Electrical Storm...

Well, with the Easter hols here I thought it had been some time since I'd been down to Suffolk to see the Commer so, worrying that it was feeling neglected, I tootled down there for a few days.

Some work has been done on it in my absence, notably fitting the the refurbished carburettor:

The first bit of work was to remove the fuel tank - it's in pretty good condition but I think for longevity it needs protecting so now it's been cleaned, it's off for sand blasting and repainting:

Then the serious work started - setting the timing up and getting it running. This involved much scrabbling around following the workshop manual, as this process involves removing the bell housing cover underneath (harder than it looks as it's hard to get at, sits just above a chassis cross-member and doesn't have captive nuts) then inserting a peg into the front of the flywheel before turning the engine on the starting handle until it locks into position. A quick check to see that this is the right point with cylinder 1 valves closed- yes - then to advance it by 4 degrees, using a screwdriver.

 

With that done, we gave it a spin and it ran reasonably well for a bit then conked out. Despite great effort it wouldn't re-start so we left that for another time. However, we took the decision there and then to a) convert it to negative earth from positive and b) then to fit electronic ignition with a new coil. Hopefully that might help!

Day two saw mainly a day of electrics. First in line was fitting a new front nearside indicator. With that done, none worked but on removing the switch we found out why - the contacts were all furred up! So off with that, then it was taken apart and cleaned before being refitted and hey presto - they all worked!

The isolator switch was also finished off:

Then I replaced some of the EFS era dash switches which had seized up - we discovered later that these were for the fog lights and reverse lights, fitted in the early 1980s by the Home Office.

At this stage a little wiggling got the windscreen wipers working again after many years (decades?!) of slumber! Also a little tidying of the cab and under seat storage areas was in order, as well as clearing out the junk. The headlights were also made to work although this required new junctions at the front for both lights as well as rebuilding the switch to make the contacts work properly.

Our attention then turned to the roof, both inside and out - the interior light and the flashing amber lights on the roof. This needed the cab head lining to be removed, no easy task as they are tight fitting and quite brittle! This of course exposed the original cab primer colour, hidden for 60 years:

With that removed, the new correct pattern interior light I obtained from a fellow Q4 enthusiast in Scotland was fitted:

With the headlining out, we discovered the end of the wires for the old 1950s emergency flashing amber beacons on the roof. These must have been isolated at around the same time the Home Office rewire took place but whilst the lights were left, the wire was just cut above the lining. With new wires in place, where was the switch? No idea but with a blanking plate over a hole in the dashboard below the panel lights, that seemed the obvious place for a new switch!

With that all wired in - did the flashing ambers work after well over 30 years of not being used? You bet....

So, back on with the headlining after wiring the interior light back in. Did that work too? Yup....

And that was pretty much it really! Nice to have most of the electrics working again, more progress. Now just to get it running!

Toy Story...

Another update that I forgot in the summer was another chance purchase of a piece of kit that whilst it wasn't carried by the hose layer, it was intrinsic to how it operated in conjunction with the 'green goddess' pumps, laying the hose for the pumps to plug in to.

Whilst at the Newark Emergency Services Heritage Show in July, a fellow owner had a real rarity - a genuine AFS 'relay pump indicator'. These are sensitive altimeters which are used to determine how close the emergency pumps are placed when relay pumping. If you go up hill, to compensate for the increased altitude and the effect of gravity, the indicator shows that the pumps need to be closer together. As you go down hill, it's the opposite - the indicator shows the pumps need to be further apart. The indicator dial reads in hose lengths - the 6 inch hose lengths of 75 feet that I purchased earlier this year. The standard distance between pumps on flat ground was 35 lengths.

A tip-off from another fellow owner led me to a military surplus dealer in East Yorkshire who duly posted this rarity to me. It's not much use these days but it is a fascinating piece of kit!

Hose It Down...

One thing I forgot to add over the summer was that after chancing upon some canvas 6 inch hose last year, I finally plucked up the courage to buy a few lengths of the later - and more usable - plastic 6 inch hose. It's not something you can get hold of that easily these days but there are some sources, not least L Jackson and Company up near Doncaster. They still have some - apparently reasonably popular with farmers for irrigation - but they do know how much it is worth! No discounts for cash! Luckily I don't need half a mile so when I popped up there in August, three 75 foot lengths was more than enough for demonstration purposes and also to use in displays at shows should the need ever arise. Just what a hose layer needs - more hose!

Tripping The Light Fantastic....

Wow - has it really been over a year since I last blogged on here? I think it has so high time to update progress so far....

