ruxy

fwiw - many years before you could go to a chandler,ironmonger or B&Q for a gallon can of Cuprinol / Rentokill 5 star or whatever - the traditional boatyard wood preserver used for 'holding' prior to application of varnish or paint was quite simply - paraffin mixed with linseed oil (boiled I think). I can tell you that Redwood (let's say Scotch Pine , but originatning from Scandinavia & Russia + some . Baltic) graded as 'unsorted' (fourths) is one of the best for standing up against the British climate , far better than most hardwoods (broad - leaf) . In fact some hardwoods used for carver/clinker construction were OK in fresh-water - BUT only for several weeks between dragging ashore to dry out. Sea-water (brine) is used as a cheap preservative on timber imported for pallets , Atlantic pine grown in portugal , it quickly grows to a good SHORT height , but has a good dia.

It's most strange - 12 days later and nobody on the Forum has been able to turn out a photograph. WW2 decontamination trailer on a single axle ? Decontamination of what ? Was it somethng like a pair of single PortaLoo with shower spray heads , or a basic Jeep style trailer or larger Ben Hur ?? possibly just with pumps , hoses & nozzel , possibly a A.F.S. pump trailer for wash-down of large area. Of course there always was a threat (lots of unknowns) of a German V2 rocket part loaded with radioactive material or Sarin/Tabun chemical agents - were these trailers in preparation of such an occurance. Possibly you have a plate for WW2 top-secret hardware that has never surfaced ?

Actually I gleaned much info. from a book published abt. it concerned the LNER and there was much info. about Bankfoot Works @ Crook . The author was a Chemist and big fan of the SD&LU (as I was it ran and still am because my early years to 21 , I lived alongside). The author lived at both Crook and Barnard Castle - he does not actually state but I presume he worked at both Bankside and Glaxo. I have another book that is more concerned about WW2 , and reveals much new to me , I suppose much was secret at the time & secret or forgotten since. I have been to the top of the crackers at Seal Sands , was given a good book about Carless Capel & Leonard when I was once at their cracker at Cargo Fleet. Spent lots of time at ICI Wilton & Billingham inc. Aromatics and what was called the Oil Works - unfortunately I could not quiz too much & these places are a nightmare.

HCVA - is the one to watch , apparently the petrol we need is cheaper and easier to manufacture that the stuff for 'race-days'. https://www.hcva.co.uk/247/hcva-news/fuelling-the-future-motive-power-and-connectivity

In the 1930's the Walker empire / Distillers Co. were involved with alcohol that were blended (DISCOL) later Cleveland Discol. At the same time Benzol (National Benzole - until BP ceased it in 1990's) , the smell at pumps was always said to be the benzol , then it was claimed to be cancer causing. 100% almost benzol was used as car fuel , then reduced IIRC even at 50/50 it was anti-knock , so did not need TE lead added. So - where did the benzole come from ? - coke production , this was the prime product from coal needed for blast furnaces. Coking plants had by-product plants , aspirin, paint colours , tar plants for road surfacing and benzol plants - the benzol was rail tankered away - where to ? The very best coking coal (Busty top seam / Ballarat produced coal specially to manufacture electroded for aluminium smelting. Other synthetic material for plastics etc. So - I just consulted a book - the coke oven / distil plant manufacturers seemed to have German origins - Henry Simon (Simon Carves) built the first ovens & plants in the UK , using the OTTO waste heat by-products ovens in UK. OTTO Simons - hence the Ottovale Cokeworks near Blaydon. (Doktor Carlos Otto). I can think of a dozen coke works in Co. Durham ( some operational as late as 1990's , from 1880's) , abt. 4 of which I had actually been - but the mass of pipework you could never understand. So - where did all this Benzol go - I can only think it was blended with refinery cracked oil based petrol + grain alcohol for pool petrol during WW2 and long afterwards. The 10 Octane aviation spirit was made during WW2 at ICI Billingham & Shell/ICI operated plant near Heysham. Another 100 Octane plant was to be built near Liverpool , however sufficient was being shipped over north Atlantic that the plant was packed off to Curacao. It does seem that synthetic 'safe' petrol is in fact being made now by a different process. They can meet the £ cost we are now paying at the pumps.

Synthetic as a rule is oil/alkyd based - ranging from a modern 'coach finish' like Tekaloid , to a pu similar type like Tractol & better synthetics sold as 'Fleet enamel' . No misunderstanding - if the timber is not air dried or kiln dried to correct moisture level - it is not safe to primer or use a well thinned finish coat as a ground-coat. Some of the better water based paints perform better on external timber. I have known of and used water based primers that were far superior for external timbers for over 40 years. Using a coach/pu enamel , I would make certain the timber was seasoned , normally I have it Vac-Vac treated and that gives assurance of being kiln dried (IIRC the certificate given gives 80 years warranty - LoL ! ) and leave it under cover several weeks in-stick , and then use several brush applications of preservative (try to get cut lengths first - so soaking lots in final end-grain). This is the procedure I use for such as shiplap, fascia & barge boards , I have tried paint systems similar to as used in Norway and ISTR the only ones in U.K. with an Agreement Certificate (MacPhersons FLEXARB). , I don't like the finish to apply - so I use the ICI Weathershield Systm starting with the green coloured sealer/blocker fluid. (Wearhershield is now with 10 year warranty) - but not the newer Weathershield water based systm. Coach / PU enamel - I would probably use Zinsser OIL BASED - COVER STAIN Interior & Exterior Primer-Sealer Stain Killer. I have more than one property , would notch uPVC with a barge-board , one built 1970 - no rot at all , one I stripped 30 year ago & replaced doors windows with Carr Joinery - the Magnet rubbish at new-build was well rotten after only 5 years. However as your truck is probably garaged - it may hold-up , time will tell.

Having cut through quite a few MacPherson strut springs of similar dimension (even when broken) using hacksaw and grinder 15mm slitting disc - I would have fear of going near to get some clamping on. That is unless the press ram was with a bit of weight-on.

Synthetic / alkyd finish (thinned) - direct to Redwood , even if not milled in last 6 months - I would have used a synthetic primer like HMG all surface primer BDX. If the moisture content is not right - you could have real problems.

Nice find - second best to a urn full of coins , you may be lucky and somebody is able to show a photograph of the trailer unit. Keep seeking - you may with a bit of discrimination find a few hundred Churchill tank plates If you do locate such, then Andy Brown is your man and he resides in the archaeology board forum.

There is not much scope for frigging the float arm angle - bend it to improve a reading at low tank and you start to make the full tank reading more in error & it may have been correct in the first instance.

You know , many bread& butter car manufacturers went off this style of sender unit because they are useless for accuracy. Take Fiat Group , small cars £ cheap Uno Mk1 , Uno Mk. 2 Punto - they had a plastic tube down the tank from the top (a little larger on dia. than a toilet roll tube ) inside is a tubular float (giving variable resistance) about the size of said toilet roll card tube , this has a small coil spring at each end. This design probably went back to the 500D of the 1960's + earlier ? Land Rover could have introduced similar but didn't, you have to work around what you have if you want originality, probably ndividuals would had done better operating modifications if it were not for fuel safety and insurance cover.

These switches on the change over tap - for automotive switches they are quite good quality (and now £ expensive) , I would check that the plungers are not sticking in any way and have a good mechanical/electrical make/break. They probably match Burgess cheaper industrail micro-switches so not Mickey Mouse , however ther are far better switches used on machine tools and lifts etc. It's one of those things keeping warm - study of catalogues for a direct swop if possible , or make a different bracket rather than butcher original to mount the better switches. There is plenty of thread adjustment for the switches - I normally use a spare pair/bracket/tap and bench set-up & test , avoid the plungers being hammered in further than required - it just damages the switch. The casings can corrode as exposed - when I remember I just borrow my sons mountain bike type chain sprays and give a blast. Most LWT now are infrequent use - that does not help - switches are always first suspect.

Shunt-box in tub , that's first location of ammeter/shunt which indicates with Late genny & control box , it then was located with controller between seat squabs, finally the controller was mounted in a stupid position under the tub on small brackets they welded to the chassis. Then the requirement is a final check - that you have PRC1789 cluster mounted level gauge along with 90560612 tank sender unit. The above two parts will have been calibration checked & if new / NOS they should be OK. The only other thing is , because of common fault water entry from vent-seals getting in the binacle box - look for any green verdigris on Lucar connectios (it produces a high resistance that eventually stops current flow). If you are realy keen then disconnect & check every wire for soundness of insulation & good continuity. A good AVO and Wee Megger comes in handy. 1/4 indicated full when empty - that is still sort of acceptable. .

You need to know for absolute certain. Starting 1977 - there were lots of electrical & mechanical 'change points' , only a few such as axles are given to/from Serial numbers. Defender was complex with civvy - but at least normally the change points were stated with chassis/VIN number. I think you will have a single ammeter on the shunt box between seat-back squabs ? -------- Your 20HF63 - I think built very early 1979 , Contract FVE 22A/87 Item 1 I have 23HF63 but not much help because it is 12 volt. FVE22A/87 Item 3 - and I know this Item were built between March and June 1979 , having said that - they could have gone down thje lines alongside each other , because as daft as it may seem Item 1 and 2 vehickles were built as late as November 1979.

