radiomike7

The 8x6 Scammell MMLC was not in competition with the 8x6 Foden IMMLC, Scammell had submitted a 6x6 for the IMMLC contract but lost out to the Foden. Scammell conceded that with hindsight an 8x6 would have been a more suitable vehicle for IMMLC.

But the production vehicles were not badged as Leyland, they were clearly badged Leyland DAF which gives a clue as to the manufacturer..... The 8x6 MMLC and 6x6 IMMLC trials vehicles were indeed built at Watford and badged as Scammell before the takeover of the Leyland group by DAF but the production run was at the Leyland plant.

They may have been built by Leyland DAF at Leyland but the development work was all done by Scammell at Watford. The contract however was with Leyland DAF so fair to say that they should wear the L/D badge.

Is that an early Fowler in Q8828 Tim??

And Lamborghinis.....

Just looked on Amazon and there is one for £3k, bargain:wow: http://www.amazon.co.uk/gp/offer-listing/0952556316/ref=dp_olp_used/278-5995374-4891334?ie=UTF8&condition=used

Pat Ware's book 'Tugs of War' has a good picture on page 23 showing the crew seats and further pictures on pages 24/25 showing the winch drive arrangement for the mk3 which may be similar to the mk1. Ignore the incorrect caption about the Scammell vertical winch which was only fitted to the recovery variant of the mk3.

By bolting onto a hub? That would make sense, not too many hard points on a bus. Not convinced about loading a bus onto a LR hardtop though.....:-D

The basic 6x4 is an F4 and as you correctly say the 180 is the wheelbase (front axle to center of rear bogie). FYI a 65t tractor with Detroit 8V-71 is an F4 112 156HD. The reduced GTW is simply down to the diff ratios compared with the tractor for gradient re-start. I would be very surprised if any empty 3 axle bus/coach would be over 20 tons. Mike Just noticed Clive is on the case, he'll put you right.

Thanks for posting those but the trailer is 200 tonner TM413, the Abortion was an ancient 4 axle girder trailer on solid tyres.

I would have thought an AVRO Tutor would be more your style Jack, they have an excellent one at the Shuttleworth Collection.

DT 980 series diffs are a double reduction unit that drops in from the top.

12.00R20 at 8.5bar (123psi) will give a 7.5ton capacity but the medium duty axle itself is only good for 6.6tons. 385/65/22.5 (super single) would give 9tons capacity with a suitable axle. S24 and S26 heavy duty springs are rated at 4.5 tons each, S26 medium duty just 2.995tons each.

There is an 8/9 ton front axle and spring combo available from the heavy duty version like Evening Star, it looks like it might be the same unit fitted to the S24. You would have to upgrade the tyre size though, 385/65 22.5 trailer type super singles should do.

I shall never forget the character that approached my Explorer many years ago and said 'I used to be in the ree mee, I remember changing the chains in those rear cases, they were always giving trouble'. Whatever!

Yes! Same type with the flat cover and 8 bolts.

Yes, they both have SOMA axles, are you confusing the S26 tanker with the T45 re-cabbed Bison version? http://www.military-vehicle-photos.com/picture/number1078.asp The only difference I found on the S26 tanker/tractor axles is the bracketing for the radius arms and the diff ratios. The S26 has both inter axle and cross axle diff locks, I believe the Crusader only had an inter axle lock.

No, with 295/80 22.5 which are almost the same diameter as 10.00R20. You would get a further 10% with 12.00R20. Not sure why you think the diff locks would be a problem?? The tankers used a 12R22.5 tyre on an 8.25" rim with a single spacer but the 12R22.5 tyres are nominally 292mm wide compared with 12.00R20 at 313mm. The tankers were outside of C&U regs, IIRC they grossed at 30 tons laden, 24t on the bogie and 6t on the front. The rear springs were definitely +2 leaves on the tractor I had here.

Perhaps tack weld them together for the trip:undecided:

Theoretical V max will be 70mph but will give a sensible 55mph cruise. Most of the tankers will have done nominal miles but in my case with just 40k miles on the clock the bearings were in a terrible state, I assume with the short journeys the diff oil never got hot enough to evaporate any condensation that built up. I was also going to convert the trailing axle to spring brakes as I had all the parts but Clive advised that it may be necessary to increase the size of the air tank used to blow the brakes off, apparently modern regs stipulate 4 parking brake releases with the engine stopped.

The spacers are a separate piece and just slide over the studs, it may be possible to use 2 as the studs are quite long and the wheel nuts are also longer than modern equivalents. You may have to watch the overall width though. The tanker diffs are the same size as on the tractors and a direct fit in the axles, I couldn't swap the axles as the main cross member and brackets for the radius arms were different. If ever you need to remove the leading axle diff give me a shout as there are 2 nuts which took some head scratching to locate. If you ever take it off road make sure the center diff is locked, the gear that drives the pinion shaft is fitted metal to metal on the through drive shaft and will weld itself together if the diff spins for any time. IIRC the tanker springs were 11 leaf rather than 9 on the tractor. What is that crane from, is it ex military? Mike

Hi John, the data sheet shows 9147kg as each rear spring capacity with the SOMA axles rated at 12000kg each. As I wrote previously the RAF tankers had a heavy duty 24 ton version of the rear bogie with a couple of extra leaves in the springs, stronger rectangular radius arms in place of the tubular ones with a different X member and axle brackets, 12R22.5 tyres and 4.79:1 diffs in place of 6.39:1. The trunnions looked to be the same with longer U bolts and I speak from personal experience as I stripped one down here that I bought from DC a couple of years ago to liberate the high speed diffs which now reside in Mike Lawrence's Wynns lookalike S26. Looking at the Crusader specs the rear bogie has a design capacity of 23780kg with a rating of 13690kg (11.7ton) which is clearly incorrect or a typo on the 09/1975 sheet for the F4 112 156HD model. Out of interest which wheels did you use for the 12.00x20s, I seem to remember there was already a wheel spacer to increase the track for tyre/spring clearance?

Mark, this is not going to be easy, in Antar/Commander days the army could do more or less what they liked, for instance the rear axle loading on the trailers was IRO 30 tons per line, far higher than the current max of 16 tons for the likes of you and I under STGO 3. As I see it, the ARRV weighs 55 tons, the S26 9 tons and a suitable trailer circa 20 tons which takes you above the limit of STGO2 (80 tons with 12.5tons per axle) and into STGO3 (150 tons with 16 tons per axle). You didn't say which S26 you have but if it is one of the RAF radar types the rear axles are rated at 12 tons each but the springs are only 9.1 tons each. You could use the springs and wheels/tyres from an RAF re-fueler to get the full 12 ton rating but you would need to get the vehicle recertified. With a 4 axle trailer and under STGO 2 you could then theoretically run at 80 tons, (4x12.5+2x12+6) but this would leave no margin for loading error. STGO3 is probably the way to go, a four axle trailer with 16 ton axles could take a greater weight and the S26 would not need uprating. Incidentally the plate on the RAF versions gives a 65 ton max train weight but the civilian versions were 100 tons with the same specification, I have the spec sheets in front of me. You need to do your sums, decide how often you may want to move it and balance the cost of owning/running/storing an expensive bit of kit against hiring a contractor to move it for you, RFL alone is £2585 pa if used commercially, not sure if you could tax it as a private heavy goods.

http://en.wikipedia.org/wiki/Chobham_armour Hopefully with not too many errors....

Witamy! Yak cher mash?:laugh: