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smiffy

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smiffy last won the day on March 12

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About smiffy

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  • Location
    Herefordshire UK
  • Interests
    Engineering and all things related
  • Occupation
    Engineer

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  1. It might be worth thinking about making some out of gauge plate and then hardening them ,or anneal the old ones then machine and reharden .them .I expect the original ones are carbon steel so well within your capabilities Mike
  2. I have also done some work on all the small annoying bits that take ages . These include both foot and hand throttle linkages ,manual advance and retard linkages . Most of this was missing or in a very bad state There is also a linkage from the clutch that turns the the self cleaning oil filter . Ever time the clutch is depressed a lever moves a ratchet on the auto clean filter to turn it about 20 degrees The auto clean filter is made up of a series of discs anchored to the main shaft , in between each disc is a .005 1nch shim that is supposed to scrape any gunge into a separate
  3. Fitted the pto and started on repairing the hydraulic pump. The pump body and reservoir is a aluminum casting . It had 4 corner flanges for mounting it , 3 of these are broken I cut a suitable piece of plate and welded it to one corner as a trial The aluminum welded ok but needed a lot more amps than I would normally use for a repair like this I had to resharpen the electrode several time due to impurities coming out of the original aluminum The pump bodies and delivery valves are bronze with a total weight of 28 lbs The oil return to the pump body is via the ce
  4. Next job on the gear box is the pto . Originally it would have been fitted with a pto driven compressor this is long gone but I do have a pto out put shaft and a suitable period hydraulic pump. After being sold this truck worked in a quarry and was possible fitted with a hydraulic tipping body . The pump I have was still bolted to the chassis but every thing else had gone Today I rebuilt the pto ready for refitting The main shaft which runs in plain bearings was well worn so I machined it and made new bearings To save making a mandrel to machine the od of the beari
  5. Riveting the plates on was a bit difficult as the rivets bent into the softer balata instead of forming heads at each end . I made the rivets out of 10 gauge gas welding rod . The whole drive shaft is a very tight fit but it is in place Next job will be too make bolts to the correct length and make some castle nuts Then I will have to dismantle for a clean up and sort the paint out . Dave if you let me know the PCD of the bolt holes I will see what I have . 11 inch disc seems rather large . My dics are 4.5 pcd of the bolt holes and 6 inch od
  6. The balata belting came from https://www.stationaryengineparts.com/Flat-belting/ They only do belting up to 6 inches wide so that had to do ,I could really have done with some 6.5 inch material . The other alternative would be canvas reinforced conveyor belting . Years ago I would have had something suitable in the yard but all long since gone Since moving a few years ago I no longer have any contacts in the quarrying industry Its almost impossible to get access to such places to ask for any second hand material .The same as scrap yards . I used Gorilla glue as its what I
  7. I ordered a meter of 6 inch wide balata belt to make a new fabric drive disc . The first step was to cut 3 discs and glue them together . I then mounted them on a face plate and machined them to a nominal 6 inch disc , not easy to machine but ended up with something that is near enough round. I cut out 12 reinforcing plates and marked and drilled the 6 holes . Next job is to make the rivets to hold the plates in place It should work ok and a lot cheaper than the quote that I had of over £300 per coupling to have new ones made to original spec
  8. The clutch brake is pivoted on a eccentric pin to allow for adjustment . I machined up a suitable pin and fitted a bushed sleeve to the end of the clutch brake . This is a very tight fit in the chassis . It looks like an after thought as the is very little clearance between the cross member and clutch disc on the gearbox input shaft . I need to find a suitable piece of friction material to line the brake with and that will be another job done
  9. It has been a long time since I last posted as many other projects get in the way , everything from clock making to the restoration of a 2 stone water mill and large francis turbine . I have replaced the gearbox but the clutch brake has long since gone walk about so having a rough idea what it should look like I fabricated a replacement . The plate has to fit in between the 2 flanges on the drive shaft This still needs finishing and I need a bit of old clutch friction plate to cut up for the lining . Also made a interlock for the gear lever to stop it being put into reverse by mistake
  10. This dates from 1944 .contract no 294 /S5134/con23A and 294/23/S2178/con23A for the 3ton 4x4 load carring chassis and contract 294/23/S3035 /con 23A for the4x4 tractor chassis. My IGL 3 chassis is 1937 and Engine no 31777
  11. Engine Lubrication chart
  12. There is no separate oil tank .the sump is in 2 sections with a scavenger pump transferring the oil to the second section from where it is pumped via the auto clean filter to the bearings . The carbon deposits removed by the auto clean fall into a separate section which is drained every 2000 miles via a plug at the base of the filter housing The auto clean filter is automatically cleaned every time the clutch pedal is depressed Mike
  13. The FWD model was not built until 1940 and all models were fitted with a dry sump engine . Do you have a positive date of manufacture for yours ? and what is the engine no . The no is stamped into the crankcase above the front pulley on all the engines I have seen . The no of Crossleys that survive are few and far between so a rare beast and it looks in good order. Mike
  14. The basic engine design remained unchanged from the I G L 3 to the end of production .Early engines have aluminium crankcases this was changed to cast iron due to a shortage of aluminium some time after 1940 . Early engine have a up draft carburettor and a simms magneto .The 90 hp engine has a down draft carburettor modified cylinder heads and a distributor driven via a right angle drive . The bracket remains the same on each engine and the mag or distributor are interchangeable .The sump is modified on the 4x4 to allow clearance for the front axle . Cylinder blocks are interchangeab
  15. Try this company http://amalcarb.co.uk/
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