Stormin

Surely there's a chance of registering a CET as an agricultural vehicle and getting round the width restriction. I know there's then other limitations on use but better than not being able to use it at all.

Used the Zinc 182 primer on my Land Rover bulkhead after welding once then regretted it when top coating. Got a nasty reaction with paint which went a pale colour and cracked. I'd try a small patch of your intended top coat before going any further.

There's a few for sale here which may act as a useful guide to prices. http://www.milweb.net/classifieds.php?type=4 If you don't know Stolly's I would ask around a few people first so you know what you are getting into.

Haven't seen any posts from Mike recently. Is he working away again?

Tim Looking again at the next to last picture with your daughter hiding under the umbrella. At first glance, reading the lettering on the side of the truck, I read it as: "Dad not to exceed 30cwt" :rofl:

About ten years ago I rebuilt my Land Rover on a new galvanised chassis, using many new parts. Sailed through the MOT no problem. Within a few weeks however I had a huge amount of play in the steering wheel. The cause of the problems in no particular order. 1) Front axle U bolts had stretched over time and entire front axle moved as steering turned. 2) Some of the studs securing the ackerman arm to the swivel housing had worked losse, despite look tabs and swivel housing became loose. I sssume these studs had stretched too and had no end of problem obtaining ones that could be torqued to the figure in the book before shearing. 3) The steering box support bracket had become loose on the chassis. I could see the whole bulkhead moving as the steering was moved. This I put down to the new smooth galvanised chassis and coat of paint on the bracket not offering the same friction as the old rust bond between the chassis and bracket. Swinging on the nuts with a bigger spanner cured that problem.

Paul You would have to have very bad swivel bearings to feel play in them. You can check similiar to wheel bearings, jack up and support vehicle pull at top and bottom of wheel. Get someone to stand on the brake to elminate play in wheel bearings. If it's a coil sprung model it's a relatively simple and cheap job to replace top and bottom swivel bearings. Top railko bush on leaf sprung can be awkward to remove. You'll need a spring balance and shims to set up the preload on the swivel with all steering linkages and swivel oil seal removed.

The bigger the vehicle the better. You can never have too much room! Could have picked a better 101 picture. Looks horrendous with that ironwork on the front. Spoils the clean lines. :nono:

Don't disagree with anything you've said there Mike. But the diamond T would still need air pressure in it's own tanks for the brakes to operate. This either comes from the Emergency line (Johns original question) if being towed or from the compressor, if engine running, as second vehicle in a double headed pull.

Well that one they have for sale on Milweb does look quite tidy! Doesn't even look to have had the cab removed.

Not the BBC and prank phone calls again? Heard far too much of that already. :yawn:

That would probably apply for quite a lot of the allied vehicles. Whilst the Germans tended to over engineer complex machines the allies philosophy was for a greater volume of mass produced vehicles and eventually won.

That is correct assuming the trailer has spring brakes. I.E. no air pressure means brakes applied. If the Diamond T or in my case Ward La France is being towed (effectively a trailer) there are no spring brakes, so no air pressure means no brakes.

Have a look at the diagram attached from the Ward La France TM (Can't seem to cut and paste from TM9-1827a, but it's basically the same. Bottom left and top right are the emergency lines. They only feed into the air tank side of the system. The service line is the one to control the brakes of the trailer or allow the brakes of the towed vehicle to be controlled (top left and bottom right).

The emergency line simply provides a means of putting air into the tanks of the vehicle. So if the compressor was broken or the engine not running the vehicle could be driven under tow with a driver still having brakes. They cannot be applied by the towing vehicle.

Some of what you say is true but Cummins had been racing diesel engines since 1931. Not quite the same needs as for military use but turbo and superchargers were not uncommon. If the military had decided to go with diesel engines earlier and particularly during the war it would no doubt have driven a leap forward in diesel performance. As it was diesel engines were somewhat neglected in large vehicles and the likes of Sentinel continued to sell steam engined waggons into the 1950's.

Come on Bodge let us know the name of this shameful supermarket so we can all avoid it. I'm sure just the first letter of the name would be enough assuming it's one of the big chains.

Could be something in that given that the driver is wearing a flat cap, often associated with Yorkshire the traditional home of woollen goods. :-)

I wouldn't have thought so. The seating position looks too good to be accidental. The wheels either end are motorbike rims purposely used for the task. If it had been some piece of mill machinery it would have had wide smooth wheels to suit those belts.

Rather that than an arm, leg or worse! :shake:

I think Tootallmike has a good conversion on his Ward LaFrance which originally has basically the same air brake system as a Diamond T. He's converted to twin air circuits and put at least some spring brake chambers on. May not be original but what price safety. Think I'll be taking a view on what's actually needed parts wise for my Ward LaFrance. It may even make more financial sense to go with a modern brake set-up.

Brakes are next on the agenda after I've got the engine running properly. Be a lot easier with the crane removed. It was only when the bed was removed that I notice the brake chambers for the rear axle are not fitted. I also noticed the nuts and studs securing the brake chambers to the second axle are wasted with corrosion and have been painted over. I'm expecting the compressor to need a good looking at as well if it's anything like the injector pump. I was thinking of trying to obtain new diaphragms for the brake chambers as they're of unknown age and probably on the points of failing if not already failed. With there only being one air circuit a split diaphragm would be a disaster and leave no brakes. :shake: I assume the diamond T is on exactly the same brake system?

Just need to sort him out with the Autocar now then.

Looks like a set of tracks within a set of tracks! Some of it looks well engineered and some very flimsy. Obviously the work of an eccentric inventor.

Not putting a time scale on things Jack. We've got another baby due in February so that will reduce project time. Yes it's a great workshop. Unfortunately it's not mine (wish it was). Belongs to my friend Dave at DJM engineering in Bacup, Lancs. He's kindly allowed me to park my vehicle in his yard whilst I carry out some of the work. He'll also be undertaking the welding and fabrication of a new rear body. He's registered on here and I think slowly becoming infected with the green bug.