ruxy

A standard 80" (circa. abt. 1948 / 1950 is only approx. 24 cwt. A Lightweight is a bit more than a basic 88" civvy or 88" CL , all around 30 cwt. Twintanks full /empty - depends on fair comparison. L'wt "full stripped" - is lighter than Regular 88". The in period engine driven winches drum or capstan are premium £ if all complete and top $ because of the pose factor , I suppose a period hydraulic one is more practical (electricity board linesmen used them from at least early 1970's). Aftermarket electrical became more popular from abt. 1980 as a play-thing ,,

You should see strip shear from sheet, manipulator loader into press and full "U" section chassis longeron rails pressed in a single length.

https://youtu.be/cvpqIhI31kI Skip to 16 min. into film. pre WW2 chassis longerons were pressed out from a single piece of stock

Well , it all depends. Look at page 75 photograph of Graham Robson Land Rover : Workhorse to the World. 1968 Rover 1 . 1/2 ton fitted drum winch and bearing civvy plate VXC 702F , ISTR this was a Solihull publicity vehicle that wore several VRM plates inc. MOD type and possibly different numbers. Who actually owned this truck at whatever time - I don't know. IIRC it is considered quite special & if it still exists - I don't know.

Same as "anti-flash" specs issued in 1960's if you were working near arc or co2 / argon arc welders !

http://silodrome.com/land-rover-factory/ This is the photograph of a 80" car (may even be a pre-pro , note the fish-plate bumper). Normally it is the similar head-on photograph you will see in books by a few authors. The comment by Graham Robson (Land Rover : Workhorse to the World) :- Proving the product. The safe operating angle might have been 30 degrees, but all Land-Rovers can tilt this far without capsizing. A 90in model under test for stability. This is STATIC testing , I will not dwell but if anybody queries , may be worth further comment. a) Left hooker , weight of steering b) Driver glued on squab c) Inches of engine + main gearbox offset , mass greater than transfer box My opinion is that if the single post mvlt was used to raise the UK offside , well if I was the driver - then I would wish for safety chains. Cross slope test (diagonal side slope) , the easy way would be on a tilting table used for fork-lift truck proto , never heard of any Land Rover being tested this way - thus no data. ---- The originating thread query is about DYNAMIC The factory testing photograph - 80" car is only 24 cwt , a Lightweight is 30 cwt. I would guestimate most of the extra 6 cwt is in fact sprung weight. Now Solihull have always "steered clear" of this subject. The Lightweight user manual(s) (Rover No.608179) data only states :- Performance Maximum gradient climable (fully laden on dry concrete) = 30 degree 30 degree FIRM -well wtf use is that , so much for the academic - what would it be on jam sponge cake ? ---------------------- We know how they roll on the soft - hence the ARC Spec. roll-cage if you wish to compete. So , to return to the nitty-gritty , what sort of speed / cornering can you expect a roll on tarmac / concrete. All you have is EMPIRICAL , go for a run with somebody who has a better idea of the break point than you , and don't exceed it. I forgot , my first post the couple of such runs I did as passenger in a V8 Lightweight would have been with Dave Simmonite (deceased|). The real frightening run was in fact with Steve Parker (mid 1970's) - so it would have been with one of his Ford V Lightweight kitted conversion, ISTR it was hard-top and on 205R16 Michelin tyres. It was a road very near his works , the run was obviously intended for a desired passenger effect, I don't know the area.

It depends , one of my road tests is to blast up flat out to a certain mini-roundabout and do a 180 , I have built up the approach speed over 40 years and have confidence but am not looking at the speedo , never lifted a tyre - so not needed roller skates on the roof. I would never have started this if a certain person had not given me a test ride in his V8 Lightweight on a very twisty road, I have never gone as fast as he did that day - so I have a idea where the stability limit is. I have to qualify by stating springs & HD shocks all good. Parabolic springs , cream-crackered springs or 7.50 tyres - then I would not chance : unknowns. I have always been on 6.50 cross-ply on std. 5.00 rims or 205R16 on 5.50 rims (that will be better). 1984/85 two soldiers were killed in a Lightweight on the Durham A1(M) - it left the tarmac went up a cutting embankment and rolled down (that is as much as I know). I did see the wreck - it went through CMA Maltby (for obvious reasons I never bid). Actually IMHO the damage was slight (hood sticks and screen frame protect far better than you would expect). The later Lightweight (from abt. 1983) with inertia seat belts and high level belt frame , would give lots more protection although the frame is strictly not a ROPS structure. The main danger is a side-impact by a car at speed - probably you will roll ,,