In essence, not a lot has happened really...... 519 still lives undercover in a nice warm barn in Suffolk, with the odd job being done here and there, but of course protected from the elements. The carburettor was rebuilt by the carburetter exchange in Bedfordshire earlier in the year, so it stands a much better chance of running properly now! A temporary fuel line has been fitted and the remainder cleaned, and it currently runs from a can, meaning that the next job will be to clean the tank out ready to re-fit.

One bit of progress I am really pleased with is the fact that I have found a replacement cab light. A question posed in a group on Facebook resulted in a very helpful Q4 owner in Glasgow messaging to say he had one. Once a busy patch at work had passed, a box duly arrived in the post - containing a whole new light. It sounds minor but it's one of those little things that makes it look so much difference.

As it is now:

The new arrival, ready to fit!

We Can Rebuild #2...

Well, the last two days have been busy in terms of getting the old Commer back on the road!

Getting the brakes back together has been the main priority and this process continued apace yesterday. Getting the shoes back on and seated correctly against the springs was fun, unlike the brakes on a Bedford which have one cylinder, all the wheels on the Commer have two wheel cylinders making them slightly more fiddly. With the rear shoes refurbished with new friction material owing to the oil / grease leaks from the failed seals and the fronts cleaned up, the hubs were eventually bolted back on and painted to keep the rust at bay.

In between times, I found time to replace the old wing mirrors - the long arms (because of the narrow cab) were rusted solid so took some time to tease apart. Once done, the new Spafax mirrors were fitted - modern, yes, but still 'in-keeping' and much better for modern traffic conditions!

With the brakes back together, time to bleed them. Thanks to Tony's pressure bleeding system, this is quite a quick and easy process. With the cab and system fitted to the master cylinder reservoir, it was pressurised. Master cylinder - done, rear nearside - fine, but then - fluid leaking from under eh cab? Yup, a fine pin hole in the original but 'refurbished' reservoir had shown itself under pressure and was firing brake fluid all over the cab! Once the flow had been stemmed, the offending reservoir was removed and after a short but testy call to Past Parts, Tony flew home to solder the hole. While he was away, I drained the coolant and flushed out the radiator - many buckets of brown, rusty water ensued, helped by blasting water through it. The system was then refilled with anti-freeze and fresh water:

I also unloaded the car and managed to pop the three collecting heads back in the locker which was designed to hold them with specially shaped batons to hold them in place - a simple but pleasurable task!

With the newly-repaired reservoir back in place, the bleeding continued but as the brake pedal was pumped - disaster... A split brake pipe! So, a quick trip across Suffolk to see Howard and an hour and half later, some new pipes were fitted:

Brakes bled, the brakes were tested - yup, working! Then the wheels were replaced and the axle stands removed leaving 519 back on its own wheels once again:

A little 'fettling' was done but it will need some more work as it doesn't want to run smoothly! It might be the carb, so certainly refurbishment of that will be required and perhaps electronic ignition too!
The last job before finish was to drop the three lengths on 6 inch hose back onto the back - at last, a hose layer with hose!

We Can Rebuild #1...

Well, the rebuild has begun after several weeks and months of 519 being sat in its shed on axle stands!

In the interim, Tony had prepared - cleaned and painted - the backing plates on each wheel, ready for the bits to be added. Whilst he applied the final coats, the mucky job of degreasing the hubs was left to me but with the aid of some decent degreaser and a pressure washer, they were soon clean.

Whilst they were drying, I took the opportunity to degrease the insides of the wheels - the rear ones were filthy as the oil and grease from inside the hub and axle had seeped out as the seals had failed.

Before the hubs could be reassembled, the bearings were also cleaned in diesel before being refitting and I took the opportunity to apply some grease to all the grease nipples on the springs - much easier with the wheels off...

So then it was time to reassemble the first hub which, with the aid of the workshop manual went back together with relative ease although getting the shoes located against the tension of the springs proved to be fun!

Once done, it was time for hub to go back on - one wheel complete!

Hopefully, more progress tomorrow - it should be back on its wheels by the end of the day!

Dreams of Victory...

Well, good news! After the MVT dealt very quickly with the inspection of 519, the DVLA also did their bit very efficiently! Within 3 days of me sending the info off - the old V5, MVT dating certificate and a cover letter - they called to run me through what they were going to out in the notes section on the front to see if I was happy. Unfortunately, the first V5 sent had 'Manufactured unknown' on the front but a quick phone call to DVLA generated another which accurately places the manufacture date as 1955, making it eligible for Historic taxation and now properly MOT-free without the need for a plating and testing exemption.

Also, Tony has now had the last part of the braking system back from Past Parts - the master cylinder - which has been re-lined in stainless steel and painted, and which is ready to go back on next week: