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  1. Thought I'd start a thread here on my Enfield project, as you may know this machine was found together with a post war wdc frame and 1936 BSA in a barn where they had lain for the best part of 50 yrs. Acording to Jan this WDC was dispatched on 25/06/41 Spent yesterday breaking it down ready to start the resto, but need to decide on paint colour and wether to refit the later rear carrier or put it back to as it came off the production line.
  2. Hi, I thought I would start a thread for one of my current projects. This vehicle was driven to where is was and then parked for many of years, unfortunately all of the hull drain plugs and plates were all water tight so when I got it the engines were under water and it was engine level throughout the hull! The transmission and front final drive although full of water there was no rusting of any of the insides, even the bearing surfaces were clean and good. The parts most affected by the rust were the external components of the engine, oil filter clamps, generator clamps and generator had rotted away. The only internal damage of the engineis the valve seats (8 of which had rotted away) I could not put valve seats in and the water jacket around that area was too thin to machine and make a seat (so the engine machining firm told me,if anyone knows different then please let me know). All seats have now been built up with cast iron welding and machined to do this the engine had to be completely stipped as it goes into an oven for 8 hours at 600 degrees. I left the white metal bearingsfor the cam shaft in as I have new ones - the bearing surface melted! For 8 seats it was £750. I obtained a gasket set for the hydromatic gearboxes from a 1946 Cadillac as most of the gaskets are similar shaped but the hole spacings are different. So I am getting a firm to make gaskets suitable for this gearbox. I will be getting 10 of each so if anyone needs them I will have them in stock. I have also got the input and output seals in quantity. Mark
  3. Well here we go, I had been aware of this trailer for quite a while, and was informed that it could be going to the scrap man in the sky, so i decided to take it upon myself to take on the restoration and give it a new lease of life, I beleave that it was the chassis for either a radar trailer or a search light trailer.If anybody thinks that it may have been used for somthing else then please tell me.Well today I went over to the site where it was and with a friend of mine we managed to drag it from the undergrowth,I have been quite lucky as its been laying ontop of another dyson trailer, so its not been in contact with the damp ground.On first imprestions it looked a good straight trailer, but when we looked closer the front had a slight twist, so with the help of my friends cutting gear and welder we cut the chassis jacked it up and took out the twist and welded up the chassis.Both the front and and rear axles knock out, and with a bit of heat WD40 we managed to uncease one of the pins on the rear axle the other pin was still free and would pull free. Both front wheels were ceased but with a bar and a pull these were freed off. Well thats about so far, I have to arrange transport to get it back to my work shop or tow it back. Will add more info as and when, here is a few pics as found and being lifted off the other trailer.The brake linkage is all ceased but this should be to much of a problem.One thing you will notice is that the wheels are not correct and it should be running on single british military slit rims. Howard.
  4. Old girl came in this weak, few little jobs to get her running right but other than that she's fairly complete
  5. Hi All, Starting a blog for my latest project, an ex-Norwegian army Dodge WC-52. This Dodge was made in 1944. Not too much bodywork, which is unusual for a Norwegian Dodge (cold winters don't do Dodges any good unfortunately..). Luckily it was protected by a winter cab which was very nicely made. Cab is in good condition, body has some minor dents. However the engine took quite a beating. Well a beating is an understatement.. we don't know exactly what happened to the engine all we can say for sure is that there were 2 big holes on each side of the engine :-D 6th Piston only had 2 rings left and the conrod of the same piston was entirely missing. The sump contained 2 pieces of camshaft :shocked: Our guess is that the engine was over revved and that the conrod nuts snapped off. A shame because it seemed like it had been rebuild not too long ago. The good (well relatively good) news was that we have a correct T-214 Engine which had started to develop a knock and almost seized. we are currently rebuilding this engine. So far: new pistons and rings, crankshaft regrind, new bearings, new conrods. Like most norwegian Dodges it was converted to 12V, currently collecting parts to get it back to 6V. While rubbing down the layers of paint, we managed to find the original hood number USA 2219951. We also found a big invasion star with yellow gas detection paint. We were also lucky to find it's name ''Michigan'' on the side of the cargo body. To top it off we found POM-markings on the passenger side fender. POM-code (3 colored stripes and 5 digits). this was used to identify units during the invasion of france. We also found some markings on the bumpers, but these are incomplete. We found 736 on the passenger side bumper, still searching to find which unit this dodge belonged to. We're now starting to fully strip the WC-52, more pictures will follow soon. Hope you enjoy the posts. Niek
  6. This restoration blog may well qualify for a long service award but here goes. This story starts back in 1991 with the arrival of the remains of a Leyland Retriever from Sam Loptons yard near Leeds both the yard and Sam are now sadly long gone. The truck had been in the yard for nearly 30 years and before that had seen service with a Northern Showman gaining modifications to the cab in the shape of a coach built hard cab and the removal of the rear body. It would be an understatement to say that progress has been steady, this is a long term project that keeps being side lined while parts are sourced or other restorations take precedence. It’s probably true to say it will turn out to be a life times work. However, as the tortoise was apt to say ‘it’s the getting there that matters not how long it takes’. I hope you enjoy the following story as it unfolds it’s still a long way from finished. I’ll post a series of pictures and text to cover the previous 21 years and then I’ll add pictures and a bit of text from time to time as work progresses. First a bit of background history on this particular truck was part of contract V3929 placed on the 31 May 1940. This contract included 199 search light, 141 bridging, 6 derrick, 24 wireless workshop, 374 machinery workshop and 59 Royal Engineers workshop trucks, WD numbers 4409708 to 4410860. My truck has frame No WLW1 3/308739 so it fits neatly into the block of search light trucks however the 500 ordered has been crossed out and reduced to 199 while the order for machinery trucks has been altered to include another 200 units. All this is of academic interest except the result of this change would become evident as the restoration progressed. Search light units were fitted with large PTO generators this involved drilling the frame and additional outputs from the transfer box my truck has neither of these features. If you bear in mind the desperate situation which was moving into its last act on the other side of the Channel at the time of contract placement I think what may be happening is a attempt to make up for actual and projected losses from the BEF. This amounts to literally changing the contract requirements with a stroke of the pen or in this case pencil. As a result of this I elected to restore the truck as a machinery bodied variant. I thought I’d start off with a couple of factory pictures (credit to the IWM) showing what the machinery workshop Retriever should look like.
  7. Well for those of you that are GMC fans here is the progress on a GMC dump truck restoration, the truck came to me in parts, the chassis was on wheels, every thing else had already been stripped, the original cab was in such a bad way that a donor cab was bought in from the US, Well stage one was to remove any od parts off the chassis before it went under the sand blaster, the chassis itself was good and solid without any damage, I would say it had been dried stored.Here is a pic of chassis after blasting then in primer. after a few days the chassis was topcoated. new brake pipes were fitted along with new flexi hoses, along with rebuilt wheel cylinders courtesy of past parts,the master cylinder was also relined along with new seals, the hydrovac was also rebuilt. as for the cab this was stripped and again went under the blaster and again primed, at this stage the doors were fitted to make sure that these all lined up, drivers side door fitted really well but the the passenger side did need some work, I called upon a friend of mine know to the forum Roy Baker popped over and helped me with the door.It now is all lined up and fits well, thanks Roy. The engine was overhauled sump removed cleaned ect, the engine was put on a stand and test run, all running ok good oil pressure, tappets adjusted new gaskets fitted, all painted up ready to go back in the chassis. the transfer box and gear box were cleaned and had new seals fitted.The rear diffs have also had seals fitted.The Subframe fitted with the tipping ram has also now been refitted, this was again blasted and painted ect.The engine, gearbox transfer box has also been refitted.The wheels have also been through the blaster, these have also now been painted and are waiting for the new tyres.Next stage to get doors painted, I also nned to get new glass cut for the windscreen and the door windows. All new cotton braded wire has been ordered so a new harness to make next week, well thats it for now I could go on and on but I think you can see whats going on. Thanks Howard
  8. It has only taken me 4 years to notice this forum, despite spending hours trawling through the internet looking for information, photos etc for Mk1 Militants. So now I am here I thought it would be a good idea to share my restoration with you guys. Having said that though, now I have seen the standard set by Simon Daymond on his motor, I know I still have a lot of work to do. Firstly, history. Why have a Militant anyway? Well, back in 2006 the wife suggested that I needed a hobby of some kind, as I was cluttering the house up at weekends and getting in the way. I've done some restoration work on cars before, I used to have a thing about the big sixties Fords Zephyr, Zodiac etc, but I fancied something different, not necessarily military, but bigger than normal. Looking around the net I stumbled accross the Milweb site and amonst all the other stuff a Mk1 Militant. Listed as "good runner in need of restoration". When I was a kid I always fancied a Matador, but I had driven Militants in the Army, passed my heavy goods licence in one many years ago. and well, there's just something about them........... The Militant in question was located in Norfolk, not too far away from Kent, so one sunday afternoon we went for a look. As you all know you cant just look, there was a test drive, lots of chatter and "when I" etc. The good lady said she liked the noise it made, something to do with the exhaust being held on with jubilee clips and blowing well, I think. Anyway there was haggling over the asking price, a brief handshake, coin of the realm changed hands and I became the proud owner of a big green pile of mainly rust, but a lot of potential. Knowing what I know now, the vendor did tell me some awful "porkies" about it. How it had been in the reserve and never been used, it had been parked up for years etc. Some confusion over its registration number and so on. I am not disappointed with it, nor do I wish to "Flame" the Geezer by suggesting that he ripped me off, I think he just didn't know, and made it up as he went along. Anyway, a fortnight later, I borrowed the wrecker from work and collected it. As we were loading, the seller expressed surprise that I wasn't going to drive it back to Kent, he would have travelled anywhere in it!! But, from my point of view, as most of the visible things such as lights etc didn't work, I didn't have much confidence in the rest like the brakes and the M25 and Dartford Tunnel seemed a bit much. Do excuse the view of my backside, sometimes you have to get down on your knees and pray for these things. The oil bath air cleaners complete with mounting brackets dropped off the back of the cab on the way home! Damn nearly s**t myself when it went, thought the whole thing had come adrift of the wrecker. Arrived at its new home without too much grief, and she settled in just down the road at my Uncles farm surrounded by several hundred best porkers in the sty next door. nice location but gets a bit ripe when the sun is on it. So What have I bought? Well, for those of you who like the detail here's as much as I have been able to find out; She is an early 6 x 6 gun tractor FV 11002 Chassis Number 0860 0211 from contract DO/6/VEH/15762/CB27A This is page one of the original sales order from ACV Ltd, further pages detail things like the type and serial number of the fuel pump etc Military registration number 01BP60. She served with the Royal Artillery and spent some of her time at Napier Barracks, Dortmund before joining the TAVR at Edinburgh on 2 June 1970. I found a copy of the movement order/Route card for the journey stuffed in the bottom of the passengers door pocket, along with an empty packet of Woodbines. This is page 1 of 4 showing details of the route, timings, fuel stops, ferries, all under the command of a Major NM Sharp RA. Sadly the gentleman concerned is now deceased. Demobbed in 1977 she passed to Angus County Council in Scotland. Registered as PSR 293R, she was painted yellow and converted into a snowplough. Sometime in the early eighties she came south to Twyford Logistics of Blackheath, London. who used her as a recovery vehicle and for winching duties on Dartford Marshes. According to the MD of Twyfords (Mr Twyford, himself) they passed it to David Crouch in 2000. David thought he remembered it when I spoke to him, but he could not be sure as he had seen so many over the years. After this it becomes a bit vague. At some point the rear wheel arches and the tipper style body were removed, and replaced with this nasty ballast type box made of plywood and old floor boards. The nice maroon paint was covered over in green using a big brush and no finesse. The guy I bought it from was a bit reluctant to reveal where he got it from, or how long he had owned it for. Somehow he had got a new "first use" registration number of 375 UXK and a new logbook on 15 April 2005. This has left me with a blank. DVLA wont give me any detail on PSR 293R because I do not own it. 375 UXK has no history because it was only registered in 2005!! Anybody able to help with this? I am quite confident they are one and the same vehicle. Under the green paint there is maroon, and under that patches of bright "snowplough" yellow. There was even the remains of the Twyford name in the roof. My intention is to restore it to good useable condition, but in civilian colours rather than to military spec, so perhaps in some respects I am on the wrong website? Right, first job, get rid of that awful floor board bed Easy when you can "Borrow" the right gear Doesn't look too bad underneath. The dismounted Aircleaners are on the floor behind the front wheel. At times like this you wonder where to start, or indeed if you should have bothered in the first place. The theory is; keep scraping the rusty bits off, and eventually you will come to good metal! So long as you keep all the bits in a big box in the shed, you should be OK I hope this has wetted your appetites, I will post more next time it is raining too much to be playing out
  9. Hi , I,ve started to rebuild an ex Royal Navy Haflinger , the rolling chassis had been kept inside and is in very good condition but the body I,ve got was left outside and the best part of it went into the bin , first i restored the front upper panel then made a new windscreen surround , next need to buy some steel sheets to fold to make the new platform , pics to follow
  10. I have just started a full chassis rebuild of a Bedford RL AFS control truck, would people like me to do a blog on the restoration, of this vehicle. Howard
  11. Well i sold my beloved Jeep after 13 years of fun and have bought a new toy to restore (once the bedford is done!) Picked up the Morris today, it was well and truly buried at the far end of a 60ft garage in Portsmouth with 15 years of hoarded junk piled high around it! The guy i bought it from has had about 20 years but it has not seen daylight since entering the garage. Its plate indicates that it was built in March 1945, its armour had been cut in the past probably when it was demob'd but has mostly been repaired quite well, all the hatches and doors have been made new (long time ago) and one side door is the original. lots of work to be done, the biggest job will be making the turret and the cooling fan drives. my plan is to strip the brakes out so its easier to move then start collecting parts and pictures ready to start the work next summer, unless i get to excited!
  12. Subscribe to the channel for the full restoration blog!
  13. Hi all, currently i'm working on a CVRT and would like to share some pictures of the restoration. Main goal is to get it running again. It was a diesel version the gearbox was removed, since diesel gearboxes are rare. This year when I could buy a petrol gearbox and jaguar engine from Vince I decided to convert it back. When finished plan is to have it as my wedding car in middle August next year, so fingers crossed Lights worked with the batteries that were still in
  14. Inspired by GWTs excellent blog, I thought I would start one on my Sherman.Some of you will have seen it about and may be interested in seeing the full restoration story. My Sherman, M4A4 serial number 5271, was built in September 1942 by Chrysler at the Detroit Tank Arsenal. It was the 467th built out of a total production run of 7499 M4A4s. Issued to the US Army with Reg. No. USA W-3057081, it was transfered to the British Army and given a census number of T-146309.In British use, it was known as a Sherman V. I will tell more of its history later, not that I know much, but eventually it ended up on Salisbury Plain, along with about 25 other M4A4s and other assorted vehicles to be used as survey targets for the Royal Artillery. This is how she was when I first saw her. More parts were removed before I got her but she was substantially complete. This picture was taken on June 6th 1991, the day I collected her. In the intervening years, she had lost a track, some wheels, bogies an idler and various smaller parts. The loading was performed with a Cat and this did some damage to the engine when the corner of the blade went through the open rear doors. It was not easy to load with only a few wheels on but it went fairly smoothly and we were soon on our way home. BTW, that's not me in the picture! Apart from a puncture from a shell fragment, we had a good run back. In my yard.