They have a tunnel it seems , the problem being it runs under operating railway lines - how convenient. The university recent research must have obtained accurate delineation to be mulled over , it will serve the tourist industry well until excavated , Sky News did state this was the local governmental option still to be decided. QUOTE. And that's up to the mayor of Walbrzych. http://news.sky.com/story/1606363/officials-give-verdict-on-nazi-gold-train The mayor may not be so popular if he did authorize excavation + finance. Any WW2 tunnel must be worth investigating for historical worth alone (finace for project permitting) , however it seems just one of several known in the area and all still unexplored since WW2 - as sealed by Germans or allies . I suppose the first thing would be to resolve where standard gauge railways were during WW2 , probably not a easy task . In Russia the Germans built a ice bridge over a river and linked with temporary standard gauge rail lines (4'-8.1/2 - no , IIRC they were the wider Russian gauge because the project was also to grab the Russian rolling-stock, stocked in a safe place) rail lines - some laid on cordaroy roads inc. across top of the ice bridge.

http://www.bbc.co.uk/news/world-europe-35104117

Vladimir Putin is probably just now dusting off a few copies , may not be so ludicrous for containment , from WW2 Russia has never bothered about own troop safety - reaching the set target is all important. Fallout would be no worse than DU ammo , I suppose it depends on how many are used in both cases.

Nazi gold train rumours to be determined true or not in ‘matter of days’ http://www.mining.com/nazi-gold-train-rumours-to-be-determined-true-or-not-in-matter-of-days/ ==== If only that statement is the truth , by academic opinion that I suppose could at a later date be overturned by a few shovels. I did a few days ago read about how the Germans (or supposed slave labour in the main) built huge HUGE underground reinforced armanent / aircraft factories. They heaped up gravel in the shape of a blister hangar as shuttering plug , then piled reinforced concrete on top (the example I read about did not obtain the designed maximum thickness , the roof has exposed steel for the next layer as seen in photographs) This I believe is the only remaining example as they were destroyed , IIRC by the Mercans. Then the roof was to be well covered with ballast / soil. A underground railway was built under the hangar floor , chutes directed the gravel into railway trucks for re-use , this spoil was dug out with excavators - not slave labour. Well - that is the basic plot but I think WW2 was coming to an end.

The smallest commercial jack I can think of is the "Eversure" 30 cwt Hyd. bottle jack, DIY+++ kit but not industrial. I had one , I have still a Eversure Trolley Jack , purchased abt. 1970 , much used for changing VW Beetle engines , this design much copied but cheapened by the Chinese , I bent this up just last year lifting front end of a L'wt Land Rover (located under diff) - it will repair (jack on firm & level - not a river gravel drive LoL However I am certain it could only be a Eversure bumper jack , IIRC this was rated 1 ton. https://www.google.co.uk/search?q=eversure+bottle+jack&tbm=isch&tbo=u&source=univ&sa=X&ved=0ahUKEwir6Njd6tbJAhVEPxoKHTvrC8kQsAQIUA&biw=1280&bih=900#imgrc=OhUh2KsawAtx3M%3A http://mgaroadster.co.uk/eversure_jacks.htm Scroll down for details of the several models - all pre-fix BJ , unfortunately the capacity seems unknown , some would be greater than others , likewise lift it seems QUOTE. It is a hydraulic lift from 3" to 15" from the ground. Overall length is 19".

The smallest commercial jack I can think of is the "Eversure" 30 cwt Hyd. bottle jack, DIY+++ kit but not industrial. I had one , I have still a Eversure Trolley Jack , purchased abt. 1970 , much used for changing VW Beetle engines , this design much copied but cheapened by the Chinese , I bent this up just last year lifting front end of a L'wt Land Rover (located under diff) - it will repair (jack on firm & level - not a river gravel drive LoL However I am certain it could only be a Eversure bumper jack , IIRC this was rated 1 ton. https://www.google.co.uk/search?q=eversure+bottle+jack&tbm=isch&tbo=u&source=univ&sa=X&ved=0ahUKEwir6Njd6tbJAhVEPxoKHTvrC8kQsAQIUA&biw=1280&bih=900#imgrc=OhUh2KsawAtx3M%3A

A 1 Ton hydraulic jack would be light , very very very light , hardly something off-shelf.

