Richard Farrant

6 hours ago, sexton said:

I hear you on the brake fluid problem, Robin. But that's a potential mechanical damage issue. That throttle lock on the CVRT is a safety hazard. We have a lot of people here who want to drive and we have a training program for each vehicle but I worked in the nuclear power industry and we had it beaten into us that training is important but it CAN'T be relied upon to prevent mistakes. People mess up, get tired, careless, forget. Design is the way to minimize risk. Make it so people can't get it wrong. So remove the locknut. 

I'll go out on a limb and say that in the last 40 years, I'll bet this design has scared the shit out of someone. 

As you know, we end up with a few hundred of the public at our shows and about 20 volunteers driving, guiding, crewing, etc. We just have to be doing the nuclear thing and asking "what if?".

Malcolm

 

 

Malcolm,

The brake fluid issue of not using the correct mineral based fluid is not just a mechanical damage one, but a safety issue primarily as it can effect main or steering brakes, so should be treated with utmost importance. I was involved in repairs to these vehicles for a good many years for the British Army, so well aware of the consequences.

Also, never known of an issue with the throttle wing nut. If there had been any reported occurrences, an Instruction would have been issued.

1 hour ago, Newcoregon said:

Not a CVRT, but rather a CVRW [Fox], The J60 type 1 cams drive a Fan gear box. I have the later J60 in the shop [from a CVRT] and no Cam gearbox on it. Understand heads are not interchangeable due to different cooling passages so looking to install 24 volt electric fans. anyone out there done this ...ideas?  Newc in Oregon USA

You seem to be implying that the fans are driven off the J60 camshaft? Wrong!

Fans are driven by toothed belt from the crankshaft. When the J60 was in service I have fitted ones built for CVR(T) in to the Fox when engines were unavailable and it was only a question of swapping some external components including crankshaft pulley.

Richard

Danny,

Just in case you are not sure, the screws listed in the Bedford parts list are No.10 UNC, as I see you are striving for authenticity.

regards, Richard

2 hours ago, 2691H said:

Thank you Richard.

When brakes are done she will move to the Isle of Man, being the only Dingo out here. If you visit the island for any of the racing let me know as I can help with arrangements.  

Regards Mick

Thanks Mick. I was watching a video of TT races last night and would love to be there this year, maybe one day!

cheers Richard

8 minutes ago, 2691H said:

I am looking for a company who can re-sleeve my Daimler Dingo brake cylinders. Any one know of a good firm.

Thanks Mick

Hi Mick,

I have used Past Parts Ltd. for the last 20 years and amongst the work they have done have been many Dingo cylinders.

Details for them is www.pastparts.co.uk   and phone is 01284 750729

regards, Richard

Looks like the bus was a captured one as the entry platform is not on the left side. Something else, note the census number starts 784, same as unit number, probably made it up and not an official one. Is that in Germany post-1945?

Another possibility is that the last digit of the number is not seen in the photo and it is a number issued in Late 1940’s., they consisted of 7 digits then.

54 minutes ago, billh35 said:

Without wishing to be rude....here is your Codpiece....seen in action so to speak...... 

An Austin (or Morris Commercial) LD van ...... the army did have some of these as ambulances back in 60's/70's.

In the Chilwell census list, L784529 is within a group of numbers listed as "Not taken up"

Hi Bernard,

Our little group will be there, I have only missed one since the first show in 1982.

cheers Richard

1 hour ago, mtskull said:

A couple more B80 queries:

Went out for a run last weekend; warm weather and engine working fairly hard. Water temp steady between 160-180F, oil temp much the same. When properly hot, oil pressure at idle was only showing 5psi, increasing to 15 at fast idle and 30-40 when driving.

Is this normal, or should we be investigating the condition of the oil pump and bearings?

My other query concerns the starter motor (Simms, 12 Volt). It works fine time after time when cold but once the engine is hot, nothing happens when pressing the starter button except that the ammeter shows a discharge of 10 Amps. 

I have taken the starter off, inspected it and bench tested it successfully through 100 cycles but when re-installed, the same issue arises. I initially thought that the pinion might be jamming on the ring gear but there is not even any clicking from the solenoid; furthermore, turning the engine manually doesn't help (although it will start on the hand crank). I suspect that the solenoid has developed a fault that only manifests itself when hot. Has anybody else experienced this?

 

Rolls Royce manual states normal oil pressure when driving in top gear is 30 psi as I recall. Regarding oil pressure at idle,  maybe you have it idling too slow?

i think your starter is a coaxial type, I rebuilt a B61 last year and that was 12 volt, think that was a CAV starter. No visual solenoid on these.

regards Richard 

Could be a bit of dirt in the needle valve on that carb, or incorrectly set float height. The float chamber cannot 'over pressurise', but will flood if over full.

17 minutes ago, Andrew Rowe said:

I have a set of cast parts for making the armoured roof for a Dingo, also I have done some plans for construction of the plates, etc. Pm if interested,

Cheers Andrew.