  15. Some time ago I bought a UAZ 469 to go with 55 FM 58, my Series 3 FFR. Thinking being I'd have a matched set of utilities from either side of the Iron Curtain. What with one thing and another it took a while for the beast to arrive on the drive but it is now at home. Came home from Wolverhampton via the W&PR show where, alas, the brake master cylinder gave up the ghost!! A friend is making a run over to Bulgaria and Poland next week and will be bringing back new tyres and various spares to get the old bus road going again. This is how it looked when I bought it: The seller, Rob, decided it was in too poor a condition so did a lot of work to get back to order for me. This is how it is now sitting on the drive: First job will be to fit the side bows and tensioning straps so that I stop keep getting soaked every time it rains and then the wind blows! Then the brake master cylinder has to be replaced. To be safe the wheel cylinders are being replaced to - all that come out will be cleaned up and overhauled then shelved as spares for the future. The flexi hoses likewise will be replaces so that the braking system is totally overhauled. Once this is done the electrical system will need checking through as there are at least two switches missing from the dash and a fair few loose wires floating about. It seems the switch which may- or may not have been intended for am "A" pillar mounted spotlight has been wired in as the head side and tail light switch whilst the actual HST switch and the heater fan switch are both missing... Also on order. I also need to get the door tops fitted. The door bottoms are not in very good condition and the captive nuts have rotted out - not a problem as I can use ordinary nuts and bolts for now - just need to source some rubber strip not unlike that used for the same job on Landrovers, only thinner, to fit between the two. The bottoms of the lower doors are also rotted out - a big problem with the UAZ apparently - so it will either be a job for the fibre glass resin or - if a good solid set can be found, replacements Other than this there are a few minor jobs - one of the temp senders on the engine is non-op, new one is ordered, the fuel tank change over tap is broken and needs replacing and it needs the door or "A" pillar mounted rear view mirrors as with the hood up the rear view is worse than an FFR Landies. Oh yes - and it needs to be re-registered as apparently the registration number was sold privately. Knowing DVLA - this will likely be the hardest job of all!! :wow:
  16. Hello All, Some months back I introduced myself and the Tilly that Hugh Davies had located for me, a rather battered relic, but due to its location has remained largely free of serious rust. Heres some new shots of it in my mates workshop. Our first step is to strip back to the "chassis", make it sound then on to the steering and suspension, so bits are progressively being sent off to the local sand blaster then being undercoated, plenty of "minion" work for an unskilled/inexperienced knucklehead like myself, leaving the more technically challenging work for my Mate /mentor/master John Neville. Unexpectedly an opportunity came up to acquire some more! through Hugh Davies and negotiations by John Neville, i met Lenny Watkins, who offered me two more, it was an all or nothing offer, as he said as soon as you see the good one you won't be able to leave it. Despite initial misgivings, I don't regret getting them both. Especially since much of the sheetmetal of the "rough" one is sadly as thin as egg shells and of little use. We may get an engine and lots of useful fittings out of it though. The Good one is, extremely complete, its not without issues but despite not being ran for 15-20 years with new points, goes! and moves under its own steam! :wow: Very exciting! My Wife has named it, rather appropriately, Matilda! Its not without its isues and may need the sacrifice of a morris 10m Since a feature on the first tilly was placed in Tilly Text, a chap called Andrew Curran in Perth, currently restoring a Austin Tilly offered me parts he rescued from a Morris Tilly in a garage due for demolition many years ago, which should be arriving tomorrow at my work. Exciting times! Chris Collins
  17. Found another WW2 British 20cwt GS trailer X5853823. original owner since disposal from MOD. Same as the 1st one I restored except this one is original and has wooden sides that are lower than the steel sided versions. Link to my other WW2 20cwt trailer restoration http://hmvf.co.uk/forumvb/showthread.php?41282-WW2-British-1-Ton-2wheel-GS-Trailer
  18. Here are a few photo's of my OY truck currently under renovation. Taken as it arrived home, no brakes so had to pull it carefully into the shed. Up on blocks with the drums off to repair brakes. Wooden box, I think the early ones were all wood so this is possibly the origional, now mounted on a tipper frame. Inside the cab, needs a good tidy up and passengers seat. If anyone has or knows of one please let me know. Does anyone know what the number means in the last photo. Any info welcomed.
  19. Figured it was about time I put a few photos on here of what I have done, which quite frankly is not a lot!! Mainly been taking bits off and cleaning/repairing as and when weather allows. Bonnet assembly, OS doors, radiator and air cleaners and other odd bits and bobs. Was quite surprised on the number of coats of paint that I took off, green, blue, yellow, even a splash of red, most likely put on after demob!! Oddly the bonnet sides are made of aluminium, shame to hide it again under a layer of paint!
  20. Bought these 2 Tillys about 3-4 years ago & put them into storage but now the Humber is on the road I thought I would make a start.
