Bull Bar Cowboy

Carl .......... I'll get Boothy to give you a smack later (or stand on your feet ) .............

Well it may be if you have read the regs ............... but I do have a copy of the ruegs but I wont be home any time soon The biggest problem with a lot of the C&U regs is that they are open to interpretation ....... even a couple of lawyers will give you different anwsers to the same reg ..................but I see Reg25 the same way as the fat balding hobbit

The Road Vehicles (Construction and Use) Regulations 1986. ........... Regulation 25 It goes along the lines of the tyre must have a speed rating and if the vehicle was to operate at a higher speed than the sidewall rating then the tyre is deemed 'unsuitable' ......... in the event of an RTC that would be an offrence. here is the Reg 25 1991 ammendment ........ http://www.opsi.gov.uk/si/si1991/Uksi_19912710_en_1.htm Also Motor Vehicle Tyres (Safety) Regulations 1994 is worth a look with regard to E marking

Hmmmmmm .............. exactly what information does the above give apart from the fact it might be UNS ? Why ? ........... how are the OEM's made and are they not fit for purpose if they are machine tapped ? .............. are matching TRE threads also made this way or is a correctly set threading machine not good enough ? UNS is used as it was one of the strongest threads available when compared to other UN series threads .........tell me, would you use a commerically ground 60 degree tool or would you grind it up yourself to produce an agressive rake? ........ would you go for the full depth of 86.6% (root to crest height against pitch) or would you truncate it to 75%, 70%, 65%, or 60% ? How would you accurately measure your UNS internal theard to ensure that is up to the job and meets the AMSE/ANSI specifications ?

Its probably a bit contentious .......... the bit that Bowie has posted is in the RECUT tyres section of the manual ……….. nowhere else does it mention ‘e’ marking. Are your tyres recut or remanufactured ? ........ subtle difference However, failure to have E marked items does constitute an offence under the European Automotive Directive (I will look up the number later) see here ........... http://www.motuk.co.uk/manual_410.htm As a matter of interest are thay DOT marked ? ......... if yes, then they are legal on UK and european roads.

That would have been general and not operational deployment as this would have been dealt with at interservice Silver command level............ In years gone by I have been out on many a snowy or flooded night setting up both 'in band' and 'cross band' repeaters in some very dodgy locations .......... However, there are some very definate rules governing the climbing of structures during adverse weather and darkness........ I can’t say too much other than the sites have a very large operating redundancy capability. Also complete generator powered multichannel base station trailers may or may not be available at very short notice in any given location RAYNET will always have a part to play as often the larger organisations take a finite time to get their ar$e into gear............

In the past interoperability between our emergency services was limited to one UHF simplex channel that was not widely available to all personnel. However, it should also be taken into consideration that each of the services have their own rules on engagement and interoperability which will be undertaken at the Gold / Sliver / Bronze level dependant upon the severity of the incident. It has always been the misnomer that RAYNET filled this function, however, RAYNET have had, and still do have, a very prominent part to play in any long term severe incident. Also, in the event of a complete catastrophe RAYNET would probably be able to provide communication links whilst the primary communications bearer was repaired (4 hours max) In today’s communications environment, by the end of 2009 / early 2010, all three public safety services will be operating on the Airwave Tetra network which incidentally is the worlds largest fully operational Tetra system. What about the other services ……………. British Red Cross, St John Ambulance, WRVS, Salvation Army, Oxfam, and many other support agencies. RAYNET will have a huge part to play in the assistance of communications with all of the above agencies that are required long after the incident has been stabilized. I think there is an inextricable association with Amateur Radio emergency response and a ‘no road’ capability. Therefore this is probably more ‘on topic’ than many may think ………………. Let us look at a real devastation…………..Katrina The losses to communications were three million customer lines, more than one thousand cellular sites and 37 of 41 radio stations (two AM & two FM survived). More than thirty percent of the remaining cellular sites were disabled. All three 911 call centres completely disabled , and 650 out of 800 LD trunk lines out of service . Add to this 2 million cable customers with no service. 90% of the police / Fire / Ambulance communications were lost mainly due to infrastructure damage. The Police immediate response was with Sat Phones and the setting up of Sat Comm links although this was a slow process. In the hours following the disaster the Amateur Radio Emergency Service (ARES) volunteers in Louisiana provided an outstanding service, however, they were limited with gaining access to the disaster zones (too dangerous). Interestingly another major player with setting up a communications network was the US Red Cross. These guys managed to set up a Sat Comms network using auto TracStar equipment in record time giving other services gateways to the outside world. Incidentally the guy who was responsible for the Red Cross effort is a radio ham - David Craig KF4FWO.

