Richard Farrant

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.

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.

I have not got the original notice from Lockheed to hand, but got the following transcription off another website: Reproduction of a warning note from AP Lockheed on problems with silicone fluids in braking systems Silicone brake fluids - beware Our technical service department is receiving an alarming number of calls from motorists reporting problems with silicone fluids. AP Lockheed neither markets such fluids nor recommends their use with our own or any other braking system. Virtually all the problems relate to long/spongy pedal, sudden loss of brakes and hanging on of brakes. They reflect certain properties of silicone fluids identified by us over many years and recently ratified in SAE publications, namely high ambient viscosity, high air absorption, high compressibility, low lubricity and immiscibility with water. Research has shown that the relationships between problems reported and properties identified may be expressed as follows: Long/spongy pedal o Compressibility, up to three times that of glycol based fluids. o High viscosity, twice that of glycol based fluids, leading to slow rates of fill and retention of free air entrapped during filling and hence bleeding difficulties. Sudden loss of brakes o Air absorption - gasification of absorbed air at relatively low temperature produces vapour lock effect. o Immiscibility (failure to mix) with water - whilst the presence of dissolved water will reduce the boiling point of glycol based fluids, any free water entrapped in silicone filled systems will boil and produce vapour lock at much lower temperatures (100C or thereabouts). Hanging-on of brakes o Low lubricity - in disc brake systems the sole mechanism for normalisation if system pressure upon release of pedal pressure is a designed-in tendency of seals to recover to their "at rest" attitude. Low lubricity works against this tendency. o High viscocity, exacerbating the above effect. It should not be assumed, therefore, that the high price of silicone fluids implies higher performance in hard driving or even normal road use. AP Lockheed glycol based fluids do not contain the adverse properties described above. The recently introduced Supreme DOT 5.1, which exceeds the performance criteria of DOT5, is suitable for all conditions likely to be encountered in modern driving conditions.

Some years ago Lockheed issued a statement against the use of silicon brake fluid and they listed a number of issues that occur when using it. I recollect 'sponginess' of the pedal was one problem. I have never used it.

PB861 is a fleet number of the Petroleum Board who distributed fuel in the 1940's. I know this is only a model but it depicts the markings as seen on photos; https://www.oxforddiecast.co.uk/products/bedford-owlc-tanker-petroleum-board-76bd021

AEC lorry cabs had it in the 50's and 60's as well.

The Dorset Horn ram was regimental mascot to the Dorset Yeomanry ........ and its successors. The trailer has a signboard on the side, looking like it might be on a recruiting display.

Hi Graham, To put your mind at rest, check out the following link from post #123 onwards; http://www.mapleleafup.net/forums/showthread.php?t=2421&page=5 They show the tyres being fitted to British rims (same as CMP rims). I think Coker is only the dealer, not the manufacturer. cheers Richard

Hi Ron, The 'Rubbolites' were not Lucas, they were made by Flexible Lamp Co., hence the FL/ prefix on the army part number.

hi David, I have removed this type of tread strip during restorations on Daimler Dingos and Bedford QL in order to repair the flooring and steps and it was solid, not pressed. Might just be that different manufacturers had varying ways of producing it. The QL step on the front mudguards had two flat pyramid strips and the outer one had. a flange on one side. Dingo ones on floor plates were flat. regards, Richard

Just replied to you on MLU forum. Build date is 1945

Hi James, I fitted a lot of Rolls reconditioned engines whilst working for the army and recall when they were preserved and packed that a metal disc was put over the water outlets and retained by adhesive tape. Maybe someone forgot to remove it on fitting the engine. regards, Richard

A friend in Australia has asked me to put the word around about his recently restored 1941 Dodge WC-16 1/2 ton Radio Command Car which is up for sale. He tells me it is now fitted with a later Dodge New Process synchro gearbox and 4:1 diffs which make it a better drive - 50mph no stress, so he tells me. If anyone is interested, please send me a PM and I will connect you with the owner. regards, Richard

I am surprised no one has suggested the 7.00-18 Track Grip tyre as fitted to the Daimler Dingo as they are unobtainium.

Museum of the War That Never Happened would be more apt. Lets face it, when both the Russians and the British, Americans etc. were legitably allowed to send military personnel over the border to see what the other side was up to,, then it was not a war, just sabre rattling. I am not in favour of 'Nuclear Holocaust' as a title.

Hi Ferg, Another improvement, you can download and print off a pdf entry form as we used to do, see link here: https://warandpeacerevival.com/wp-content/uploads/2018/01/2018_Military_Vehicle.pdf

According to the 1945 edition of the War Office publication, Data Book of Wheeled Vehicles, the 10.20-20 tyres were shown as being replaced by 11.00-20 at that time.

Hi Richard, Stick to the QL, much nicer. The WOT6 was an awful wagon!

Hi Stefan, Great work and well done to all involved in the restoration. regards, Richard

Mike, This is probably the same QL as Ron has mentioned as the owner bought it from a well known collector in Sydney with the 270 already fitted. The current owner got the 'bug' for one after riding in my QL some years ago. regards, Richard

Hi Martin. ,Do you mean those lugs that bolt on either side of the chassis at the rear? Richard

A 6.354 is a tight fit in a QL. A friend in Australia did this conversion about 18 years ago and I spent a week helping him. As he had a compressor on the engine, he opted to change the brake system so it was air over hydraulic instead of vacuum. This worked OK but there was no where to mount the handbrake lever conveniently so we put a spring brake and air control hand brake instead. The engine had a Turner 5 speed box as I recall. It is a much larger engine than the P6 which was a favourite conversion in the 1950's. Had a short ride in it years later and it is a bit noisy in the cab. I much prefer mine with the old 28hp Bedford engine. The transfer box was deemed to be a bit lightweight for the increased torque and using it for bush and desert driving so my friend used a CMP transfer box which is a lot stronger.. regards, Richard

Just reading this and knowing how these vehicles tend to stand around a lot, wondering if it is suffering from 'diesel algae'. You may not realise it but this occurs on pump side of filters as well as in the tank. I worked on a forklift recently that ran alright until it ran out of diesel, then would not bleed through. The filter was covered in slime on the outlet and a small gauze filter in the inlet of the pump was choked. I would be looking at the filters. Just a thought. Richard

Hi Richard, I think you are on a crash course of the workings of an engine and hopefully your mechanic will explain it to you in laymans terms! If the head was off ( you say he took the top off unless you mean the rocker cover) and the engine turned over, albeit 4 revolutions, and all the pistons went up and down, then it seems odd that it is locking up (which I assume is what you are saying). As has been said, your guy will gradually narrow down the problem.

Richard, You mention rotating the 'camshaft'. Unless the timing cover is exposed, this is not possible, Do you mean the crankshaft, ie, turning the engine over? It is quite a simple engine really. I have rebuilt 100's of the petrol versions, but not personally been involved with the diesels. When in the early years of service there were serious reliability problems with the diesel engine, but that was about 24 years ago now and was sorted out. Richard