Gearing is pure physics and is all about torque multiplication. The lower the gear, the greater the torque. Which is why an engine can propel 44tons along with about the same torque a reasonably strong man could produce with a 6ā extension bar on a spanner
The higher the gear, the less torque multiplication, so therefore less potential damage to other parts (except the friction surfaces of the clutch)
I had a turbo failure on a Cursor 13 engine, the intercooler filled up with oil and because it wasnāt flushed during the turbo repair, the engine grenaded when started. It had a fancy ECU, common rail fuel supply and VGT, yet it still had a hole in the side of the block. The manufacturer fitted a new engine under warranty because the hole was caused by the oil in the unflushed intercooler getting into the combustion chamber and detonating during the combustion cycle, the clever ECU cut the fuel supply, but as the oil was coming in through the air side, it achieved SFA.
So the conclusion is in bkingās world weāve got a 12v71 or an 8v92 let alone a Scania 730 running away at around 3,000 rpm and his advice is it canāt really be happening but itās best to put it in crawler and dump the clutch to stall it just in case.I can just picture the Victor Meldrew scene when he seeās what happens next.
I wonder how long we will have to wait for a grovelling apology off Bking, firstly to Norfolk for doubting that a Detroit engine has a flap in the air intake, then to Rikki and Kitbuilder for questioning the use of 1st gear as best practice for stalling an engine, next for the treatment was Windrush for a story about a TK running away until a coal bag was stuffed in the air intake, (Pete, how dare you spout such nonsense ha ha), next in the firing line was Trev H he should have known better than tell Bking a 2 stroke diesel will run backwards, come on Trev H get your law of physics book out, Roymondo youāre no better trying to say a turbo can wobble, as if youāre going to get Bking to believe that, then we have Trev H, Roymondo & 1970 Commer, all wrong for explaining the workings of a TS3 engine, how do you think people will believe anything you all say, you cant have an engine with ports at either end of a liner or one that cant draw air in on its own, thatās just never going to happen, AFI also got a telling off for knowing nothing about compression ignition engines, please will a proper mechanic back Bking up with his ramblings as no-one on here knows anything. Its funny that Bking has gone quiet for a couple of days now, maybe he is reading his book of physics or possibly scouring the observers book of lorries from 1970 to see if he can find any information about any of the lorries everyone is talking about, or could it be since āthe big gunsā have joined in (Newmercman & Wheelnut) he has just gone to ground & hopes everyone will forget his stupid ramblings, watch this space.
jon boy 100:
U- Boats donāt do much for me either!!!, loved them as a kid but they bore me now. Have to agreed Tractors are good fun, I prefer leaky Swiss Navy tat to the Evil Empire
jon boy 100:
U- Boats donāt do much for me either!!!, loved them as a kid but they bore me now. Have to agreed Tractors are good fun, I prefer leaky Swiss Navy tat to the Evil Empire
jon boy 100:
U- Boats donāt do much for me either!!!, loved them as a kid but they bore me now. Have to agreed Tractors are good fun, I prefer leaky Swiss Navy tat to the Evil Empire
Sadly the fitting trade is plagued by those who think they know it all and are consequently always right. These people always relate things to their own experience and refuse to believe that an alternative exists. By acting in this way, they often create more problems than they solve. These are the guys who always know what āthatā is and donāt consider it necessary to listen to the maybe disguised, description from the driver/operator of what led up to the problem, because they have already made up their mind what the fault is - and that is before they have even got the keys in their hand. Large fleets, particularly of the same model of vehicle tend to compound this, simply because the same faults keep recurring, however this recurrence is frequently symptomatic of the use to which the fleet is put - it does not necessarily mean that the fault cannot have another cause.
Geoffrey Hilditch is still one of the most respected former bus engineers in the country, having held very senior posts with several of the major bus companies before the deregulation of the 1980s. Fortunately he has written quite extensively of his experiences, in which he makes it quite clear that exactly the same model of vehicle could exhibit a problem in, say Manchester, that was totally unheard of in Plymouth, while Great Yarmouth would encounter something totally different to either of the aforementioed.