Tony, No, I don’t either, however, I felt it necessary to comment that ‘one sentence paragraphs’ (which refers to both of my quotes) are designed as a tool to send a powerful message for dramatic effect. Whilst I am not being critical of the English used, I am being critical of the writing style and would hazard a guess that the use of the one sentence paragraph style was deliberate as a high impact tool to cause a perhaps unwanted and unnecessary debate. The outcome, as in the previous case, is for our legal system to decide and once the ruling has been made it remains in force unless any new and compelling evidence can be brought before the courts that may influence the original ruling I would have thought a more considered approach was required……….. (notice – one sentence paragraph’s)

I am sorry John but I cannot agree with your post…………. Perhaps, in your position, the pre judging or speculation of the final outcome should NOT be encouraged I think the case to which you are probably referencing has been documented reasonably well enough and I am not so sure that all would agree with your comments and choice of words. One would assume from your postings on another message board that the vilified individual is a friend and therefore your comments may or may not be biased. As a moderator I would have expected more caution with this type of posting as it could (and probably will) cause heated debate. Whilst I respect those that give their time freely to undertake these tasks, a certain amount of continuity, seamless consistency, and unambiguous clarity is required !

Even more poignant this year..............written with Lyneham in mind........ The leviathan of the sky does land In England's green and pleasant land. Its cargo more precious than gold The body of a hero, bold. Once the giant's engines stopped The cargo ramp is gently dropped Carried by six on shoulders true The hero is saluted by the crew. The coffin draped in Union Jack Is slowly carried out the back. Out of the dark and into light Slowly down the ramp and to the right. The six approach the hearse all black And place the hero gently in the back. The six then turn and march away Their duty has been done this day. Politicians usually have much to say No sign of them near here this day. They hide away and out of danger, Much easier if the hero is a stranger. The hearse with its precious load Moves slowly out onto the road. The floral tributes line the route While comrades snap a smart salute. At the edge of a Wiltshire town The cortege slows its pace right down. The streets are packed, many deep, Some throw flowers, most just weep. The crowd have come to say farewell, The church bell rings a low death knell. Regimental standards are lowered down As the hero passed through the town. The cortege stops and silence reigns The townsfolk feel the family's pain. The nations' flag lowered to half mast Our brave hero is home at last. Wear your poppy with pride Gents...

Usually the front cover crank oil seal lasts all of 5 minutes! ……………. I normally polish the crank on the seal running surface and it cures the problem……………It is also not uncommon to miss putting in the short recessed bolt on the right hand lower side of the cover………….

That is pretty much the same as OE lift and calculates correctly for 1:6 rockers……. Once you get above 12mm of valve lift then the guides need machining by 100thou to stop spring bind. Top end race cams are about 13.2mm lift………….. Kev ………. You need a new cam !

With that date stamped on the carbs I would suspect the manifold is from a Mil 127 ambulance………………. Pull out the snap ring and then pull out the restrictor. You may also need to change the needle in the carbs ............. IIRC the restricted engines had a different needle.

Yes Jon ………….. but you are not supposed to run it on a mixture of paraffin, red diesel, and petrol…

That just had to be the NA branch ........ I suspect the older lady who is normally on the till .....

Was the inside of the rocker cover and rockers black ........... if yes, then you are looking at a badly worn engine. The blackness is caused by years of the head gaskets blowing a little into the valley due to the age old issue of the outer row of head bolts causing the heads to tilt very slightly. To turn the engine over from the crank I use a 3/4 drive long socket and 3/4 ratchet. ........... It is easier to take the plugs out for the measurements you are doing .............. if 3 & 5 are bad then 7 will be almost non existent.

