Richard Farrant

For anyone who would like to attend Peter's funeral and pay their respects, here are the details below: PETER GRAY FUNERAL DETAILS = SAT 10th OCTOBER Le Crématorium de Caen Please arrive for 1115hrs. Peter’s coffin will be arriving on a Jeep, escorted by some Harley Davidson riders from Caen Harley Davidson dealership. Please wear what you like and anecdotes from the mourners are welcome during the service which will be a celebration of Peter’s life. No flowers please, but we will have a collection for Help For Heroes – a charity dear to PG’s heart. Le Crématorium de Caen is in Rue de l’Abbaye d’Ardenne, to the west of the centre of Caen in a peaceful setting opposite the Cimetière Parc. Directions: Nearest ferry port is Ouistreham (Brittany Ferries) – its about a 15 min drive. You need to get on the Caen Ring road (Perephique) Take direction to CHU (that is the Centre Hopital Urgences which is a very tall building you cant miss right on the ring road, ), then take Exit n°7 « Caen-Chemin Vert, Saint Germain la Blanche Herbe ». At the top of the slip road on the exit of the junction, from there, the crematorium is signposted at all intersections. GPS Coordinates : Latitude : 49.191044 Longitude: -0.408227 Crématorium de Caen Rue de l'Abbaye d'Ardenne 14000 – Caen http://www.crematoriums.fr/etablissements.php?id=9# Tél : 0033 2 31 73 34 34

Hi Pete, You now have to work out if it is a coil designed for negative or positive earth systems. There is a distinct difference.

Spotted on the road today near Ashford, Kent .. two ex-German army Unimogs on a low loader.

Earlier today, Peter Gray, the founder of the Military Vehicle Conservation Group (later known as MVT) passed away in France. There is an obituary from his friend Nigel Hay, on Milweb, see link http://www.milweb.net/webvert/78611 There is no doubt at all that Peter was very instrumental in getting the preserved military vehicle movement going in the UK, and further afield. Having been a member of the club since around 1978, I remember Peter well. I was pleased as punch to receive a tankard from him for best motorcycle at an event in my first show season. Peter, rest in peace, you started the ball rolling and we are all the better for it, as it has opened many of our lives up to what is now a worldwide interest. Richard Farrant

Nothing wrong with leather lip seals, more durable in certain applications than nitrile. I avoid old stock ones though, as they have usually dried out and shrunk, they never recover. Always good in applications involving gear oil and if they are kept soaked in oil, they can be superior to nitrile or similar as once the knife edge lip on a modern seal is damaged they will weep whereas leather seals over a larger contact area. Just doing a major restoration now and had a stack of metal cased leather seals made, so still available.

They have to hang it out until next year, so it can be filmed for a new series of Combat Dealers

Hi Bob, Looks like it could be a 25 pounder fuze box, see here: http://westland.nl/product/n117box1 AMC is probably Austin Motor Company, who made ammo boxes and jerricans.

If there is any doubt on the type of oil in the gearbox, then drain and refill with SAE30 engine oil. As for flywheel, the ISO10 or nearest equivalent, (ISO12) if it is hard to source. The ISO hydraulic oil grades are in small increments so the difference between 10 and 12 is hardly noticeable. Look at the tyres, if there is any difference in tread depth or circumference between front and rear, this may be why the front shafts have been removed. The Dingo does not suffer too much with wind up as each tyre only has around 0.75 tons on it and a small footprint, so the transmission easily relieves it self, unlike the heavier vehicles such as Ferret, Saracen, etc.

Hi Jules, Short answer to this is No. The bearing and shaft is combined and is a sealed bearing assembly. There is a locating bolt for the bearing, the bolt has a small hole through it be is designed as an air vent for the bearing. I would feel the pulley for lift in the bearing as it could be damaged if squeaking. Are you sure it is the pump and not the dynamo or even the belts?

