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radiomike7

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Everything posted by radiomike7

  1. radiomike7
    Iain, I was just about to post exactly what John A has suggested, it is the friction material that could be glazed rather than the cast iron drums. You may strike lucky and find the AEC has pressure test points in the braking system which would make checking the pressure in the front system easy, some of the Scammells certainly had them.
  2. radiomike7
    Agreed, I remember driving a petrol Explorer which would vapour lock while running in UK temperatures but hot diesels usually start immediately.
  3. radiomike7
    Petrol or diesel??
  4. radiomike7
    Result, the other option would have been a pain.
  5. radiomike7
    Does Perentie not have a wider track? Not a Wolf as they have additional bracing, might it be a TD5/Puma?
  6. radiomike7
    Credit to MatchFuzee, I was not aware of Admiralty threads.
  7. radiomike7
    Two possibilities, either the diff lock actuator is not working correctly or the gear I mentioned earlier has seized on the shaft and effectively locked the diff. The easiest way to get it though the test if it is the diff will be to simply remove the inter axle propshaft, engage the third diff lock and run it up as a 6x2, if you run out of traction you can still engage the front axle.
  8. radiomike7
    Admiralty seems to be a 55 degree, same as Whitworth, can you measure the angle?
  9. radiomike7
    The weak point on the rear bogie is the third diff which has a drop gear for the leading axle pinion running on a steel shaft with no bearing. Being at the top of the third diff it gets limited amounts of lubrication and can seize in seconds if one axle is stationary and one is turning, you would most likely get away with it for a brake test but not if one axle spins relative to the other if bogged. I have spoken to my local LGV test station and they will come back with clarification as to what is acceptable.
  10. radiomike7
    Yes, Hendy Lennox were a big Ford IPP dealer at the time.
  11. radiomike7
    Quite possibly, from 1959 or so Ford gearboxes were produced at the Halewood transmission plant on Merseyside, the auto will most probably be a Borg Warner from Letchworth. I assume you realise FoMoCo stood for Ford Motor Company, replacing the older EnFo or English Ford?
  12. radiomike7
    http://www.retroptic-auto.com/en/rvi-agriculture/2777-left-headlight-h4-signal-vision-1910-left-hand-traffic.html Hopefully they mean left hand traffic not left hand drive. Search google images as it is often easier than ploughing through text.
  13. radiomike7
    I worked at Industrial Power Products in the 70's, a division of Ford based at Daventry, we supplied engines, gearboxes and axles to the aftermarket for use in various vehicles and industrial equipement. My favourite memory is replying to a letter from Princess Anne requesting an explanation to why the overdrive had failed on her Reliant Scimitar GTE for the fifth time!
  14. radiomike7
    I'm guessing that Flipper in the last photo is a Peerless with mid mounted gearbox/brakes and chain drive?
  15. radiomike7
    The Ford engine with the starting problem was the indirect injection York series available as a 2.4l 4 pot and 3.6l 6 pot for Transit and A series, it ran up to about 1984 before being replaced by the 2.5 DI with rotary fuel pump.
  16. radiomike7
    I had an amusing incident with my dry sump C6 in a Constructor, a liner seal developed a leak and about a gallon of coolant ended up in the sump. On starting, the scavenge pump transferred the water to the oil tank with such force that it shot a jet of oily water about 10 feet upwards, fortunately the oil filler cap was spring loaded which acted as a safety valve. Moral of the story is to always check the oil and coolant levels before start up after standing for a while, the loss of water could have been due to a head gasket failure which may have filled a cylinder with coolant.
  17. radiomike7
    Assuming he used a trailer (?) the max towing weight for a 56 plate L200 is just 2700kg which is almost exactly the kerb weight of the WC54, add a trailer at about 750kg and he is well over the safe limit. Hope it turns out OK but not looking good.
  18. radiomike7
    H56DMU is not a valid reg??
  19. radiomike7
    Identical one on ebay some time ago that claimed to be a K9. https://www.google.com/search?q=k9+inlet+manifold&source=lnms&tbm=isch&sa=X&ved=0ahUKEwjehpfU1aDgAhWRtXEKHZrNB5UQ_AUIDygC&biw=1584&bih=701
  20. radiomike7
    I gather they were retired in 2015 so just 5 years of use.
  21. radiomike7
    Correct John, it is a line type unloader valve. Mike
  22. radiomike7
    Let me know if you get a repair kit and I can scan the relevant pages from the manual.
  23. radiomike7
    Yes agreed, most of the brake parts now seem to come from Knorr Bremse. Incidentally 2878 shows as also being used by Bedford and Foden, possibly others. Retail on the complete valve assembly is something like £250.
  24. radiomike7
    Yes, similar concept but note how much closer to the tractor the second fifth wheel is mounted.
  25. radiomike7
    The Sankey 60 ton, Dyson 50 ton and the later Commander trailers all had 8 in line rear axles giving a total tyre count of 26. Needless to say, whenever there was a tyre problem it was always one of the inside ones.....
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