  21. Those of you who have followed my Morris-Commercial C9/B SP Bofors restoration will have seen in the most recent posts references to a Morris CDSW 6x4 Bofors Tractor which we have recently acquired. To put you in the picture I’d like to give you a bit of background as a start to this new blog. You can always scroll down to the photos if you get bored. “we” is the Manx Aviation and Military Museum which is, as you might guess, on the Isle of Man and is run as a charity by unpaid volunteers. Our visitors tell us that we are doing a pretty good job, which is nice. The museum houses the Museum of the Manx Regiment, which is the 15th Light Anti-Aircraft Regiment, Royal Artillery (Territorial Army). Recruiting for the Regiment started on August 8th 1938. Unfortunately I missed the anniversary by a week for the start of this blog, but never mind. The Manx Regiment had an impressive war record, starting with the firing of what I believe were the British Army’s first shots of the Second World War, at about 1.20pm on September 3rd 1939, i.e. only about 2 hours after the declaration of war. I’m still researching this but I haven’t yet found any reference to any shots fired before that on the first day of the war. They fired them at a couple of RAF Hampdens which flew up the River Mersey without showing the colours of the day …. Friendly fire incidents were happening even then, but fortunately for the RAF they missed, and a subsequent enquiry exonerated the Gunners, who had followed their orders. They went on to defend the south coast during the Battle of Britain, to the campaigns in Eritrea, North Africa, Italy and Europe as the Light Ack Ack unit of the 7th Armoured Division. During this time they shot down more enemy aircraft than any other British Army unit, and lost some 80 men. Our museum boasts a fine collection of memorabilia from the Regiment including some impressive hardware in the Morris C9/B and a towed Bofors gun. The CDSW competes the “set”, unless we win the lottery and get an M16 quad 0.50 half-track which the Regiment used in anger in April and May 1945. The CDSW was demobbed in 1949 and was used as a garage tow truck until the early 1970s when it was rescued for preservation. It passed through a number of owners without very much being done to it until the last owner bought it and embarked on a restoration. Changing circumstances forced its sale; I bought it unseen – after all, how often do these things come onto the market? Photos showed that it was fairly original up to the bulkhead but things went downhill astern of that. A new body has been fitted at considerable expense but sadly it was based on very limited photographic material and was a mish-mash of gun tractor and light recovery bodywork. It was also quite wrong so it will have to be started again rather than being corrected. The vehicle arrived early yesterday morning courtesy of a free passage with the Isle of Man Steam Packet Company. During the morning it was emptied of spares and driven round the garden a bit. What a lovely noise the six-cylinder engine made, but it couldn’t drown out the graunching of gears as I tried to follow the gear change layout engraved on the gearlever knob. First to reverse in one noisy move, oh dear! Somebody has fitted a four-speed gear knob to a five speed box. A quick look at the lovely brass gear change plate that is still in place on the gearbox cover and all was well. You don’t need first for normal driving and second to fifth are in a standard H layout. The afternoon was spent in giving the thing a good dose of looking at and formulating a plan for the restoration. That’s all for now, take a look at the pictures.
  22. Don't you think Jeeps are are bit like an itch they never seem to go away?. So that's how GPW frame number 14768 DoD 2nd week of April 1942 turned up in the workshop a couple of years ago, on inspection the overall condition was not bad with a lot of early features still in place. The usual post war British service mods were still in evidence and a rebuild plate giving the post war army reg number 24-YH-46 in place on the frame. The body was very good, unfortunately not the original script but a very early composite ACM2 body number 2958 produced in the 1st week of Jan 1944 which was interesting in its own right. The usual problems were evident in and around the tank well and front foot wells other wise not too bad. So this was the starting point, these photos were taken when I picked the jeep up as you can see at face value not too bad.
  23. Hello, I bought the vehicle in about 2013, its been around the block and has featured on this site before, so some will recognise it. I did quite a bit of work on it, converting it back to a HUP but then other things interfered and I had to leave the project parked to one side. I am at a point where I can at last pick up where I left off and I thought that you might be interested. I have added some pictures to be going on with but I will add a more detail later. Anyway I hope that you like what you see. Jon:cry:
  24. How does everyone feel about a restoration blog of a matador thats being restored as it was on the fair ground . would it ok on here or is it a no no. thanks Doug
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