antarmike
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Posts posted by antarmike
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Which ones did you dive then?
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Got the Antar gears sorted. Easy.. don't use them, get some steam engines to drag you around everywhere...much easier to drive that way ( and cheaper!!)
http://i137.photobucket.com/albums/q208/antarmike/DSC_0454.jpg[/img]
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That's more helpfiul isn't it...?
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Equally unknown to me.. can anyone say what and where?
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I didn't know when I first got sent this by a dutch friend. ( I do now) but who else knows what it is
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The Austin K9 becoming a 4x4 in the uphill climb shot...Ice cold in Alex
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Bedford TM 4x4 looks good at that sort of price...
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Have you turned the picture 90 degrees anti-clockwise. Ie are the "L" shaped angle iron brackets with the series of holes normally at the bottom...?
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I am trying to find a date for my eager beaver. does anyone know who might have records. Is it more likely that the Royal Engineers museum might hold them, rather than the RLC museum. Any starting point or info would be welcome. Do we know what records the ROF Nottingham had and where they went under British Aerospace?
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Bet YOU hear the exhaust too, coming up thru the bonnet like that.
Does anyone know of any exhaust parts for an Explorer. My wife is looking for the last pipe which comes from tyhe silencer up thru the rear body??
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Like a splitte except some of the gears in one ratio are so near the gears in another that in reality you only have 10 gears to choose from not 12, and you are not supposed to use overdrive 1st bcause there is too much torque going into the Aux box.
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The jump up from direct to overdrive or down from Direct to underdrive is about 1/2 to 2/3 of a gear. if you are in overdrive 4th and you approach a hill, if it is gentle you may get away with changeing on the Aux box to Direct 4th, if the hill is steeper you are better doing your first gaer change as a full gear by coming out of 4th Overdive into 3rd Overdrive. It is always good to be in a direct gear when you near the crest of a hill cos you may be able to get an uphill change into overdrive, where you couldn't get a full gear on the main box (if that makes any sense atall)
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looks a lot like this to me
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iT DOES LOOK LIKE A rADAR aNTENNAE TO ME
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Antar is graet to drive. Steering is brilliant as the steering lock, Brakes are brilliant, but two gear lever sticks and double declutch is very tiring. Trying to remember which lever you changed last, which comes next, and sometimes having to do a double lever , double declutch change,
Power assisted steering is from pump on front of crankshaft, and at low engine revs does nothing. Don,t slow down for a beand and expect to get round it, you have to change down to keerp the revs up...
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let's have a piccy then...
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Managed to get A C6T Antar Tech Handbook from Thornycroft Society, largely useful but the model in the handbook has engine/ clutch as unit, prop to remote Main and Aux boxes which form another unit, mine has engine/ clutch/ main gearbox as unit then prop to remote Aux box which sits on its own. otherwise manual is useful..
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Manual, yes and no. The Antar was picked up from Basingstoke by Geoff markaham and he was the only RAF driver. After 2 years the antar transferred to MPBW and Geoff was given a civvy job. He stayed with the Antar for a couple of year but then they moved him. He was so miffed they had taken "His" antar that he kept the manual.
Forty years later I got to hear of him and rung him up. We chatted and got on and without warning he said "I have the original drivers handbook, do you want it"
What could I say
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But lifting from the front end you have a mechanical advatage. ( a lever if you like.
The Centre of gravity is somewhere between the axles. The weight on the front axle is greater than the force needed to lift the front of the vehicle from the bumper simply because the axle is nearer the CofG and the Bumper is further away. the longer the handles of your weheel barrow the easier it is to lift and push the same load in the barrow.
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Anything to do with Radar?
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The axle weights I am using are the figures from the Ministry of Transport weighbridge at Didcot, when I got pulled in for being (alledgedly over length...When they found nothing wrong with my length they decided they would try axle weights and that didn,t work either....
What I don't understand is My antar is a C6T.
I have two less cylinders than the Mk 3 and the Turbo has to be lighter than the Supercharger on the Mk3.
Admittedly my gearbox being bolted to the back of thew bell housing is further foward than the Mk3 where there is a shaft between the clutch and the two remote gearboxes, so how come my front axle weight is that much higher than the Mk3?
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I was once towing the Dyson behind the antar but had a 127" Landy behind on an A bar. In the middle of Milton Keynes some daft bat decides she'll over take me on a roundabout, comes past the Landy and hits the back of the trailer that is three and a half feet wider. She then says why did you hit me? and claimed I had side swiped her. The judge at the small claims court thought my story was more beleivable, especially as she claimed she had overtaken me 1 1/2 miles before the roundabout, and I had caught her up and tried to undertake her on the roundabout! Not bad at 25 miles an hour hey!!!
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My Antar is 32.5 Tons, that is 10.5 tons on front Axle, 12 Tons per rear Axle.
Because you are lifting from the front bumper the load would be a little less, but I can't see how it can be 5.5 Tons.
Lifting the rear end needs to raise both axle clear, and that is 24 Tons, or very slightly less cos the rear end lifting points are only a very short distance behind the rear axle.
I am only carrying 12.5 of the max 15.5 Ballast that was intended.
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There is a good picture of the Dummy Axle with Antar on rear end lift in Pat Wares "Antar in Army service book"
War Film Vehicle errors
in Other Chatter
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Bell 47 Helicopter in "Where Eagles dare"??