N.O.S.

Well I certainly haven't fixed mine yet, Vince, so don't blame me! Good job WLFs have cranes, Mark, lets hope you're back guzzling petrol very soon :thumbsup:

That M1941 thing, Jack - you sure it's not an Elsan with built-in stench pipe?:whistle:

Yes, Mike, I saw it on the cover of a Vintage Commercial magazine and tracked Paul down, but could not persuade him to part with it! Some while later it went to someone on the south coast, from where Donald Cook in Northumberland acquired it. A lovely truck, ex Mines Rescue with a Leyland 680. My first bout of Scammellitis! And even more off topic, here is my own Mines Rescue Scammell (Meadows diesel), and I believe the only one left with an intact genset - 2 C6 Rolls in tandem driving through one output shaft to a 400Vdc generator. Having said that, the Royal Navy had a short wheelbase Mountaineer artic unit, saw service later with Hills of Botley

Thanks for all this information - a very interesting history P.S. Please post a picture of either A) your assault boat or B) a large ferocious dog (just to keep Catweazle happy)

What can I tell you about PKG888's past? Well sadly not a great deal. Was with Research and Development, Chertsey in 1955/6 when new on a M.O.S. registration plate. She was with Aitkens (quarry / plant hire contractor) at Bury St.Edmunds, and I'm certain I saw her in an agricultural contractor's yard near Thaxted either before or after this. In both instances (I have pics of Aitkens yard) she looked equally as sorry as she did when I went to Northumberland to collect her on 18th Dec 1994 (no rush, guys :sweat:). I'm fairly certain then, that the prop was off all that while, so might even have been demobbed in that state? PGK's problems weren't quite over, as the services of a Mountaineer were required to extract her from a snug hideaway up a muddy slope to the black top, and then 3 miles up onto the Northumberland moors to the nearest parking space for a low loader. While we were achieving this, the low loader driver, who was finishing on Xmas Eve (the haulage company were closing down and it was probably his last load), had succeeded in tearing off all air and electic connections whilst uncouplng the swan neck :argh:, so after loading we rushed around that bleak area to eventually find a most helpful tipper operator who let us rummage through his workshop for various odd bits of cables, airline, copper pipe and clips. It was very dark by the time we got on the move..... I quite like the Basingstoke conspiracy theory :rofl:

Or (and this is before Catweazle gets his oar in), was it F) being chased at much too high a speed by a ............dog?

And the vintage tractor boys just love it 'cos it doesn't smell so bad as parafin (allegedly).

Pretty certain it's a 220 going by the photo

And you'd have to ease the clutch in ever soooooo gently :rofl: What about a cut-down 90 hard top as the bonnet power bump?......

OK, OK, my mistake. Atkinson of course.........:n00b::banana::banana::banana:

WHAT? You might get one in the buck, but surely not under the bonnet? :confused::confused::confused: Or are you not talking Landrover? 4BT maybe?

Nah, it's just a very heavy A-frame that it's lifting :rofl::rofl::rofl:

And Scammell Constructors, and Leyland Martians.......

Hey, 6 X 6, we're talking Scammell Constructor here, none of those Ward laFrance quick-fixes thankyou very much :argh: :n00b: But I think your previous post summed up very neatly the situation re. gearboxes and propshafts - and gives the respect deserved to "them at Watford" :tup::

Isn't the Cummins 220 another good conversion? Several trucks about with them, although good 220s hard to find now. Cummins rule OK :cool2:

abn deuce, you have a good point there (it was also mentioned earlier in the thread) which also has relevance to the gearbox position, for heavy load pulling they were running at 4 - 15mph typically, and not in top gear much of the time either! These beasts were not built for speed, that comes at a high price for preserved trucks, and the gearbox wsn't built for high horsepower either, as has also been mentioned....... gritineye, I do not believe ballasting would make any difference to prop angles - Constuctor springs are so thick I'm not sure any amount of ballasting would cause them to deflect! And as you say they must have worked the normal running angles out correctly, so what on earth causes the prop problem then?????

I think Harry's grey crawler crane is a rare LIMA (oh how sad is that?):n00b:

A chap I know well was running a breakers yard when farmers were buying the then 'new' E27N, and a lot of quite servicable Standard Fordsons were going for scrap. Whenever one came in with some fuel in, he would disconnect the governor and make sure engine oil was at correct level. The tractor was then started and allowed to run. As the engine warmed up and increased in speed, first all the water shot out of the radiator, then the fan blades would fly off, eventually (unless it ran out of fuel) amongst the shrill whine and smoke (at several thousand rpm he reckoned) the glass fuel bowl would shatter and calm descended once more. When he came to break the engine, he would carefully inspect the internals. He never found a failed (run) white metal crank bearing, which says something for the design :cool2: My old fitter worked on a farm where the ploughing tractor was a very old Standard with rear exhaust under the axle. In winter the driver would wear an old WW1 trench coat and run a bit of rubber pipe from the exhaust up the back of his coat. His neck was just a tad sooty at the end of the day, but he was never cold :-D

What a looker! Could have come straight out of STREET MACHINE magazine, I WANT IT - NOW! Now, does anyone fancy slamming and chopping a GMC? I'm thinking GMC diff in front axle on tiny wheels, and Chev diffs on rear bogie with big wheels - pity there's not an intermediate ratio for the mid axle to give 3 diameters..........:shake:

Whilst we're off topic some big diesels suffer badly with cylinder liner corrosion through electrolysis (Cummins V8s use a water treatment filter to help prevent this) - is this made worse in the boat situation or is it just hull and stuff in direct contact with the water that is in trouble?

Are you sure about that? There is some authoritive information on this forum about yellow metal in drive trains - they reckon it's the EE PEE additive that does it, so you need to find a marina with straight H2O, without any ee pee additive (it's them drunken sailor types.....) :captain:

ENVY!

No doubt they will free off, but if not, don't panic - Worst case scenario - Once the housing is worn oval, you'll probably have a job to keep any bronze bushes tight. Also if you have to get them made they will be ££££££. Possibly shaft will be OK but any play and a new std bush will suffer fast. If you are up for a "super bodge", how about this - (never failed me yet!) Get new bushes made from a hard NYLON (in this case recommend S grade, the same as heavy truck spring bushes). And only ££ to get made by comparison! You may need to do some very careful measuring to get the optimum fit for both housing and shaft, but what happens is the bush will remain a nice press fit in worn housing, the bush simply deforming into worn area whenever load applied rather than break up. Also to some extent self lubricating, though we always cut greaseways as original. Greasing will keep grit out and prevent hard particles embedding into nylon and then wearing shaft even more. A brilliant company up in Glasgow, specialising in one-off jobs. Will dig their number out today (long time since used them)

Must admit I don't know what bearings there are in the walking beam - plain bushes or taper rollers or other? Any chance of a drawing so we can offer up some useless remedies?

Get yer overalls on and yer spanners out!