N.O.S.

Thanks for that - sounds a neat solution to a worsening problem. Can anyone comment on the suggestion that it can be built up with chain instead of gears for timing?

A discussion on g503 suggests these are being cast and machined in China by an American guy - he's spent time ensuring consistent quality of casting and CNC machining. Suitable for either gear or chain timing drive. Prices in U.S. suggested as $1900, prices from Jeepsudest Euro2300 with reduction for quantity order. A few in U.S. suggesting it is not absolutely identical to wartime blocks - but hey, if you're that bothered about casting numbers then just grind them off and stick some others on!

Bedford M Type / MK / MJ Parts List: Does anyone know of a parts list resource which can be accessed online? Alternatively - can anyone provide part numbers for front left brake cylinder and front right brake cylinder? Are MJ cylinders the same as MK? Thanks!

I think I would first check the wheel bearings for play on the side where the oil leak is. And - while you have the wheel off the ground - how about (with fwd disengaged) getting someone to spin the wheel round while you listen for the source of the noise?

I have a Dorman 4cyl diesel in a WW2 excavator which gets a run up every 16 years or so :blush:

If it ran out of oil it will probably not lower until refilled with oil as the non-return valves will not unseat. At least that is my experience. If you are topping up oil with cab partially raised, be sure to leave filler cap off until you've lowered it to avoid blowing up the reservoir if it then has too much oil in (reservoir is only just big enough with little spare capacity).

Yes - one potential obvious being lack of oil. Only had a cab tilt pump stop through low oil - if this was the culprit in your case, possibly it caused an air lock in a non-return valve?

Just rifling through my plan chest I found an excellent print I'd bought a long time ago and forgotten to mount and frame - I checked it out and it is still available to buy: http://www.williampadden.com/pages/jeep.html I can vouch for the superb quality of engineering draughtsmanship of this product, and compared to other fine art prints it represents great value. Well, Christmas isn't far off (I'll be buying myself a sheet of Daler mounting board).

Yes, they do have a sense of humour on occasion at Sutton!

I got into a bidding war once - until I realised the other bidder was in fact the auctioneer running me up :mad:

Just found something which might help you (it was niggling me trying to understand the use of single line!): Below are three posts copied from http://www.russianmilitarytrucks.com/phpBB3/viewtopic.php?f=10&t=1888&start=40 (Note there seems to be a slight ambiguity about how the system should work, but reckon the answer may be that they were originally emergency brakes only, then later trucks were fitted with more complex brake valves which allowed the same trailer system to function as a service brake) A) "Air pressure take off connectors on Gaz/Zils etc are just for charging up trailer air tanks. There is no physical connection between operation of the trailer brakes and vehicle brakes. Therefore, the Gaz66 twin servo assembly is just for the vehicle braking system only (not all have twin servos, earlier had single). There is no braking circuit connector for trailer braking, just a air pressure supply from the tank. Principally when towing a Russian trailer you connect the twist turn air connector, and switch on air tap (under chassis), the vehicles compressor charges the trailer air tank. When you are towing, should your trailer become dis-connected and it attempts to go its own merry way tearing the air pipe. The sudden discharge of air will operate a valve, shutting the sudden escape of air and fully applying brakes on the trailer. Therefore, my advice, is to be mindful with your overall train weight, these are very stable trucks and there are very few with trailers across here. But, you don't want to be ending up with brake fade on a hill or the tail wagging the dog." B) "I dunno about the Gaz but all the Zil 131's have a proper single line trailer air brake outlet, this operates much in the way you have described via the use of a relay valve and dedicated air tank located on the trailer, but this wasn't just used as a safety device for breakaway trailers, it was a fully working service brake operated via an additional mechanism inside the Zil's foot brake valve assembly, basically a constant supply of air is supplied to the trailer's air tank until the brake valve on the Zil is operated, when this happens air pressure in the trailer supply line drops, the trailer relay valve senses this pressure drop and switches allowing air pressure from the trailers air tank to operate the trailer's brake actuators, however once the trailer air line pressure is restored the valve switches back and the trailer brakes are now released. This system for trailer brakes has been around for a long while, I'd be surprised if the Gaz wasn't also equipped with the same system as the Zil, it only requires the fitment of a brake foot valve that's capable of controlling the trailer air line, it would be rather strange if this weren't the case as the Gaz would be more than likely expected to pull all the same trailers as the Zil. The easiest way to check would be to undo a union on the trailer brake line of the Gaz, if the air stops hissing out when someone puts their foot on the brake pedal you know it's a working service brake line, not just a air supply line." A) "Do you know what. Until earlier this year, I thought exactly the same as you. However, we sold a Zil and box trailer a couple of years ago, and only found out 100% when we connected the trailer and wondered why the trailer brakes did not work when you operated the brake. When the engineers looked at the system in detail, we discovered how the system operates. The Soviets weren't bothered if the odd truck ran away. Also, another reason they use this type of design, as that many Soviet box trailers have a parallel air line and connector running to the rear. There would be another hook and electrical connector. In theory, you are able to connect multiple trailers, and if any came away it would just stop. However, generally military convoys could be a mile long and were quite slow. "