Depends on the stainless ……. If it is Austenitic (which I suspect it is) then you can still use Argoshield lite and just change the wire for stainless. The wire will be 300 series normally 308 or 316. I have been doing a lot of this recently with 2mm Stainless …….. the welds are OK. If it is Martensitic stainless then that is a little more difficult and requires a dedicated gas mix of argon, helium and carbon dioxide. For this application you will probably need a 400 series wire which is quite difficult to procure, but readily available as TIG rods. Look at the BOC industrial site and it tells you exactly what can be welded with Argoshield (or if you are flush …. Stainshield)

Best way to solder the poppet valve is with a blowlamp …….. there is too much brass to heat up with a soldering iron With the blowlamp either use plumbers lead and a little bakers fluid ………. Or use plumbers cored solder. If you have not gaskets and cant get any (there are lots of generics in the parts p[laces for carbs) …….. then leave the old gasket on and run a small bead of silicon around the flange face before bolting up.

I have one and use it relatively frequently……………. Without the card I wouldn’t go near the place. Although I am not in the motor trade (it doesn’t pay enough !) I have trade accounts with other parts suppliers and the Halfords discount is greater for consumable items that are own brand From what I see the issue of the card is very store dependant and ‘high volume parts buyer’ still does the trick. Bulbs are extraordinary good value ….. I bought 2 x 5W tail lamps at £2.49 retail……… I paid 46p Halford brand wiper blades are also good value (I believe that are made by Valeo) …….. for my V70 the retail at £18.99 …………. I paid £3.47 ! Halfords oil I understand is made for them by Mobil ……….. again the discounts are huge. My main reason for having the card is tools ………… the Halfords professional range of tools are top notch and I have recently replaced my ageing toolkit with all Halfords items …….. about £1.5K including discount. However, this card will be no good to you Nige (HFH) as you will not get discount on the pink fluffy dice and pink steering wheel glove ………. You might get a little bit off the bling chrome tail pipe that you could lose a small animal in …………..

For the 9th injector to work it has to get really cold ……… zero or below……. This is controlled by the thermotime switch (brown top) which is located beside the coolant sensor (blue top). Generally if the coolant sensor is faulty then the engine runs in a permanently rich state………. You seem to have the opposite in that the start-up and after run enrichment is not working correctly. My immediate thoughts are that you need to set up the throttle linkage and TPS position …….. known as the base idle. Another area to look at is the EAV (Extra Air Valve) ……. are the hoses correct and secure ? ………. Is the valve working correctly ?

20w50 will be fine.

Probably best to limit the rebuild to stripping the float bowl and getting rid of the sediment. The float valve setting was most likely correct if they were not flooding. A common problem with HIF's (depends on age) is the bi metallic valve causing the jet to stick .......... symptom were usually a non starting engine and a tap on the base of the carb with a no2 adjusting tool would get them going again.

Kev ........... Use this resource to strip, rebuild and tune the carbs http://www.sucarb.co.uk/Technical.aspx I remember that soldering of the poppet valves was very common on Stromberg as they used to fall apart .... but I am damned if I can remember poppet’s on HIF's.......... FWIW I used to race Mini's in the late 60's / 70's ....... in those days most of it was done at the track and I could probably still strip and reassemble HS6's blindfold ........ on of the biggest issues we had was fuel starvation when cornering at high speeds......... the fuel would get pushed to the wrong side of the fuel bowl. We fixed that by re machining the casting to made the fuel bowl sit at a different angle. TBH carbs are troublesome and a compromise....... yesterdays technology.

No...... they are not a bleed down lifters. Once primed you actually need to strip the lifter apart to drain them........ you would do this if measuring the lifter preload on a used engine. To be absolutely be sure you getting full lift (but not entirely necessary) .............. do the job an cold engine......... just before you pull it apart, disconnect the coil HT and crank the engine until the oil pressure light goes out ............

Depends how far you want to go ………………. If its just cleaning out the float bowl , resetting the float valve , and cleaning the piston housing then (IIRC) it can be done insitu ………….. Yes you will need to reset the linkage if you remove the carbs …….. quite a simple job. The carbs will only need to be balanced if you alter the mixture on either of them ……. But to get them right you will need to do that anyway. You will need new gaskets for the float bowl anyway………… Balancing does not require a flow meter ……. It can be done by ear …… listen to the air flow on each carb and the engine response. Personally I would strip the carbs off and throw them on the bench ……… then take the rocker covers off and measure the cam lift at the pushrods, or measure the valve lift and then calculate the cam lift. The rockers are 1.6:1 ratio.