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About Stormin

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  • Birthday 03/05/1971

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  • Location
    Littleborough, Lancs
  • Occupation
    Civil Engineer

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  1. I would say a brilliantly simple idea that gets around the problem of slowing the heavy input side of gear train to the correct speed for easy up shifts in the days before syncromesh gearboxes became common. A similar system was still in use in heavy commercial trucks and tractors with heavy gearboxes right up til 60 years later. It does of course rely on some driver skill. Upshifts require the clutch to be depressed further to engage the clutch brake just enough to slow the input shaft and gear train speed to match the reduced engine revs. Down shifts require a shorter press of the clutch pe
  2. Glad to see you are back on with the Thorny restoration. It's seemed a long break for those of us used to regular updates. I dont wish to make further work for Steve, but doesn't the radius on the edges of the axle retaining plates carry on into the recessed area on the other two edges between bolt holes? Looks to me that all four top edges of the plates are radiused. Hard to tell from photographs of course and you have the advantage of seeing the Norfolk Thorny in the metal.
  3. Surely that "T" is an I. "HICLF" Is what I read. I was imagining it may read HICLEAR, and maybe a chassis code for extended dumb irons to raise the chassis frame for extra ground clearance as opposed to a standard chassis with a "straighter" front dumb iron.
  4. No gasket or sealant between the two case halves? How is this going to remain oil tight? A paper gasket may make all the difference to how tight the end float adjusting nut is too.
  5. A technique I've read about with regard to welding poor quality ally castings is to turn up the AC balance (most modern ac tig have this feature) and pass oer the area with the torch a few times to clean up the metal, after mechanical cleaning first of course. This melting of the surface helps to remove hidden impurities. After several passes of just the torch then you can think about adding filler wire to actually fuse the pieces together. Lots more good advice can be found on the Mig welding forum which also covers Tig and other workshop practices. http://www.mig-welding.co.uk/forum
  6. Those liners look huge. Seeing them being placed in gives a good idea of the scale of this engine. Im used to seeing tractor cylinder liners much smaller than this of course. I'm surprised you have filed the liners flush with the top of the block. It is common on vintage tractor engines for the liner to finish proud of the block by several thou and the fire ring of the head gasket to accomodate this projection. What sort of head gasket will you be fitting to the Thorney?
  7. Couldn't the steel roller have been set in the mould as a permanent core and cast in? After all the alloy / Zamak is a lot lower melting point than steel. The cooling rate of the alloy may have been controlled to reduce cracking as it shrinks around the end pins of the roller. I suspect a lot of stresses may still hav been present and hence the later failure of the castings. Keep up the great work and excellent reports again.
  8. Great to see your collection all at one rally there. Did you have to drive them there in shifts, or did you get helper to take the remaining vehicle? Looks like the weather was too good to have the canvas canopies up on FWD and Dennis, they may be more appropriate up North were it's rained quite a lot of this Bank Holiday weekend.
  9. Looks like someone previous didn't follow the instructions then hence the bend in the pin. That shroud piece looks like it'll take a bit of work with pattern making, it's a very thin section with not much room for error. Do you ever consider using the original parts as patterns, albeit repaired and built up to allow for shrinkage, rather than making patterns from scratch?
  10. I've repaired the re-coil springs on quite a few two stroke engines, chainsaws etc just by cold forming the end of the spring to put a new hook or eye onto them with no problems. As David says if you are going to do it hot you only want to heat the very ends and do it quickly. I would try cold working a couple of springs first. Two stroke re-coil springs tend to be available quite cheaply so you could have a few goes without spending too much and cheaper than getting a custom made spring.
  11. Same chap is selling a rather tidy looking Scammell Explorer too! http://cgi.ebay.co.uk/SCAMMEL-EXPLORER-/120741678345?pt=UK_Commercial_Trucks&hash=item1c1cc3cd09
  12. I came across a very nicely restored Crossley at Cark steam gathering a few years back. http://hmvf.co.uk/forumvb/showthread.php?8827-MV-s-at-Cark-steam-gathering-27-07-08 Second Photo. Glad you managed to get the required information from MOSI. If I'd have seen the thread earlier I'd have loved to have helped out if possible on that score. Very often visit the MOSI and have quite a bit of time on my hands at the moment. Good luck with the restoration.
  13. Now I see the reason for the question and thread regarding selling / loaning a vehicle to a museum. Much as I'm looking forward to another restoration thread on the Thorny, much like this one please don't rush into parting with one of your trucks. Whilst a museum may the best way in some ways of preserving your restored vehicle no-one is likely to appreciate and take care of the vehicle in quite the same way as the person who has spent many hundreds of hours restoring it. Although you can have too many vehicles to make adequate use of them, I hope you find some way to accommodate all the
  14. I would place the test panel of painted Matt finish outside to weather for a while as well to see what it is like for durablility. Whilst I guess that Talcum powder is probably correct for the period I also suspect matting with Talcum powder could soon lead to a chalky finish appearing. There must be other more durable compounds available for modern paints.
  15. Congratulation on completing the London Brighton run without incident. It would've been a great injustice given the work and dedication that has gone into the vehicle if it didn't perform impeccably. I too am surprise that the engine doesn't have a decompression mechanism to aid starting. Is it possible that in the application as a pump engine there was a different starting arrangement fitted, one that was maybe geared or arranged to enable several sets of hands to easily rotate the engine? Another thought arises that your re-working of the engine, tighter tolerances etc, may have increas
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