 

Andrew, PM sent to you.

regards, Richard

21 hours ago, Jerry Cornelius said:

  Now starting and idling are as they should be but acceleration is the issue.  

 

 

 

I am wondering if your fuel pump is not putting enough through to keep the float chamber full, The pump diaphragm might be a bit stretched.

Back to the carby, there are some very small passages in it and fuel nowadays seems to have a lot of fine deposits which tend to pass through the inline filters that a lot of us use now.

When the Fox was in service they were often in workshops waiting for parts for weeks/months, I know as I worked on them from their introduction into service until they were obsolete. There was never the big back up of spares stock as we saw with Ferret and Saracen. Gearboxes were common to have to replace due to a flat spot in carburation, so doubtful too many reconditioned boxes came out in the surplus disposals.

regards, Richard

On ‎5‎/‎2‎/‎2018 at 10:23 PM, Nick Johns said:

Speak to Richard Farrant for Dingo work, there was a thread on here a few years back on the problems with Dingo carbs

Hi Jerry,

Just come across this and see Nick has put my name forward. You can get overhaul kits for these carbs and there is a lot of information on how they work with illustrations in the Dingo workshop manuals. Probably needs a complete clean in an ultrasonic cleaner or similar. Could be the diaphragms in the accelerator pump have failed or jets and /or drillings are obstructed. If you have had this vehicle for a while has it suddenly happened?

regards, Richard

On ‎29‎/‎04‎/‎2018 at 7:25 PM, Boley said:

Thats amazing Richard its exactly like the picture from the drivers handbook ,very well done.

Would you sell this I would be very interested.

Thanks 

 

 

Thought you would like to see it. Sorry, I would not sell it.

regards, Richard

If you do not anneal the pipe it is sure to fracture again. If you are concerned on the inner surface, then maybe you should make a new pipe up (and anneal it).

regards, Richard

8 minutes ago, Old Bill said:

Good morning one and all!

Well, the phone was red hot last night and again this morning. Many thanks everyone for your thoughts and suggestions. We have just discussed our options and have decided not to go which is a great disappointment. However, it really needed everything to be spot on yesterday for us to be able to finish the rest off in time and the hours are just not there to fix it. It would be a great shame to get there and fail or, worse still, bust a rod and do catastrophic damage for the sake of lifting a block and having a look. We shall carry on this week and have a day out in Brighton to watch our friends come in.

Thanks to everyone who has been rooting for us.

Steve 

Steve,

That is a wise decision. Having been rebuilding engines for 50 years, I was alarmed at the tightening up of the engine, and as you say, it could end up with a rod through the block and that would be unthinkable. Take your time in investigating and hope you can get the lorry out for other events during the year.

You have all done fantastic work to a deadline, but you cannot afford to damage anything at this stage. Well done to all involved.

regards, Richard

AAW's were civilian garages or vehicle maker's service depots. Many years ago I enquired at the REME Museum, but they had no record. Public Records Office (National Archives) probably best bet.

Richard

4 minutes ago, BenHawkins said:

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Then I tried it in position. The fan only clears the chassis rail at the highest point for the eccentric belt adjustment. I am not sure how I got the dimensions wrong but it looks like I need to splice some more steel in. 

 

Hi Ben,

Can you make spacers up to fit between the mountings at bottom?

regards, Richard

I made a 1/76 scale scratchbuilt model of a Big Ben cargo about 40 years ago, just found it, a little dusty. It bears the number and markings of one that came in the Workshops at that time, never saw another one in army service after that.

If I am not mistaken 'OPP' was one of Richard Beddall's QL collection years ago.

That NSN has a manufacturers part number of 7184890, which looks like it might be Bedford related, but without a photo it is not possible to confirm.

This range of ZF Ecomat boxes were only built in 4, 5 or 6 gear versions, the 6HP600 fitted to the Leyland was a 6 speed with torque convertor lock up.

I cannot see that a '7th gear' option was fitted just to do the delivery trip to Germany. Most British military trucks were geared lower than commercial line haul trucks. One limitation on speed was the cross country tyres fitted.

7 minutes ago, trapper said:

I've recently bought a 1993 Leyland Daf MMLC and she's a beautiful beast, quite a step up from my Bedford MJ however I was expecting a little better motorway speed. I've heard a rumour that when the drops fleet was first delivered to Germany that there was a 7th gear to enable reasonable delivery times/speed and that once at depots the top gear was immobilised to leave the current performance limited to 45MPH. Does anyone have any positive knowledge as the whether this is just a rumour/urban myth or whether there is a 'hidden' 7th gear on these trucks?

I did a 3 week Mechanics course on the Leyland DROPS at Borden in 1991. All of the technical data we had points to only 6 forward gears in the ZF transmission.  The story you tell sounds like a myth I am afraid. We spent one whole week on the transmission, that is how intricate it is.