ruxy

I find the RB  Mk.3 widetrack a PITA to manhandle - so don't use it often unless I have a use for the tailgate getting a heavy lump inside.  I have had it sheeted over a few years with a 2.1/4 diesel stored inside.  IIRC the tailgate flap must be open to allow the towing jaw to pass through, well that was somebody's explanation but I don't recall doing so.

ISTR the wt dub difference is only by 3" extra width.

Yes , you are probably correct.  Surveyor should consider himself lucky that he missed this trailer as it was withdrawn from sale.  As he has  a Defender , he should look for a more in-keeping time line (and tyre size / track) of a widetrack.  At least he will be more aware of a bitsa lash-up , although practicable with the tailgate.

I have both nt and wt (Reynolds Boughton)  ,  there is many more differences with wt.  The Mk1 widetrack chassis A frame was more or less same design as narrowtrack , also it had leaf spring suspension as nt.

To me the rear jaw hitch bolt holes are central on the chassis & can't be 2 or 4 used for NATO pintle.    Something else does not tally ,  if it had original equipment a pair of rear stands - then it would have rubber pads or at least the fixing bolt holes visible on tailgate.  Without the circular base-plates would be noisy when in motion - hardly acceptable design.

https://www.emlra.org/index.php/library/trailers/35-elmra-articles-sankey-trailers

This is a old article & a bit short of info.  such as the later nt tubs abt. 1975 being a different welded construction.   This could be a Ex-MOD spare rub , Paddock Spares had dozens finished in red primer stacked in their yard abt. 2005  (I don't think they were drilled for tarp. cleats).

This tailgate has no flap for bowser stem pipe , indicating not a GP Sankey that could double up as bowser.

Widetrack trailers had several  "assemblers"  with quite a few detail differences.

1.Reynolds Boughton

2.Universal Engineering  (South Dorset Engineering)

3. Viking Trailers

4. Arrow Construction Ltd.  (I think they may have only done Mk.1 Contracts)

5.  KING  ,  (these are noted by the word KING pressed across the tailgate, originally in white letters).  Seem few built - I have only seen one from a distance, part of a convoy ISTR.

05HF42     -  VRM seems about  1979 build , it's a FV2361  and that is a narrowtrack , that does not normally have a tailgate.  Seems a bit of a hybrid ,  FV.2381  Widetrack Mk.1  (with tailgate) must have started production before 1979  ?

Lighting if original equipment is nor as narrowtrack.   If ever it had rear stands of narrowtrack design then there should be 4 qty bolts to secure each stand -located between the light fittings & D loops.   I can't see any buffers for the feet on the tail-gate so can only assume no stands ever fitted.  

A proper narrowtrack had a NATO pintle secured with four bolts , only two such holes present - so I can only presume it had the more basic widetrack jaw c/w pin.

It could be a French MALT all be it with a Willys chassis & body , the chassis branding could be a French No.   It could have been rung in USA , it could have gone through official military rebuild in UK , Greece , Germany etc.   When the $ was right they would Hoover them up all over.

            Selling J$$p from a 'dry-state' marketing , like re-imports of Jag. E type , MGB etc. back to UK around 1980. 

I am QUOTE   39 page 30 , for USER MANUAL   issued March 1980 for the 3/4 ton and is probably last for S3.   What is your VRM or date of manufacture ?

The red warning light adjacent to the multiple gauge  when the generator fails to charge or the generator fails to charge or the generator charging rate is low.  It will glow when the ignition is switched on and the engine is stationary or running slowly and will go out when the engine speed rises.

So the charge lamp works the same for FFR as 12 volt GS - sounds sensible.   Opertion will be same as a 12 volt Lucas type ACR of any size that is "Machine sensing"  , the other type is 'battery sensing'.  A 12 volt battery sensing would have a loose white wire to the battery.    The 24 volt will also be machine sensing - almost certain.    Can't find my blown up FFR wiring diagram just now, using just the book.

