Sean N

Al, as no-one's responded I'll chip in. Not by any means an expert, but as I understand it German LKWs were painted what is colloquially known as Feldgrau, but a rather greener Feldgrau than the WW2 colour, something similar to RAL7009; although it won't actually have had a RAL number, as they didn't come in until 1927. Someone on Axis History Forum, the Landships forum or the 14-18 forum might be able to tell you more.

They look like MK Jim, but you wouldn't pick up on any small dimensional differences from a photo. I still can't find my MK parts book so I can't cross them fully. RL is Bedford 7058775, VAOS LV6/MT9/GB/L113. I believe MK is the same but I'd like to confirm it. Is that the bad one?

Some more bits, not exciting but they intrigue me: Has someone lost their belt? Leather, marked HA&S 1941. Odd the way the buckle part's done. This looks intriguingly old in style and markings but probably isn't: I can't visualise this bit on a Scammell, even though the label says pretty much what it does: 9AHY, so heavy armour, but a tiny lever for a big vehicle! Fuel gauge X.47169. Might be Singer.

I don't know the FV number, but they're Austin Champ, aren't they? See http://upload.wikimedia.org/wikipedia/commons/f/f8/Austin_Champ,_german_licence_registration_'EN_KL_616H'_pic2.JPG

I'll have to see if I can find a packing date on them!

Chris, the first bit is what is (as I understand it) now referred to as the DMC, but would probably have been referred to as the VAOS section when these were packed. I think I was being slightly flippant when suggesting some stores man had got it wrong. I've found these VAOS sections in Clive's paper on NATO part numbers - I hadn't checked there before, as these parts are too early for NATO numbers and I'd forgotten there was a big list of VAOS sections / DMC codes there. Clive, in that list you refer to W2 as obsolete for 'electric cable and wires, primary cells and miscellaneous electrical stores'. Y3 has become 'wire and cable, electrical cable drums'. That would explain why some are labelled with one code, some with the other. I could see that it would be possible for stores to escape re-classification one way or another. Being strict about the definitions, the signals sections don't actually refer to cable unless you count it as 'equipment', so again I suppose you might see that all cables irrespective of their use might get classified into the VAOS section that refers to cables?? Chris, these boxes I think also pre-date the Hellerman tools, and are probably a lot more contemporaneous with Clive's illustration! If you look in the original photo, you'll see the ceramic twist connectors bottom left.

That's it exactly, Clive. Is there no end to your talents?! I think some stores man or supplier was a bit cavalier with the labelling on some of them, then. Thanks.

Found another box which are labelled Y3 (Y3/WB2768) so either they're both or someone put the wrong VAOS code on one lot! Chris, I'm sure we can sort you some out. Thanks all for your comments.

Not sure where the photo's gone, but this was the phosphor bronze guide with rounded ends. Think they must be Thornycroft, as they have a Thornycroft-like part number stamped very small at one end, and the Thornycroft valves I have are a sliding fit in them.

...and only applies to loads up to Class 9, and class / weight is very important. Hmmm... It's niggling me that I know what this is and have read it recently, but I can't bring it to mind.

I can't think why it wouldn't apply to higher classes than 9, but ... metalling or hardcore depth on roads?

Does this only apply to class 5 & 9 loads and not to any other load classes?

As Richard says, the MJ is not multifuel and has the civvy type DPA pump for the low blow turbo. The high blow turbo uses a Bosch pump. Intake and exhaust systems are different as you have already said - not just the manifolds but the plumbing as well. It's a long time since I've rebuilt one, but I think on the high blow the pistons are different, can't remember on the low blow. Why do you want to change it, David?

Or alternatively, the depth of water the pontoons draw for different loads.

Class 5 and class 9 loads to do with bridging? So the sizes to do with some bridge element to achieve the required capacity? Is the fact the jpg is called 'Gunner class' significant?!

That may be a reflection of what's available, though, Bob. It's unlikely you'd go out and buy a specialist wrecker body if you had a cargo to restore - expense, difficulty of finding one, and so on - but specialist vehicles tend to survive longer and get cast later by the military, while general cargo trucks get worked to death, so chances are there have been more wreckers available in the recent past?

They are, Clive, that's correct. Of course if one was unsure, one could always use inline connectors or choc blocs. I'm not even sure whether the ceramic twist-on caps, or the box as a whole, would comply with current regs, though I can't see why the box wouldn't unless CE marking or something.

1200x20 is a standard size which is why most manufacturers offer them, dropping down to 1100 x20 will lower the gearing resulting in a lower top speed. Michelin do a 365/80x20 which is only 25mm smaller in diameter to a 1200x20. John, I think that's what I was trying to say when I referred to rolling diameter. 365 is a significantly wider tyre than 12.00 though, so Garry would have to check wheel fit and whether it would foul anything. It still seems to me that the easiest options are to buy new, correct size tyres from an Icelandic dealer, or to import surplus or part worn correct size tyres; unless there's a significant cost restriction and Garry is trying to find common second-hand tyres in Iceland?

Thanks. Another mystery solved.

The sketch I was thinking of - and I'm wondering whether it was either of those shows now - took place, or the relevant part took place, in front of a garage with a row of vehicles in the garage. As I recall - and my memory might be completely wrong - there were two characters speaking in foreground with the garage and vehicles behind. The RL was 05 FJ 58.

As Terry and I said, though, could a local tyre dealer not get tyres the correct size from Michelin, Conti or another manufacturer who still does 12.00 x 20? Bringing them into the country would be their problem then, and done by the same mechanism they bring other truck sizes in.

Thanks Clive. It's niggling me that I know what these rod ends are off, but I can't place it. Small-ish Austin or Bedford, perhaps? After a bit of research, this carb seems to be a 1941 - 1948 483S, which in context is likely to mean it came from a Chevrolet truck, probably a CMP.

It does read W2, I just couldn't find what that VAOS code referred to. In fact it's W2/WB2768.

It's none of the above, but thanks for looking. I'd forgotten about IMCDB, but I went through the Bedfords and didn't spot anything. I think we've set Austin off on a thread of his own, though!

I like that Diamond T, that would be an interesting scheme to restore one in!