Then with PRC1789 - you must use tank sender unit 90560612 - the only one suitable (and in fact suitable for 12 volt vehicles - but only with gauge (panel) PRC1768

ISTR that the RAF had crew permanent based around Budle Bay still clearing munitions - until very late , probably circa. 1980 / 1990 , they would have had such a craft.

Yousay your LWT is 1979, but what is the VRM - is it a HF ? I have some very accurate Solihull records for build up but nearest FFR is GJ (1977) I do have records for most Contracts of 1979 and 1980 - unfortunately these are only for 12 volt GS. So - I have to go to the next best 'definative' Fiche RTC9968FA dated June 1993 , I have found a few errors but at least it is official Land Rover Parts Ltd. fiche 1 page O8 PRC1789 Fuel gauge 24 volt PRC1788 Fuel gauge 12 volt Printing is a bit blurred but think correct. So - supercession , I would say change in contractor supply not change in specification.

Both fuel tank sender units & dash level gauges for 24 volt are different to 12 volt. You should have 560757 senders , No.. should be stampd on and 552616 gauges. Hhmm - tap in neutral position , somewhere in my office I have a tap/bracket with switches assembly but I can't find it. IIRC the switches are N.C. (normally closed). Fuel tap lever in neutral - you would only do that as a gratis extra anti-theft (expect running for only 1/2 mile downhill - don't ask , I caught the wife out once). The fused supply is fed white (Ignition control) & you don't leave Ign. on without engine running. So - yes , I think you would have both switch contacts bridged & point (cinch) between the control coil & deflecting coil feeding both tank units , not a normal situation - you are not supposed to do this & I would expect a spurious reading on the gauge.

Reading 1/8th full when emempty - stop complaining , this is amed at auto electricians not instrument mechanics - it's one step up from having a dip-stick. The FFR has a moving iron gauge which has the advantage of being independant of supply voltage , the gauge coils are 'cut' at manufacture , the float variable resistance is fixed (don't try re-calibration by bending the float arm. Measuring tank content when nearly empty , just when you need good accuracy - will it's down to luck , the luck that by some accident you have good calibration. (where means to calibrate were not provided). a problem is that the float weight is fixed (unless you have a part sinker) , the float swings on a arc from a fixed fulcrum point - so as the tank gets to empty then the distance from fulcrum to c of g of float automatically reduces - basic engineering has the advantage of cheapness (value engineering) . At least with a MOD spec. Rover - you have twin tanks , so don't let either get below 1/4 full.

That's correct - Shell / Shell Transport & Trading , originally made their £ (before the days of motor vehicles) shipping paraffin / kerosene through the Suez Canal from Baku to the far east - lamp oil was in great demand + cooking with. Several years ago - I read that in Indonesia - natural gas was being 'reformed' into diesel & this was shipped for use in the Gulf States ! If you are conventional cracking for light-ends , there is only a small marjin you can fiddle - thinners/petrol/DERV / burning oils

Supply to a minature market , I don't think petrol will be sold at EV charging points when the hybrids are gone. It will not be like the pool arrangements to give a fair coverage - some may have to travel quite a distance. It's all relative to the £ in your pocket. The Blower Bentley man will still be around and he will fill his tank the same as always. The lower classes of petrol-head will be thanking the BB men for not dropping their interest.

We adopted the word Petrol abt. 100 years ago , we could have used the words 'motor spirit' that was pre-dated by 'launch-spirit' . Basically it is just stuff that was first used with coal-gas to increase illumination of churches and other large buildings - then along came very primitive carburettors that did not use producer / power gasses. What goes into Petrol has changed often over the years , inc. adulteration with industrial alcohol from grain distilleries. I would suggest suitable spirits will continue to be produced as by-product but not from hydrocracked mineral oil. Probably the feedstock will be 're-formed' from natural gases ,liquified coal (pumped from underground) is a not so new buzz - then back to the Bergius catalyst process , hydrogenerated coal to make synthetic petrol or Fischer-Tropsh (processes both used WW2 for high octane aero-spirit) , of course watered down for Land Rovers & Ford Pops etc. You will be lucky if there is a single dispensing pump to the general public in every county - that's in 20 years future. DERV may be similar formed - but you would probably be forced to fumigate it with propane. It's all a subject 'they' (politicians) don't wish to be raised.

https://www.gov.uk/government/publications/light-trailer-compliance-report/light-trailer-compliance-report

https://www.joint-forces.com/land-rovers/37091-mlr44-tithonus-a-sheep-in-wolfs-clothing

Stirling would be ABRO , possibly the 110 were rounded up in Scotland at Stirling to examine for sound chassis (the basic requirement & they got it wrong at times). Then sent on a transporter to Hobson who AFAIK did the work ?