N.O.S.

Thanks Chris, and I now recall seeing that photo of your half-cleaned tyre Rick, cheers. What cleaner did you use?

Some interesting ideas, thanks. But the tyre paint, Chris - what happens when it eventually peels/cracks off? Or does it? And how satin is it? I've seen some really glossy painted tyres....

I need to rejuvenate some 12x20 bargrips. The tyres are good but have gone grey and green! I'm thinking a good steam clean or pressure wash, but then what? I'd like to get them black but not shiny, so no tyre paint. Any ideas?

Nice try, Les :-D

There is a weight below which braking is not required on A-frames, which is why a lot of cars towed behind motorhomes are now the Smart Car, or other micro variants.

And according to a DVLA vehicle inspector I spoke to some 5 years ago, it is not acceptable to use just the handbrake (the easy way!) - all brakes must be actuated. One way is to get the over-run hitch to operate a master cylinder which actuates a hyd. cylinder to depress the brake pedal. He actually suggested that - I'm struggling to think of an easier way to do it :confused: Might be worth contacting DVLA and asking to speak with a Vehicle Inspector, they'll soon put you straight and might be able to offer some other solutions which they've come across and approve

Seeing as you're on the case, Andy, if it ok with you I'll drop 30 tyres outside your house tomorrow. Cheers mate! :-D

Hmm, having first found one, I had to wait very patiently for 7 years.........better get some more beer in :cool2:

Strewth bor, dew yew cum in an' droor up a pew!

Got the pic to fit at last. The H-600 is an 11 litre, the NH is 12.2 litre and the AA is 6.2 litre. As a very rough guide ('cos modern engines have shorter stroke therefore will be v.slightly longer for same capacity?), a modern C (8 litre) will only just fit the WLF, a modern 6B (5.9 litre) will go in with several inches to spare. This should give you an idea, but I suspect it must be an AA-600. The auxilliaries look identical though :confused: You could contact Cummins Tehnical (John Christiansen) at Wellingborough, on 01933 67220 - if you email some pics he might be able to help.

:rofl::rofl::rofl: Not many people know this, but Barrett made trucks once......... Or is it possibly Roland Emmett's house? :whistle:

This book definitely shows your engine in the pic. Above it lists the Model H-600 and a Model AA-600 (4" bore, 5" stroke, 377 cu inch and 100hp at 2200rpm). The Model K is listed a few pages on, and is not that one. It can't be the H according to the manual you've found, so possibly the AA? More revs, even less guts!!!!!

Exactly my thoughts. I've scanned the page in but cannot reduce file size to post it, due to glitch in computer at present. Will keep trying. Looks to be a common rail injector system, injector worked off camshaft by pushrod. The book has several pages on injection system and timing and other stuff. I'm sure the H-600 was used in some wartime MVs but can't recall what at present. Anyone?

OK, the only other niggling doubt is that the photo does not have a model against it, and the spec also lists the Model NH. But it is certainly not the model NH that I know from late 50's, and I can't see them totally redesigning the engine with 3 separate heads and keeping the same model desgnation.... The NH spec shows 6" bore and 5 1/8" stroke with displacmnt 743 cu ich. No power output given. I'm still certain it is a Model H.

According to the picture in my "New Thompson Repair and Tune-up Manual of 1949" (even down to the now-redundant dynamo bracket), that is a Model H-600, which is a really nice period motor :-D It is a 672 cu inch engine, 4 7/8" bore with a lovely long 6" stroke. Compression ratio is 17-1. Max. automotive output (unless you've got a supercharger tucked away on the right hand side - model HS-600) is a miserly 150hp at 1800 rpm, which Tootallmike, when he has finished wedding duties, may have something to say about.......:shake: The only tiny tiny niggling doubt is that there was also a K model (see your serial no.plate), but this was a massive 6 3/4" stroke and 9" bore (1932 cu inch) so I'm sure this engine would not fit into the WLF. No other info on that model. On a positive note, I'm sure it will slog down to about 600rpm in true 'big Cummins' style :rofl: Tony

Norman, have a think about replacing that top hose with perhaps a metal section and two heavier short rubber/neporene bends - that *&%$£& corrugated stuff almost cost me a Cummins 220!! Tony

Might as well group these in here (the crash pic was lost in the crash :-D)

That was certainly the original colour below the $%$*$%^ green paint I scraped off !!!!! The problem area was the cab interior - base paint was same blue/grey, so I repainted it as such. But it made the cab such a depressing place to sit in, I contacted Duxford to be told that Eau de Nile was correct for that period - what a relief to hear that, and worth the repainting effort! The QL refueller at Duxford is in blue/grey with yellow top surfaces (flightline vehicles). Excellent work, Ted!

It appears to be a taxation class into which a whole load of oddball stuff is now placed. For example a loading shovel used to be taxed as a Digging Machine. The new registration documents come back with Special Vehicles. In 2005 I registered a Bedford TM tipper as a dumptruck, the registration document came back Special Vehicles. Also any engineering plant (a vehicle constructed primarily for use as a tool and not to carry any load) is so classified. I'm just thinking it might be feasible to tax an amphibious vehicle as such, rather than historic vehicle. The width problem may then not apply. But a whole load of other stuff might!! :-D Really, I'm not knowledgable enough to advise on any of this. The legislation changes fast (for example there was a rumour a while back that JCBs may be made to run on white diesel on the road, but nothing has happened yet - also remember when they stopped mobile cranes running on red?). I'm only passing on what little info I've come across which might possibly have a bearing on how to go about resolving these transportation issues. I've always found that speaking to DVLA (ask to be put through to a member of the Vehicle Inspectorate, they are usually most helpful) is the best solution. After all, they are the people who would inspect any vehicle involved in an incident and determine what legislation applies to the vehicle and whether it complies.

Here is a (maybe not so silly?) idea, which I looked at a few years back when contenmplating my own transport for a piece of engineering plant (which is itself overwidth, taxed as 'Special Vehicle' and so is exempt from C+U and runs on red diesel). If you build an overwidth body onto a truck chassis in order to transport an overwidth load in the form of a specific vehicle, it then falls outside C+U regs. and thus supposedly does not require testing and can run on red diesel, and can be taxed under 'Special Vehicles' Note we're talking overwidth, not overweight. You could build wheel pockets into the body to suit the vehicle being carried, to lower the centre of gravity - this will help to demonstrate that it is designed specifically for that load (perhaps the difficult part?) The problem is that it can only be used to move this specific item. I decided not to go down this route, but it just might be worth looking at for certain MVs? I have no idea if this scenario applies to carrying historic vehicles around, nor whether it still applies to my situation - I'm just passing on what I found out at the time, so it's up to anyone interested to check it out for themselves.

Yes, but I did think of sticking wide x 24" Michelin XM27s on one, now that might have been ok, axles were tough enough to take them. But so much weight on front axle....

Note that she is a 6x4, not so good in the sticky stuff. Pretty sure all 6x6 went to Australia??? And maybe Iran?

They came out too late, Tony. Truck spreaders had pretty much all finished by then I would think. Too heavy for that job anyway.

How absolutely amazing to find one trailer, let alone two, in such (apparent) complete condition!!!

Another option is to buy a cheap day cab high power tractor unit (quite often good value) and get the chassis extended with a tag axle. to suit your exact requirements. :whistle: