N.O.S.

Fencepost - try making a couple of other posts then try again - ISTR it used to be not possible to attach a file to the first post?

For the extreme draw of your job, what about making up a spinning tool using a heavy ball/roller bearing? Something like a 3 or 4" o.d. single roller bearing in a forked arm would seem about right. I would imagine this might significantly reduce any tendency to cut / tear the material - although I guess the lack of friction heat might cause the material to require much more frequent annealing?

After this recent road run on the Goodwood Estate there are unlikely to be any pheasants around for the Autumn season…… VIDEO: FIAT S76 DRIVEN FOR FIRST TIME IN 100 YEARS

A very interesting report extract, thanks!. I wouldn't say I'm sore about lack of an aviation equivalent of road fuel duty per se - more the fact that over here we have set our standards so high that all we seem to be doing is crucifying our own industry/commerce/economy by the imposition of very stringent emission controls which piles on the pressure to transfer more and more manufacturing to the parts of the world which pay far less attention to such environmental concerns - which just makes matters on a global scale even worse (even if it is better for cyclists / residents in London). But my grumpy old man rant has nothing to do with the good news about the LEZ and Historic taxation - now, where an we get hold of a decent pre-1973 tractor unit to pull the low loader with? :cool2:

What type of information are you after? I could get you a contact for the former Terex dealers Blackwood Hodge who I think handled these contracts - he could also put you in touch with someone who owned and restored a couple of TS-8s, and who I believe is one of the most knowledgeable people on them. The same contact runs this informative site for ex BH employees - they have an amazing wealth of experience and knowledge between them: http://blackwood-hodge.typepad.com

Last week I had a 1/2 day working very close to the main Heathrow terminals. The last 1/2 mile of the journey with the low loader was inside the LEZ - which for a Euro 4 compliant outfit meant an extra cost of £200. It seemed more than a little ironic that we spent the time being rained upon by untaxed / regulated AVTUR droplets and products of combustion……

Roy has obtained a decent body from an M-Series truck, it may need shortening a little but should look very respectable. The winch will sit across the top of the chassis between cab and body. Rear bumperettes are missing - a pair from a scrap WLF are being measured up for compatibility, they look the same. Work is underway on replacement engine side panels, but the RADIATOR COWLING and BONNET are not present and will be difficult to replicate. If anyone has any leads on these items, Roy will be pleased to hear from you!

A correct pattern winch has been sourced (it was sitting only 5 miles away). A few more pics of cab work and chassis:

666 March update: It appears the main reason Roy's restoration has been held back is the continuing dire shortage of 8 wheel tipper drivers and HGV mechanics in Suffolk (don't even mention the demands of the farm). After his old mobile phone went on the blink Roy was able to make some good progress on the cab - but only because the transport company were unable to contact him to request his presence. His big mistake came in obtaining a new phone (he said he only got it so he could take photos of the restoration….) as he immediately became available again! Once the chassis was in one piece, the cab became Roy's priority as he is keen to get it in position on the 666 chassis in order to better assess the space available for an engine. He has obtained a DAF engine with a dubious history but is confident it can be persuaded to run and will do the job, so long as there is enough room. Still no photos of the chassis unification - I think we should now officially log them as MIA during Antony's epic battle with Windows 8. Now the technical difficulties of lifting photos from Roy's new phone onto my laptop have been overcome, update photos should be forthcoming on a more regular basis. Here is the critical piece of the cab jigsaw - the stretcher between front and rear door pillars. the cab side has some complex curves and anyone looking at the complete cab would have little idea of the work involved in getting it to look right. The next 3 pics give an idea what was involved in rebuilding the cab - door skins (much of the frame too), new pressed panels for rear inner cab skin, some of the worse pieces of rust which were cut out. Note the state of Roy's high viz coat - he had already been banned from wearing it in the Red Lodge Truck Stop, and just before I arrived to transfer the photos it had caught alight and melted (when Philip shouted at him 'you're on fire', Roy initially took this as a compliment to his dexterity with the angle grinder). Ventilators have been rebuilt, door locks replicated, the roof panel is due to have a reinforcing strip inserted to maintain shape as it has buckled in places and either sits 'down' or 'up' (don't forget it was last seen blazing fiercely in Band of Brothers). The work so far on the cab almost defies description - so much was either missing or rotten - but the views below show progress made to date with the first coat of filler applied and cut back.

Now, I wonder how we could turn this to our advantage……...:cool2:

A steep hill in Cae Harris, S Wales causes problems for a Cementation drilling rig. Policeman stands guard to make sure Andyfowler and Daisy don't run off with it (although I think it would have been moved by now…).

Is there a scene involving starter batteries, Charlie?

