venting

alleramilitaria · #1 03-01-07, 08:56

ok here it is your chanve to vent and make yourself feel better, i will start us off..

why the hell did they make it so hard to reinstall the %$#@ brake rods, the %$#@ing things dont want to fit and when they do they they dont work

and another thing it should be a law, all MK I parts must be able to fit a MKII!!! but they dont

your turn

Hendrik van Oorspronk · #2 03-01-07, 09:27

Quote:

Originally posted by alleramilitaria
ok here it is your chanve to vent and make yourself feel better, i will start us off..

why the hell did they make it so hard to reinstall the %$#@ brake rods, the %$#@ing things dont want to fit and when they do they they dont work

and another thing it should be a law, all MK I parts must be able to fit a MKII!!! but they dont

your turn

Welcome to the nightmare called "Britisch Design".

Hendrik

Keith Webb · #3 03-01-07, 10:42

Try changing a Ford CMP master cylinder in a hurry, or the simple act of changing a clutch.

Pedr · #4 03-01-07, 11:08

...and who the hells idea was it to destroy or loose all the tech drawings. Ok hide 'em whilst the war was on...they are somewhat secret, but hell we could use them now.

...and why oh why did all the Australian manufacturers use different plans...what's wrong with standardization?

...and who's the fool whom sixty years ago didn't record all the registrations with the manufacturers details, so that now there wasn't 40 different people trying to put together databases of information that they hold closer to their respective chests than the pin numbers to their personal bank accounts.

...and how come in the past ten years carriers have become the holy grail. Once noone was interested in them...."They're to difficult to move. They're to hard to find the bits for. Blah blah blah."

...and...and...and

Pedr

sapper740 · #5 05-01-07, 16:04

Quote:

Originally posted by alleramilitaria
ok here it is your chanve to vent and make yourself feel better, i will start us off..

why the hell did they make it so hard to reinstall the %$#@ brake rods, the %$#@ing things dont want to fit and when they do they they dont work

and another thing it should be a law, all MK I parts must be able to fit a MKII!!! but they dont

your turn

I've always been a firm believer that before a vehicle is accepted for production, the designers should have to service, maintain, and repair the vehicle in the field themselves under austere conditions. Then we'd see some common sense brought to the design. Anyone remember when GM shoe-horned a V8 into the Monza? Or the "permanently lubricated" upper control arms in "60s Fords?

Grant Bowker · #6 05-01-07, 18:59

Quote:

Originally posted by sapper740
I've always been a firm believer that before a vehicle is accepted for production, the designers should have to service, maintain, and repair the vehicle in the field themselves under austere conditions. Then we'd see some common sense brought to the design. Anyone remember when GM shoe-horned a V8 into the Monza? Or the "permanently lubricated" upper control arms in "60s Fords?

Of course the engineers with shoe horns were "only doing what the customer asked for". So, if oversized engines are bad, does that mean that the British philosophy of putting the smallest possible engine into everything and treating the operator as an afterthought might not be so bad????

As for "lubricated for life" it could be seen as true as long as you interpret it as "lubricated for (a very short) life".

If we keep going on the path to replacing assemblies as opposed to parts, we will eventually get to the state of " remove the licence plates, replace the defective assembly (complete vehicle), attach licence plates, return to customer".

You're right, I don't like any of these design philosophies, even though I do like the way current trucks get on with carrying me and my stuff with minimum hassle. In comparison my 2006 Ford goes many more thousand km between service than any CMP, faster, carrying more load in greater comfort and better MPG. I admit I'm a contradiction.

alleramilitaria · #7 05-01-07, 21:50

how about this problem for all us people who have brit / canadian vehicles.

is the thread.....
SAE?
SAE fine?
BSW?
BSF?
metric?
pipe?
british pipe?
etc.............

Grant Bowker · #8 05-01-07, 22:08

It doesn't have to be a Brit vehicle to have confusing threads. I haven't done enough on the current truck to be sure, but if it's like the 1994 it has SAE on the Navistar engine and metric on anything Ford did for chassis and cab. And then we can discuss hex head bolts, 12 point bolts, Philips, Robertson, Pozidrive and other screws as well as internal hex, internal and external Torx, not to mention the security enhanced versions of some. I don't know if the toolmakers love it because they have more types of driver to sell or hate it because each does less volume......

sapper740 · #9 05-01-07, 22:19

Quote:

Originally posted by alleramilitaria
how about this problem for all us people who have brit / canadian vehicles.

is the thread.....
SAE?
SAE fine?
BSW?
BSF?
metric?
pipe?
british pipe?
etc.............