Use the coloured diagram ,  FFR  EARLY or LATE  (109" is identical to Lightweight @ same time-line)  depending on truck age, the originals have a odd error and ISTR the trafficator flasher unit area was a little incomplete when the presses rolled.

http://www.land-rover-lightweight.co.uk/lrl m.html

If you are selling - please PM me with the £ asking,,

The good news is you don't have a integrated CD radio or engine microprocessor .    No trafficators - so you blew a 24 volt HELLA  flasher unit of transistorized version (the alloy box can under bonnet).  A genuine HELLA would be best replacement , there is a 24v universal by Durite & IIRC Lucas do one.

I understand just starting batteries fitted,  the (if fitted)  2 or 4 qty. NATO tank batteries are obviously well protected for just this.  

So that just leaves the BIG genny (alternator) ,   it's a while since I had one in bits, find it hard to believe this has no fusible-link protection for just such an event.   I would open the genny carefully and look for scorching or an obvious component failure , like a small bit of plate that has been blasted. Lighting can't have been affected and I can't think of anything else that would be if switched.   

The cup is probably to hold methylated spirit & wick  that is fired to get initial vaporization of the paraffin - then you start pumping.

Safety Devices did for Solihull , Camel Trophy & Hobsons.  It is Optional Equipment.   A 90 Basic GS 12 volt was very basic , most had Items from the Supplementary Cat.   Hence you must have a Edition later than your Contract otherwise the Matrix will not list your Contract No.   

           There was nothing to stop fitting of  S2A / S3   FFR  hood bow(s) (IIRC two options)  or ordering whatever individual part as required to mount the Dexion and bracketry.    Just the official Defender kit had all items according to the Matrix. / Supplementary pages.

There were also 2 x SHORT  Dexion that were installed as a pair on one side (or both sides I suppose) of the tub.  This could be done with a single in a 90 tub.   I have  Clansman User Handbook Supplements for this but for  1/2 and 3/4 Ton  FFR & GS  Rover.    Dated 1980  -  so there will be later Defender  90 & 110 Handbooks.    The holes you describe may be ?   These have brackets to floor , so if you have holes in tub floor - that indicates. 

Problem is so many different Clansman fit to Defender - it's all quite complex.

The ROPS bar - larger dia. ?  with small loops are corners that simulate a standard 'bow' for the hood canvas  ?    I think this not a Solihull item , would have originated with Tithonus 110 (Hobsons Industries)  90" retrofit..  Do you have a standard  plain 'bow' a few inch for'ard of the ROPS  ?     A standard Ex-Works 12 volt GS would not have a FFR bow with drilled chain-plate for Dexion mounting.

https://forum.emlra.org//viewtopic.php?t=6313

Follow  johnhughes BLOG , he should get you away - he fitted radio in NI

btw  Time-Bandit's BLOG site has been taken down , don't know why , possibly sold his  LWT ?     I keep watching for his VRN/VRM  - but not seen it.

What you need is a full  Defender Dexion fitting kit - there were lots on Ebay a few years ago.   Defender era - I would say was more Storno time-line.   I was with 34N Sig. Reg (V)   for 3 years until 1971 ,  I am certain the Westminster was fitted on a shelf cantilevered off the Dexion above centre seat position.     A few years ago I purchased two (non-operational) Westminster of Ebay , two different sellers & both have YEOVIL on Dymo with a number.

Have a look on Green Machine Surplus site , I have purchased a few Clansman User Instructions (fitting instructions)  , some off others , certainly not a full collection .  There should be a Manpack Installation , I don't have it but should.

I can't think of a blog with a 90/110 'in-service' or MV enthusiast fitted Manpack.  A bloke at Carlisle (Time-Bandit) had a good blog website for his Lightweight 12 volt GS  and he did a Manpack rig. He probably did good research , or decided that's how it would have been done (there are a few variations) and some would be ad-lib.   It seems 3 year in storage and then abt. 20 year as a range-car at Blandford.  It probably also had a PYE Westminster or Storno fitted on drivers side of Dexion at centre seat.  ISTR packed away I have two different mounting kits for Manpack, the better looking is the 1"x1"  hollow box clip in frame that would be secured to the dexion , and the circular rucksack type frame for radio.     If it was TUAAM box , BALUN & antenna base on wing mounts - that to me indicates more involved radio fit more ground/air for tri-service helo such as RM & RN that would be operating in area.  If a 24 volt genny was not fitted they would just fit a FFR battery box/table and  recharge the batteries overnight as at a permanent base.