Combined (Duplex) - Smiths , that is about it - not cheap. VDO arguably better - don't think they manuf. Duplex , TIM arguably as good and cheaper - likewise. If you need a brass bezel , should be no problem - acid strip a old chrome one (new black or chrome may not be on brass) , old timer brass flange mount should be available using 52mm hole. https://www.completeautomobilist.com/products/ca1310-water-temperature-and-oil-pressure-gauge

Tracked "Project Tithonus"

QUOTE, Well, judging by my current situation I think Classic Military Corner are a bunch of chancers! ----------------------- You are probably correct , quick search - seems not a Private Limited Company or name registered by a "Sole Trader" ,,

Copper Strip Corrosion Test , active sulfur being a problem additive for yellow metals. http://www.machinerylubrication.com/Read/28958/ep-additives-effects Don't forget , petrol engine SA oil is still around (some supermarkets have it in 20W/50 , in recent years reading the small print - I have found it on brands normally to SF/CC that is not obsolete , much is now SL/CF. SA would hardly be safe as a flush oil. Early EP / Hypoy oils around WW2 would be based on fatty acids + lead + zink soaps with a few ground up metal additive extras , I doubt if such as MOS2 was one used , compared with modern stuff it is apples / oranges. Just because at the time they were called EP or Hypoy does not mean they fall withing present acceptable standard for such oil grades. Like using the words "turbine oil" you can't compare the stuff of today with that used 1970 , it will grade for grade take tons more load and last donkeys years longer.

http://www.millersoils.co.uk/automotive/classic-gearbox-oil.asp By implication , Millers suggest yellow metal eating gear oil is out there , I doubt if this is a marketing ploy. Obviously before a pour out , it pays to query the blender and ask his advise for a particular vehicle. I think it was the Miller site that there was a more detailed "technical data note" on this subject , but I can't call it up.

So , getting back to - 42 gpw , Dana 25 etc. early axles are Hypoid, a HYPOID oil is a EP (extreme pressure oil) with even more EP additives & anti-wear additives I believe too. I doubt if during WW2 time-line there was the equiv. of a modern Hypoid oil , possibly EP gear oil ? BUt they probably just filled with a SAE engine grade depending on ambient - because life expectancy in combat was anticipated at 2 weeks (so some say).. -- On Land Rovers , a Salisbury axle is Hypoid (normal on a S3 109" rear axle) , Rover axles are not hypoid type. From late 1970's the Repair Operation / User manuals for several makes suggested EP for gearboxes, swivel housings , axles etc. The two exceptions being Castrol & Duckhams and HYPOY was stated - so did these companies not do EP , Well - I used to buy containers of Castrol - both EP90 and Hypoy90B (no difference in price). IMHO - defo Hypoid for a hypoid diff. that is modern and not of 75 year old design , because would I put a modern semi or synthetic gear oil / transaxle oil 75W/90 etc. in a 1970's classic car - probably not even though ISTR on a UNO Mk. 1 , Mk2 or Punto you would change this oil at 80,000 miles (or am I thinking of Peugeot/Citroen) , some cars with this type of oil - it is there for life LoL , well that is what they state.

Matt brass finish on raised & sunk portions , seems war finish was just that matt brass , enameled not used. http://hmvf.co.uk/forumvb/showthread.php?22671-Radiator-badges-on-AEC-Matadors

These badges are of "trophy" value , by 1974 AEC could have re-stocked a dusty shelf or just responed to a restorers request for manufacturing details ? There is mention of raised & sunk portions , so it would probably be acid etched and then enameled - or were they embossed ? I doubt if material was removed on a pantograph engraver from a master but it is a possibility but very costly when they were prepared to go to tinplate. It could be that engravers during WW2 time-line in fact worked metric to make their master for whatever process , and the firm(s) they used made a request ? It looks too clear to be a "print off a print" that tend to have heavy blue clouds , it just looks too crisp and clean around the dimensions to be later amd.

23 Aug. 1974 Revision stamp is probably for metrication other than hole dia. Possibly the drawing was issued for manufacture , by then it would be company policy.

Priming / topcoat paints have been developed to lock + holdout better on flash rust rather than to such as SIS SA2.5 (white metal) , there are at times advantages using wet-blast. Obviously you need to follow a full system start to finish inc. times between operations.

Seems to me that NetBet have paid for a publicity stunt , press called in , the three lady "tourist sightseers" (apparently) - probably hired in crumpet.