Surely if you've just made a winning bid of 115,000 euros for a Cushman scooter the fee and VAT are academic.....

Can only get first of three pages of results, but am I the only one thinking the GMC 352 / WC51 / Jeep prices realised are more like telephone numbers than realistic values?

If this is a straight air brake system (braking application is proportional to pressure in brake cylinder), I would think the only way the trailer brakes could function as service brakes with just a single line would be if there is a separate trailer braking valve on towing vehicle which reduces line pressure to apply trailer brakes. If not how is reservoir kept maintained at high pressure? The reduced line pressure is detected by a sensing valve which applies trailer brakes (proportional to pressure drop) from the trailer reservoir (which is fitted with a non-return valve). When pressure in line is restored the valve releases trailer brakes. The system also functions as an emergency brake should the trailer breakaway and line pressure be lost completely. If no trailer braking valve on towing vehicle, the towing vehicle would do all the braking and the system would function only as a breakaway emergency brake so long as line was connected. I guess the trailer reservoir pressure could be initially built up by applying brakes before moving off, the non-return valve would then maintain this pressure until a breakaway when valve would detect loss and apply brakes, and normal trailer braking effected by line pressure - but how does the sensing valve identify between line breakage and zero pressure (no brake force) under normal use? Is it by detecting RATE OF LOSS of pressure?

Can you trust what the manual says? My AWD M Series manual gives torque for axle shaft nuts as 156 Nm (115 lbft). Twice now I have managed to tear the threads of a stud in the hub when tightening half shaft nuts to this limit. So when taking the hub off a crated rebuilt MJ axle today I decided to check torque required to remove half shaft nuts - they required between 90 to 100 Nm. Great. So what is going on here?

You can get a mobile phone app for most things - what about a bugsweeper app? :cool2:

Nice unusual truck, but you really need something much bigger or a lot more of them to fill that FANTASTIC workshop!

They look great, and it would be a fairly simple task to make up a press tool and die to press in the reinforcing vees as an additional operation for anyone prepared to pay the extra cost.

It appears that Wisconsin had a tie-up with Lister throughout the period of WW2 - I discovered this during a search for Wisconsin AP-4 info. There is some info somewhere on http://www.internalfire.com but I can't find it at the moment! The following is from an Australian stationary engine forum: In the UK Wisconsin had an agreement with Lister from approx. 1936-1947. Initially engines were imported in CKD form and the Lister-made content gradually rose. The early imports had the US Wico C mag though this was soon replaced by the UK made Wico A. A good many Wisconsin engines were supplied during WW2 as genny or pump sets.

Hi Bob, PM sent. Tony

You don't need to, Pete - that's what your barrister with questionable ethics is paid to do :cool2: It's amazing how they can run rings around anything to do with 'subjective application of law'. I agree with you it is subjective, and there are no black and white answers - I guess all you can do is drive with care and consideration for other road users. If you believe the examples above are doing just that, then what more can you do?

I would have thought the slow vehicle driver's legal defence would be that the line of cars had all built up behind since he last pulled over to allow vehicles past, and that there was not a suitable place to pull over between that point and the point of being apprehended. He can argue he has a right to use the road, but not to do so without unreasonable consideration for other road users.

Not so sure Pete - although speed was obviously a contributing factor, it was not mentioned in the specific charge, which is more about ignoring a line of vehicles behind (the only defence against which would be to demonstrate that you pulled over at every opportunity I guess?): Traffic police charged the tractor driver with driving without reasonable consideration for other road users after the early morning tailback on the A39 in November last year.

Yep - just read it properly Jack. Clubhouse workshop gents toilet getting bad did you say? On to it right now…….