Try a Royal Signals website , in service/retired - state the VRM - somebody should recall what it was used for without breach of OSA of course.

I doubt if a GS 90 12 volt had TUAAM mounting plates at the factory.

Defender was different build up at Solihill for MOD.

All the Contracts start with a basic 12 volt 90" / 110" Basic Utility.  Then bolt-ons were added.   Such as a FFR pack.

If you search on the internet for the  "SUPPLEMENTARY MOD Defender PARTS CATALOGUE.

In the front - you will find a MATRIX ,   the more up-to-date the better.  This lists Contract Numbers , then you read off all the "Supplementary packages" that Solihull fitted.

This made it easier once the truck entered service , they could order extra packs as required  .   So a GS 12 volt could end up as fully  FFR , or even part FFR. 

I don't think they would / ever did alter the original nomenclature-plate.

It seems a vibrating roller -  Bomford  ?

Antique narrow-crop weeder/cultivator  ?   Antique sulky  ?     Boadicea's chariot  ?

Diesel is OK , white vinegar is probably more aggressive than coke - OK for some things.     Don't use kerosene/28 sec. burning oil because it is hygroscopic  - so steel will rust and also some grades of cast iron. paraffin is very near to kero - so I would expect the same results , try some bright nails or an old bearing overnight

It is possible to have a twisted chassis , abuse or distortion caused by lots of weld repairs.     Any checks , the average garage floor or drive is not sufficiently accurate.  The best floor datum is such as a factory floor , or better still a modern car showroom  - they are done more accurately  - if you can find one to drive in.     A quality long Stabila spirit level can come in handy to get the chassis port/starboard level for ongoing checks.     Possibly the laser levels for brick-laying that have taken over from the Dumpy could be used  ?

A general check on springs / bushes - are the shackles well upright ?   If they are laid well back it is a sign of deteriorated springs , often seen on sagged springs = probably very cheap aftermarket ones from India or PRC.

They were never designed to sit level unloaded and will only sit level under certain circumstances of loading.

RH  (UK Offside) springs have increased curvature , this often gives a worse appearance on a highway with camber.

Unless you have new springs of exceptional quality - you are wasting your time and £

When leaf sprung LR were still being manufactured , the springs (made by Bramber Eng.) were tested just prior to fitting - so they hardly trusted Bramber.  So where did the rejects go  ?   

Bramber Eng. ceased spring production for Series, abt. 1984.    AFAIK spares (genuine) supply was then taken over by British Springs of Telford ,   BS were then taken over by Owen Springs of Rotherham a few years later.

"Some"  say the best springs are now made by Jones  (possibly because they are used on LR  'Reborn' ) - that sees arguable , the grade of steel may be excellent , suspension quality may be excellent - I would not buy , some of the clips I have seen seem fitted by a village blacksmith , they just paint stencil the part number on & most important to me they don't BRAND on a end-leaf  JONES & the spring No. .  There are 3 or 4 other makers , not including parabolics.

WD  time-line up to  1964  , then  MOD.

That trailer with the impressed X stiffeners was introduced  1962.  Earlier would be a Brockhouse ,  shared ancestry of Sankey  & Rubery Owen components.

You tip the drawbar 180 degrees to alter hitch height.

Champ tow-hook IMHO not as safe as a D-B pintle (that is used correctly).

Commendable fitting a brake-away chain ,  operation would be same to any 1960'1970's  caravan.

However - these "upgrades" were not normally retrospective,  a D-B pintle fitted to your Champ would be best & IIRC bolt-hole centres are identical, may be safer than a inadvertent pull on a safety chain. 

A Defender/Wolf era drop-plate with the two loops for safety chains may be better, although I think the loops are a bit femmer.

You state  Mk.1   Sankey  ,  I take it you mean a Mk.1 Sankey  WIDETRACK   ,  that has leaf springs.