radiomike7

John, the flasher unit is a 5 terminal Hella unit 4DM 003 474 01, from memory the 01 simply means it has a bracket. If you have an early component board with a row of ceramic fuses along the top the flasher unit is the bottom right component, if you have the later board the flasher is screwed to the board again bottom right just underneath the intermittent wipe unit. The hazard switch is up by the radio position as has been mentioned, it is actually a Triumph TR7 component and quite hard to source. It suffers from contact corrosion but can be carefully dismantled and cleaned, it is no 1 suspect if the indicators fail to light as it provides a switched feed to the stalk. Bawtrylwt, the transducer for no 1 tank can be in one of two places. On early models with 10 components on the block it is the top right component, on later models with 9 components and a blank at top left it is the second one down on the right hand side. In both cases the transducer is a larger component than the smaller pressure switches that surround it.

If you have a Clayton DB3 footbrake valve the switch is on top of the brake pedal close to the pivot, if it is a Bendix valve then it is underneath the pedal. FYI the brake pressure sensors for the gauges are all in a block behind the glovebox and all the gauge units are identical with the exception of the voltage meter. We all know what you mean but diesels don't have an ignition switch:cool2:

I work for Waitrose and strange though it may seem we converted to W7 just a few months ago at vast expense.

Anyone using Barclays online banking has free access to Kaspersky internet Security which we have used with no problems for a couple of years.

The rocket propelled anchor for the winch rope sounds quite entertaining....

Always handy to retrace your route with a Constructor in order to pick up the thrown prop........:cool2:

Did you ID the carrier (trailer) used?

Mark, the ex RE 20 ton 6x6 is not the same as a Junior, the latter being a civilian 6x4 usually built with a 3 man coachbuilt cab but also available with the small Bedford type Willenhall cab. I am not sure of the weights but I doubt you can put 30 tons through the fifth wheel. The 6 speed Scammell gearbox was just about on its limit at 200bhp which rules out fitting something more powerful, 200 bhp at 100 tons is going to be somewhat pedestrian. Mike

Is there room lengthwise in the Pioneer for an LX in place of the LW??

It went back to work transporting a Sherman tank before I fitted the diffs. In all honesty it wasn't one of the best as I bought it blind from one of Witham's tenders for what at the time was a very good price. The bearings in the diffs were in a very poor state although the refueler had only covered 49k kms but I put this down to the type of use it would have had, short runs with no chance for the lubricant to warm up and get rid of any moisture. I had them rebuilt by Smiths at Albrighton with 11 brand new bearings and they ended up in Mike Lawrence's S26. http://ccmv.aecsouthall.co.uk/p85578901/h157a7f25#h157a7f25

Hamptons ad. on Autotrader. http://atsearch.autotrader.co.uk/uvl/large_image_popup.jsp?id=201309128753082&largeId=5d1bbd8fa51c51511aa592eda47bdaac 14R20 in place of 445 65 22.5 would be about an 8% increase in size, 49" against 45.25"

I bought an entire rear bogie from DC thinking I could either use the complete axles or just the diffs. However the S26 refueller has a slightly heavier duty rear end with an extra couple of leaves in the springs and rectangular torque bars in place of the dog bones on the tractor which use different brackets on the axles and a different chassis cross member. The diffs, hub reductions and brakes were all interchangeable. The refueller tyres were also 12R22.5 in place of the 10R20 on the tractor and used a 5/8" wheel spacer to give clearance over the springs. I also considered fitting the spare spring brake chambers to the trailing axle but the thought of the entire rear bogie locking up when running solo due to a valve or pipe failure made me think twice.

This one? http://ccmv.aecsouthall.co.uk/p816148126/h308b2198#h308b2198

Thanks for the info Mike, have you any idea what the two rollers above and in line with the rear legs are?

I agree with both of you, if you look at the diagonal member on the front frame it has the holes where a WLF spare wheel would attach.

Basic idea taken from the WW2 Garwood on the WLF M1A1??

Here it is:

Hi Ian, IIRC that is Mann Egerton's own one and is based on the 0857 normal control chassis used on the 6x6 armoured command vehicle. I have a picture of the rear end if you are interested.

Hi Dale, welcome to the HMVF, that is quite a collection you have there. I'm originally from Heywood myself, my parents had a shop just to the left of Barclay's Bank opposite St Lukes and I attended St Joe's primary school next to the railway marshalling yard. I notice you have a Green Goddess in the collection, I seem to remember there being one based at the old fire station in York Street in the late 1950s. Mike

Neil, this is a skid mount Meadows 27.5kva as I remember them, identical to the trailer mounted one on ebay.

With respect, you didn't mean that did you Clive:-) To clarify, the overall axle ratio including the reduction hubs is 7.46:1, the crown wheel/pinion (diff) ratio will most likely be in the range from 2:1-3:1.

I don't have the DROPS spec to hand but read post 5, it looks like there might be a problem with clearance.

Not quite Wally, that is 713 GC, one of two commercial versions tested by FVRDE as trials vehicles for the FV12101 production vehicles which had a steel rear body.

Charles, the easiest way would be to change the final drive ratios and I would suggest a call to Smiths at Albrighton to see what alternatives are available. http://www.hlsmith.co.uk/ On the Scammell S26 6x4 the answer was to use the diffs out of the RAF tanker which gave a change from 6.39:1 to 4.79 IIRC and a top speed of 69mph against 52mph.

I agree with all of that Richard, my old Explorer was on a BT plate and the headboard read 'Wide Load RAF Kinloss'. It had been converted to carry a snow plough and was originally painted RAF blue, then high vis yellow before having a coat of IRR slapped on by the R.E.M.E. The interior was Eau-de-nil.