.....Left or right hand.....

Richard Farrant · #10 05-01-07, 22:26

Quote:

Originally posted by alleramilitaria
how about this problem for all us people who have brit / canadian vehicles.

is the thread.....
SAE?
SAE fine?
BSW?
BSF?
metric?
pipe?
british pipe?
etc.............

Dave,
Regarding British vehicles, it depends on the manufacturer and period of build.
Your Morris Commercial would be BSF (British standard Fine), a superb thread, difficult to damage, not like ANF or UNF. There may be the odd BA screws usually used on electrical parts. Pipe threads would be BSP, often called"Gas thread". There may be some different threads on brake fittings but on the whole, this is it for a MCC.

Bedfords of the WW2 period used National Fine, with National course where screws entered castings, such as cylinder block. BSF may also be found, but possibly from when they were rebuilt as British bolts would have been more prevalent than NF at that time.

Metric did not start to be found on British mv's until around the 1980's, then Land Rovers were to be found with metric, UNF, and still a few BSF threads in the axles.

As a restorer of MV's, mostly WW2 period, I use mostly BSF, but of course, dependant on the actual vehicle.

alleramilitaria · #11 06-01-07, 01:14

hate to let tell you but from what i understand mr morris bought a large number of machines from the french in the late 30s and so in my morris there is a number of metric items. yuck

Richard Farrant · #12 06-01-07, 13:34

Quote:

Originally posted by alleramilitaria
hate to let tell you but from what i understand mr morris bought a large number of machines from the french in the late 30s and so in my morris there is a number of metric items. yuck

It is quite true the Morris had an involvement with Hotchkiss prewar, but before sending my message, I checked a C8 parts book and there are no mention of any metric bolts or screws, only BSF and BA. There are 2 metric nuts listed, one is a castle nut on water pump spindle, the other I think on the gearbox (?). If you had an original engine, you would find metric threads in the carb because it is a French designed Solex, but made in England. As you vehicle has undoubtable gone through a few subsequent changes since its army service, ie. Perkins engine, etc. some persons may have used metric fasteners.

alleramilitaria · #13 06-01-07, 17:05

nope i was talking about the %$#@ gearbox, its metric, and its morris

Lynn Eades · #14 08-01-07, 07:10

Richard. check a parts book for athe English carriers. Do they list 6mm, 8mm, 10mm, 12mm plate? The Canadian ones are and I bet the English are too.
Mk 1 Escorts; Kent engines built in U.K. fitted to gearboxes designed in germany. Thead type depended on what the bolt screwed into. Block or Bell housing.
Seat belt bolts in Toyota's are 7/16 unf thread.

Richard Farrant · #15 08-01-07, 21:33

Quote:

Originally posted by Lynn Eades
Richard. check a parts book for athe English carriers. Do they list 6mm, 8mm, 10mm, 12mm plate? The Canadian ones are and I bet the English are too.

Lynn,

It is rather odd that back in the wartime, armour plate was often shown as metric thickness, although the metric system was rarely used then. Another thing that I always thought strange was engine bore sizes, for example 85mm with a rebore size of +.020", work that one out, why display it that way. Now if you take the Humber 4088cc engine used in their WW2 armoured and scout cars, Commer lorries, Snipe cars, etc. All the threads on the engines and vehicles are British, mainly BSF and BA, yet the core plugs (freeze plugs, welsh plugs or whatever you may call them) are measured in millimetres, imperial sized ones not fitting.

Mike Timoshyk · #16 09-01-07, 04:12

I spent 13 years turning wrenches in the boiler rooms and engine rooms of warships in the Canadian Navy.....consider this conundrum....the Gear Boxes were Swedish, the control system was Brit/Can, the engines USA Pratt and Whitney....the HP air compressors were Brit, the LP compressors were US the Diesels were German and so on and so on....

we carried British Standard Whitworth, SAE and Metic of all sorts up to the big buggers for the main shaft bolts....3+ 4 Inches /Cms across. Not to mention Fine, Coarse, double start acme and triple start Acme threads.....Sheeesh I forgot to mention all
de tum renches to bye.

cheers

Mike

Ledsel · #17 12-09-07, 01:47

Where in Canada, hopefully Alberta can you buy british bolts.

Lynn Eades · #18 12-09-07, 08:14

For your carrier, they are BSF (British standard fine)