings and given the likely relatively low cost of the gears, might you not just as well replace both suspect ones while the vehicle and gearbox are apart? Given the damage, that way you're sure there's nothing nasty lurking...

I can't picture 15cwt radio bodies in my mind now, but is the long wheelarch unusual? Almost looks as though it should fit a four wheel trailer...

Have to say if it was me I would not use any of the methods requiring force or shock, unless I knew I was going to dismantle the engine - you don't know where it's seized and you don't know what will give. Often an engine that's seized through lack of use does so because the rings have stuck in the bores. It takes very little rust for this to happen - not enough to damage the engine - but it takes very little force to break a ring, and the consequences of then running with a broken ring can be major and expensive. Soaking and heating will usually free things off without needing force.

Needing choke and / or revs to run may also indicate air leaks somewhere.