Richard Farrant

Cannot see how one of those would work on a compressor like the Holman where it releases the inlet valves to stop compressing.

Hi Tony, On top of the valve is an over-centre lever enabling the operator to put the compressor off load. It may have been a mod to relocate it so it could be accessed easily. I think the over centre lever could be used when starting the engine with pressure in the receiver. Just found something for you to see, have been searching in the loft, sorry about the text, but you should be able to read it. As I described, the valve opens up the compressor inlet so that it does not compress.

Hi Tony, Looking at the photo in your quote here, the valve is attached to the inlet side of the head, see intake filter. I would think that the pipe leading back from the tank is to sense max. pressure in it and opens up the inlet valve so that it stops compressing until pressure in the tank falls to a given pressure and then unloader will reseat. Over the years in service, parts may not have been easy to find and valves of another make or type substituted. regards, Richard

Nic, I recall we used to pull the top forward slightly, to bolt a lifting bracket through the two holes at the top which are used to attached the centre support bar for engine covers. Have you tried pulling it out slightly? Assume you have the bottom plate off.

Hi Nic, It should lift straight off. You cannot remove the radiator before the front armour, nor do you have to disturb it.

He has not been on this forum since October 2007 !

Hi Tim, try this; https://archive.org/details/TM9-802 You would not have bought a DUKW last weekend at an auction by any chance? regards, Richard

Thanks Sean, you are correct, I was leafing through the 1967 Lucas catalogue and did not pay attention on the numbers, modified my post now, so there is an alternative starter if needed.

In the 1967 Lucas CAV catalogue, the starter fitted to a 220 cu in Bedford engine is also the same for the 330 ci diesel, it is a CAV CA45D12-51 part number 1320513. The solenoid is part no.6211-39. Your starter is a Lucas M45G type with external solenoid, these solenoids can pack in so that could be the problem. If you need to change the whole starter, then you have the option of the CAV or Lucas starter as I am sure the flange and pinion would be same dimensions. You can confirm the numbers on your starter and solenoid when you remove it as they should be stamped on them. 12 volt of course.

Not original in my view, and I think the C8GS came into service (1945?) after disruptive camouflage was ceased to be applied.

Hi Martin, Have never come across SAE130 gear oil nor reference to it. The original specification for Bedford gearboxes was a straight SAE140 gear oil, post war I think it was changed to a SAE50 engine oil and I recollect that being used right through to the Bedford MK/MJ. Reason fro this is the viscosity of 50 engine oil is on a par with 90 gear oil. You should not be using a 90EP or Hypoid gear oil as there are bronze bushing and selectors in the box. (There is a variant of 90EP which is yellow metal friendly, but if you are not sure, then best to keep clear of it). Many of the early Bedford gearboxes do not have oil seals in them, just return scrolls and I err on the side of using 140 as it is less prone to leaking past the scrolls. Will see you this week if you want to talk more about it. regards, Richard

Trying to multitask!

One last stab before retiring for the night ......... Military Secretary Oh, the Martian has just beat me to it

Military Strategy

M.S. : Military Service duties ?

Military Service ?

MS ............ medical surgical ???

Thanks Clive! Well, I think the letter relates to the newspaper cutting in this link; http://paperspast.natlib.govt.nz/cgi-bin/paperspast?a=d&d=TS19010329.2.20

Clive, I think this relates to Military System duties under control of the Commander-in-Chief being transfer to Secretary of State. KR being King's Regulations.

It does look like someone may have got the arm the wrong side of the cam. With this long lever could be possible. The arm number is correct and pumps fitted with that particular arm were also used on the following Austin military vehicles; Austin 8hp and 12hp cars, K2, K3, K5, K6 lorries, A40 car and the last one, Austin Champ (also listed for Wolseley B. Jeep in Army Vocab, assume the B meaning British!) I cannot find the two numbers that Sean has quoted, nor reference to an Austin K9, but there is a reference Austin 1 ton, which could be K9 and has a different arm number, so looks to rule out the postwar 4 litre engine.

Jim, According to the wiring diagram for a 1940 MW, there was not a convoy/axle lamp fitted, but it did have one tail lamp and one stop lamp. Harness ran down inside of offside chassis rail and there was a junction box at the back, maybe on the main chassis rail?

The words ambulance and crash truck do not go hand in hand with a 2 1/4 litre Land Rover diesel ...... not the vehicle for a fast getaway. I reckon it is for cold climate. Also note it has no filler cap, so is a side filler, some military Land Rovers were side fillers, but mostly CL as I recall. Are we sure this tank is "military"?

It is a Bedford diesel, without seeing the injection pump it is either a 200 or 220 cub inch. I could safely say this was done by a private owner post Sixties, probably later. Stories of the army fitting diesels to these in postwar service are myths.

You do not say if it is a 4 or 6 cylinder, but I think from what I see that it is a Bedford 200 or 220 diesel 4 cylinder as I have seen them in Chevy CMP trucks before. Definitely not done in 1940's. This is an engine from 1960's onward so a recent substitution. Show more of the engine to confirm.

This scene is more likely to be due to the overhead power cables, note orientation of pylon in background. They clear swathes of woodland over here where it has grown up under power cables. Not an unusual scene.