Project Shoehorn refers vehicles modified by ABRO, when with the introduction of Bowman comms system, some of the TUM(HS) vehicles were found to be overweight. A rear anti roll bar was added which gave the vehicle an additional 150kg load increase, which changed the GVW from 3350kgs to 3500kgs.

Good one Tony with the relief valve. All coming together now. Looks like you have had the Brasso out

The original oil spec for the Dingo flywheel was SAE30 engine oil, as in gearbox as well. Do not use gear oil in the gearbox. The leak could be engine oil as there is not a seal on the rear of the crankshaft and oil passes from reservoir to sump over a period, and with sump being shallow, can show as a leak into bell housing, the colour of the oil leaking should give a clue. Seals for gearbox and flywheel are available of shelf (in UK anyway). Transfer box oil is SAE50 engine oil. Starter is a common Lucas type used on many cars and trucks of the 40's and 50's.

Yes, and definitely an army one, deep bronze green with diagonal yellow stripes across the rear.

Hi mate, This often happens if the band has not been adjusting automatically. It is what is called going "over centre", this is when kick back can occur if you are not firm with the pedal. Richard

The WW1 Holt gun tractor sold for £150,000 according to the video of the auction just posted.

OK, then what has happened is the guy has assembled the horizontal cross shaft assembly the wrong way round. This is the part at bottom of steering column. It needs to be completely removed. There is a recirculating balls arrangement within it and he has assembled it wrong meaning the bevel gear on the cross shaft is engaged on the wrong side, thus reversing movement. Would be challenging to drive for sure. Edit; Just noticed Malcolm's post :blush:, he had already mentioned that. At least I ascertained it was not driver error, would have been annoying to strip and find it was OK

OK, then what has happened is the guy has assembled the horizontal cross shaft assembly the wrong way round. This is the part at bottom of steering column. It needs to be completely removed. There is a recirculating balls arrangement within it and he has assembled it wrong meaning the bevel gear on the cross shaft is engaged on the wrong side, thus reversing movement. Would be challenging to drive for sure.

The last one's I saw doing a drive did not use a compressor, they sprayed some watery tar down and quickly spread chippings on it, then ripped off the customer, last seen driving out of the county in a cloud of dust!

Tony, Unless the tank has had water (condensation) in it, it may not have suffered, but could be inspected, I guess John will put you straight on that! There should be resistance as you turn the compressor over even if it is not coupled to the air tank, my guess is the valves are not seating or springs in them rusted away. At least you will be able to run it off load.

Tony, If you turn the compressor over by hand and there is no feeling of resistance, I would think there is a problem with the valves, I recollect you were not stripping the compressor, is that right? Richard

Hi Malcolm, As with all military publications they were constantly updated, in all aspects. The upper picture from EMER dated 1968 is the last revision and the one to use. When I worked for the military it was instilled in us to use the EMER's all the time in case information had been changed. These figures are a guide and especially relevant with new bands, but if you get the X heights to the nearest 0.050" it should be OK. With respect to Andrew for his drawing, but I suspect the dimensions are from a very early version of the EMER, at least the tool is shown clear.

I hesitate to ask this, but have you ever driven a Ferret before? Reason I ask is I have seem first-timers get in one and grasp the wheel with their hands the wrong way. As you look at it if the top of the steering wheel if it is turned left, then the vehicle steers left.

Mark, I would be very wary of buying a starter just because it is advertised as a M45G. That is just the type, there are variations, especially in the drive end, pinion diameter, number of teeth, depth into bell housing, left side or right side mounting. You need to get the number off the main body of the starter to know. As it is a common Bedford diesel engine, 220 and 330 are the same it seems, they were fitted in 12 volt TJ and TK. It should not be hard to find one, otherwise get yours checked and overhauled, it might only be a faulty solenoid.

From your reply above, you did not indicate your unloader reacted on the compressor valve, it read as if it was a normal electrical cut out type. Subsequent reply from you now indicates it is the same principle.

Just found some notes of when I once did some work on my friend's Clark Ranger, it is a 40 model, built or supplied in 1963 and as yours, has a capacity of 3700 lbs.