Adrian Barrell

I used to run my GMC at 40 mph simply because I got 9mpg and it ran at 170 deg. If I ran it at 45, which it did quite happily, the temperature went up to 180 and the fuel consumption also suffered! Driving any slower than 40 made it hard(er) to get up hills etc. Using the momentum of the vehicle is half the battle. One thing to check is ignition timing. A lot of people set the distributer according to the manual forgetting that setting is for something like 72 octane. Modern fuel allows you to advance the timing quite a bit and it makes quite a difference to power output and fuel consumption.

I've had a quick look through my books and can't find anything relevant so it may be apocryphal or my failing memory..... :whistle: Not sure if the testing station staff would know either, I suspect you will get several opinions!

I'm not saying it's not done or that the authorities will not allow it, just that, I seem to remember reading in official paperwork that an articulated trailer is considered a load for the tractor unit whether laden or not. Quoting Diamond T and Rogers combinations is a complete red herring as they are not an articulated rig.

Indeed, the twin Detroits in the M4A2 Sherman and M10, which are prone to sucking oil through the blower shaft seals, have a solenoid operated flap in the blower air inlet as an emergency stop. I think the later vehicles had it deleted and certainly many engines you see now do not have it but it always seemed a good idea to me

I was refering to the age related exemption, i.e. pre 1960 used unladen.

The exemption from Plating and testing for our stuff is as follows:- Goods vehicles first used before January 1 1960, used unladen and not drawing a laden trailer and trailers manufactured before January 1 1960 and used unladen. So, if you pull a trailer with a load on, you are not exempt for the truck or the trailer. Regarding an articulated vehicle, the trailer is considered a load for the truck even if the trailer is empty. The exemption for testing also removes the need for an HGV licence to drive it. In the real world you can get away with a lot simply because most people in the relevant government departments don't know the regulations. It's all good till there is a problem such as the unfortunate accident in Holland mentioned elsewhere. Then the police and your insurance company get very interested in the letter of the law....

The logo on the front is the General Steel G in a shield mark. This was the US company that supplied the castings. It can be found on various armoured vehicles, not just Shermans. You are right about it being a Canadian sherman though, it's a Grizzly I, built by Montreal Loco. Now masquerading as a sort of Firefly.

Standard US rear lights. Left upper is service brake and rear (red lens) Left lower is blackout rear. Right upper is blackout brake, Right lower is blackout rear.

and bear in mind it will have to be plated and tested......

Gary Hebding in Chicago was trying to move on all his IHC Halftrack parts, I think he had around 40 tons. Worth a call.

The 2.5 metre width only applies to goods vehicles operating under construction and use regulations. There are loads of vehicles registered outside of those. Your local office is talking bollocks, though I'm sure through ignorance rather than malice.

Regarding importing into the US, you have to have a Form 6. These can be applied for before you actually have a vehicle in mind but they are specific to type, i.e. Sherman. The main restriction applies to US built armour for which it is almost impossible to get a Form 6 for now. The Daimler and Abbott would be no problem. The Sherman in question has had a Form 6 for some years now, it's only the shipping that has been delayed. Adrian

Well done! Glad it helped. Adrian

Most problems stem from trying to change down too early. Our old trucks have a very low peak tourque, in the region of 1000 to 1200 rpm and there is no need to change down untill you are at that point. We are all used to changing down at higher revs in modern vehicles and it's not so necessary in the old stuff. I'm no advocate of the 'stall change' technique, but try leaving the change till a bit later and just giving a blip on the throttle for the down change. HTH, Adrian

The Cat in the picture is a 22 I think. The D-2 was diesel (hence the D). Adrian

I have a 1939 Cat D4 with LePlante Choate angledozer.

Lee, I could do with a couple in 1/2" for my Sherman. Still possible? Adrian

:-D

Hmmm, Gizzlies and indeed M4A1 Shermans were never converted to Fireflies. There is a Grizzly/ Firefly at Camp Borden in Canada but this was a one off and not a full conversion. Of course, any owner is free to do whatever they like with their own property....

This would be Mark Hughes with his Grizzly complete with drainpipe 17 pr.... :roll: PM sent

Only if it's a 'goods vehicle, pre 1960, used unladen'. Fire engines don't (technically) qualify.

I've read of cases where a relatively new aircraft has a landing mishap and it was all the crew chief could do to stop other chiefs from stripping parts from it where it lay!

That's ok, only kidding! :-D

That's a Chevrolet FAT.....

They are most likely the shipping covers. M10s, being open topped, are harder to seal up than a gun tank and a large box takes care of several things at once. You can see what looks like sealant between the box and the hull. The intention was presumably to allow them to be driven short distances like this, hence to opening in front of the driver. Regarding the Diamond Ts, (no hyphen) they were originally designed to a British contract. The US Army also bought some due to a lack of supply of the M25 transporter. DTs in US service are quite common.