Does it have any "deleted scenes"? :whistle:

What a lovely car, Bernard! Don't worry - the winch on my trailer will shake it off your back no problem. :cool2:

Quite possibly. The 335/80 is equivalent to 13.00 x 20 but with a lower aspect ratio (80%) so will be very slightly smaller dia. than your 12.00 x 20s. The 395/85 is equivalent to 15.5 x 20 but even with 85% aspect ratio will be larger dia. than your 12.00 x 20s. Can I suggest you run the idea by a tyre fitter as the 395 might be too wide for your rims (335 should be fine). They'll have to have tubes fitted if using your rims. Note that the Guyanans have cut the lower fronts of their cab mudguards to allow those bigger tyres to turn - you'll have to do same to rear of cab mudguards too, and also reset the steering stops to avoid chewing out tyres or steering linkage. I borrowed a 16.00 x 20 XZL fitted to a TM rim and tried on my MJR with cab raised by 3" and it would not work, but maybe you'll just get away with the 395/85s as with the smaller aspect ratio they'll be smaller dia. ...... Best to ask to borrow a tyre and get one fitted to your rim so you can try it out first. Either that or get some dimensions and do the measuring accurately!!! P.S. I've seen a Bedford running on 14.00 x 24 wheels so anything is possible, but I don't reckon they had a lot of steering lock!! It belonged to Rose of Kenton drainage contractors in Suffolk but I think they are no longer in business so you can't ask them how they did it.

I would have thought so, Mike. The only others with identical bodies to the M.O.S. vehicles used for tank haulage that I have come across were the two to a special order but not supplied for tank haulage, and they differed only in having military front (and rear?) tow hitches. I think the two R.E. prototypes supplied for trial (after delivery of the production vehicles had commenced) had straight not tapered wooden bodies.

Try www.kirkbytyres.co.uk for great value special rims made to the offset you require.

Try looking here Gary: http://hmvf.co.uk/forumvb/showthread.php?8336-12-00-x-20-tyres These do look a lot wider than the normal 12.0 x 20 tyres, the ones in your photos look to be on the original Bedford rims. Possible some of them are 14.00 x 20 but I very much doubt it. I don't know much about Russian tyres - maybe other sizes than 12 or 14 are available. But if these are the Bedford rims they must be 20". It doesn't look as if the axles have been spaced from the springs, and it would not be possible to raise the cab because the MK / MJR steering column is not telescopic like tipping cabs, so I reckon these are 12.00 tyres. p.s. It may just be that these tyres are still available - try contacting Dave, you never know!! p.p.s. Learn more about all these tyres and secondhand availability in Europe here: https://www.vrakking-tires.com/stock/

First ones look very Russian, second ones are Michelin XL which are a sand tread - wonder what they'd be like on snow?

I believe this is a common system in USA with brakes on those jumbo pickup trailers? But I'm not sure it is a system which is approved for use in UK? Maybe due to inherent delay in application? Though that may not be significant enough to cause an issue and can be eliminated by use of a small reservoir always maintained at vacuum. Can anyone enlighten us further? Also I'm sure only rad is pushed forward on P6 GMC conversion - bonnet remains same length. My dad used them, he also had one or more with a Gardner 4LK or LW - snails at best but would slog across wet fields for ever :-D (Sorry for thread hijack Jamie!).

Jamie, I run a non-turbo 6B in a heavily laden Bedford MJR and would not hesitate to use the same in a GMC. They are a lively responsive little engine giving out 130hp even without a hair dryer, and unless you plan to tow a gigantic piece of WW2 arsenal around I see no necessity for a turbo. But the more pics of the R36BZF conversion I see the more I like it! I seem to recall comparing a 6b against a P6 and ruling it out for a GMC, but I might just have to measure up again if you are confident. I'm sometimes not too good with tape measures..... :-) I think the P6 required the rad to be moved forward? Which may be the only reason I ruled the 6B out? Perkins supplied a complete kit with all stuff required for the GMC conversion including a special flywheel housing to mate with the box and I believe brackets for the radiator move? Great work on the adapter rings! Tony

Great links, thank you! The oil press switch is new to me, wish I'd known about that 3 months ago! What d'ya reckon, HW?

There must be a neat way of building in a safety cut-out. For example what if we had a time-out relay (load circuit opens after set time) of say 10 seconds in the feed from ignition switch to fuel pump, with a running feed via an oil pressure switch or dyno / alt charge circuit? During initial start-up the pump is only required to fill the carb bowl - which takes maybe 3 - 5 seconds. So a feed via the ignition switch and relay initially to fill bowl, then the feed can be taken over by something related to oil pressure or alternator / dynamo charge. Don't think the existing oil press switch be used without another relay as they usually close with no oil pressure thereby putting on a warning light, so another switch would be required, with a tee fitting. Come on then - who is good on electrical puzzles then? Not too many relays please :cool2: P.S. if we can land a rocket on the moon, why can't we make a decent quality rubber fuel hose? Another thing about those Filter King units is the fittings are designed for rubber hose - difficult to adapt for metal pipes.

While you wait for Larry's reply, the reason I've done away with some pumps is because I was unable to source a pump with a priming lever. On an infrequently used vehicle this is a flippin' nuisance. When I can get a priming type pump I'm happy to use one.

So to summarise, Larry - You need a low pressure (1.5psi) pump You could use a high pressure (4psi) pump You could fit a filter which incorporates a variable pressure regulator so if need be you can adjust You don't need a regulator You need a filter You don't need a filter That about covers it I think? :rofl: