N.O.S.

Er, Andy - that's a USER Handbook - not ASSEMBLY INSTRUCTIONS :cool2: It couldn't be going to a better home, Steve!

I think a couple of Series 4s got a look in there too, John! :-D

Which is exactly why I like the idea I have seen how modern EP oils can eat away bronze thrust washers in differentials and epicyclic reduction hubs in earthmover axles - quite dramatic.

Transfer box shims - I wouldn't be at all worried about the shims as they are not subject to constantly refreshed oil contact like wearing surfaces are. Differential - the diff is effectively sealed by the two part casing, so unless you split the assembly I don't think you'll see either thrust washers through the small holes.

Also - ref. my post #4, the Federal manual recommends SAE 90 for winter and SAE 140 for summer (like we're going to change it every 6 months....). So it looks like 140 would be quite acceptable. Also it doesn't run out quite so quickly, although you can get an anti-drip additive for incontinent drive trains :laugh:

Lauren! - I've not not thought about it before, but yes - doing a bit of reading it looks like EP additives were introduced to create a tougher oil (e.g. hypoid 90) for use with the hypoid design of crown wheel and pinion gears then coming into common use in drive axles. Does the CMP axle contain any bronze? MIke; I know there is yellow metal in the transmission, but I thought the rear axles did not have any, just roller bearings. Also, did you recive my email about my inquiry about torque rods. After talking to Jeff Jensen, he seems to agree on GL4EP for the diffs and GL1 for the tranny. Thanks John G John and Mike - IMPORTANT!! The 4 pinion differential assembly is the same in WLF front and rear axles, and as far as I can tell is the same as those in the Federal 606, only axle difference compared to WLF is a higher reduction ratio, but the differential assembly should be the same. Now the WLF manuals (e.g. TM 9-1795A Power Train Maintenance, covering complete axle rebuild) do not seem to mention the material used for the diff. pinion and side thrust washers, but the Federal manual states these are BRONZE..... Have either of you pulled a WLF diff assembly apart and able to confirm thrust washer material? Can you advise what parts of gearbox and transfer box are bronze please?

I'd imagine EP oils only became the norm as a result of vehicle manufacturers constantly upping engine output without increasing the size / capacity of the drive train. If a manufacturer did not originally specify EP oils there surely is no explicit need to use EP. The idea of a universal gear oil for these vehicles certainly has merits, and if a mild EP oil can be used with yellow metals without any concerns then great. Awaiting advice with interest, but I can't see the problem with using a straight oil such as AG in these older vehicles. What grade did you end up using in your 6 hour lubefest, John?

Yep. Reckon if anyone knows where to get them, he will.

Thanks for the link - but the item underneath that one, which has the centre connector included, is out of stock!! http://www.eriksmilitarysurplus.com/meshcodco771.html They don't seem to list this centre piece seperately :-( He could always contact Erik and see if he can help.

Unfortunately not, Lee - they are a specific size to fit the unusual connector. Apparently it is called a Douglas Waterproof Connector and was used on M38 and early M38A-1 jeeps. Both wires made up with male connectors and pushed into central female connector - the whole lot is held together by a two part male / female bayonet twist-lock case (shell) - the bit needed is the insulated female connector sleeve in the centre, see below: Component parts: One side assembled: If the Harleston Engineering boys are looking, these are for Geoffrey (Whiskers) :-)

A neighbour came round today - he's restoring a rare M38 USAF Jeep and is having trouble locating wiring connectors. He has a new harness with the original style (DOUGLAS or DOUGLASS?) bayonet connectors but does not have enough of the internal part of the connectors - a simple insulated collar into which each wire end pushes. Standard bullet connectors are wrong size. Any ideas where he could get these? Needs around 12 - 15. They are 1" long, 3/8" o.d..

Eric - have you looked at the industrial/marine engine versions of Volvo (Penta) and Scania? Often there are flywheel housings available with starter on opposite side for industrial applications. This is the case with Cummins.

It would seem you're not wrong there :cool2: Can scan and email brochure. Note I just corrected a couple of body dimensions.

Note the mounting points along centre line of body - are these for additional centre seating framework or some type of palletised load?

TM Body underside, you can see from wheel arches which end is front: Main rails are 85 x 50mm channel, 885mm over outside of channels. Short uprights from chassis rail feet to body rails are 80 x 40mm box. These are not at uniform centres. Pads are 160 x 60 Forgot to measure U channel cross rails - centre of first pair are 650 back from body front. Two front bulkhead uprights are 80 x 40 box. Any other dimensions needed, let me know.

Bad news first - the TM brochure doesn't have the 6x6 chassis in :-( I now realise I was thinking of a Dodge G16 tipper chassis brochure (very similar style) which showed the 4 wheel and 6 wheel chassis side by side. This is the TM 4x4 brochure - 12 pages incl. covers. Also attached dimensions from the Civilian Specification brochure. I noticed you've put tipping hinge brackets on - but are these not for the swb tipper chassis only?

At the beginning I thought 'that chain isn't really big enough'. At the end I thought 'thanks goodness that chain wasn't really big enough'!!!!!!!!!

Maybe they'll be registered in The Congo........

The RT - now there was a comfortable cab.

OK, OK - so it's not called LIQUID RUBBER any more. Guess my stock is out of date yet again (last lot I chucked out was 6 yrs old with a shelf life of months.....).

Looks good - glad you made it safely!!

Richard, Belzona LIQUID RUBBER. Used it for pretty much everything rubber-related except as a very thin bonding layer, but don't see why it wouldn't work. Probably the tech info will reveal suitability.

Unfortunately this video shows the Shuttleworth T Huck already set up with drive lever (wherever it is) engaged - the operator merely moves the column mounted throttle lever on left of steering wheel to activate the drive. have you found the other Youtube video of an olive drab Huck driving around? Great for modelling detail. Try the Shuttleworth Collection for more images of their T Huck. If nobody on here can help you could always bang an email across to them and ask the question :-)

The 6x6 pics will be those from the brochure, but I have a TM body on the ground which I can lift up and photograph next week! Lucky or what?

Try checking Vulture's posts - I'm sure he posted on that thread.