I recall an incident from the time of the early Big Cam ā ā ā ā ā ā ā 290E. The 30 year old main dealer service manager had in practice been a good fitter, but now the power had gone to his head - he was for instance pontificating that any electrical fault on a vehicle could be traced in 10 minutes with nothing more than a light bulb. A 290 E had reappeared with bent injector pushrods and he was laying into my mate Len (a man in his late 50s) because it was Lenās come-back job, having had a top end adjustment very recently. The bollocking went along the lines that it had obviously all been set up wrongly because: āitās a mechanical adjustment and it cannot alterā. The actual cause of the problem was excessive fuel pressure.
cav551:
Sadly the fitting trade is plagued by those who think they know it all and are consequently always right. These people always relate things to their own experience and refuse to believe that an alternative exists. By acting in this way, they often create more problems than they solve. These are the guys who always know what āthatā is and donāt consider it necessary to listen to the maybe disguised, description from the driver/operator of what led up to the problem, because they have already made up their mind what the fault is - and that is before they have even got the keys in their hand. Large fleets, particularly of the same model of vehicle tend to compound this, simply because the same faults keep recurring, however this recurrence is frequently symptomatic of the use to which the fleet is put - it does not necessarily mean that the fault cannot have another cause.
Geoffrey Hilditch is still one of the most respected former bus engineers in the country, having held very senior posts with several of the major bus companies before the deregulation of the 1980s. Fortunately he has written quite extensively of his experiences, in which he makes it quite clear that exactly the same model of vehicle could exhibit a problem in, say Manchester, that was totally unheard of in Plymouth, while Great Yarmouth would encounter something totally different to either of the aforementioed.
I recall an incident from the time of the early Big Cam ā ā ā ā ā ā ā 290E. The 30 year old main dealer service manager had in practice been a good fitter, but now the power had gone to his head - he was for instance pontificating that any electrical fault on a vehicle could be traced in 10 minutes with nothing more than a light bulb. A 290 E had reappeared with bent injector pushrods and he was laying into my mate Len (a man in his late 50s) because it was Lenās come-back job, having had a top end adjustment very recently. The bollocking went along the lines that it had obviously all been set up wrongly because: āitās a mechanical adjustment and it cannot alterā. The actual cause of the problem was excessive fuel pressure.
Or to put it another way as I was taught by the old hands in the automotive engineering industry if you really must ignore all the different variables and possibilities that ācouldā be causing a problem then youād better be absolutely 110% sure that youāre right.As for the light bulb test thatās not going to work in the case of a bad engine earth thatās good enough to pass the current of a light a bulb but not enough for a starter motor.
Bking:
Please somebody prove me wrong,not being some smart arse monkey,please please let me have a conversation a good truck mechainic.
I need at least one on my side.
Hi, i have to thank you for making this thread so amusing,
ive
apprenticeship with volvo trucks
5 truck workhops inbetween inc haulage companys
& now scania diesel technician working on trucks, marine, construction & industrial engines. for over 12 years & worked on engines from commer 2 strokes to jet engines.
am i qualified enough to tell you you talk utter [zb]?
& i have a 6x2 r440 scania in the workshop atm with a nice hole in the block caused by another fitter not flushing the intercooler & it sucking in & running on its own oil, maybe i just imagined it but pretty sure it happend as i went out to the action service breakdown for it
I got bored of reading but this I like Iāve only 2 years of NQV in motor vehicles and I know bking is wrong.
But 10 pages later hopefully he will realise it for himself, although I doubt that because by the looks of it anyone who doesnāt agree with him is wrong even if they have the experience, evidence or knowledge to prove otherwise. Iād love to see him in court arguing a point though.
Is there a trains section here? There seem to be a few enthusiasts about
Muppetmk1:
This threads great !! And bking ā¦ Your wrong just admit it
I donāt think he even knew about any of this earlier stuff such as the Deltic/Napier engine.
Wrong again !!
Iām a volunteer at the North Norfolk railway , admittedly Iām involved with the kettles ( steam trains ) but I have a passing interest in the diesels ,
And I understand the working principles of a Napier diesel , also i spent a couple of years at a hgv merc dealer
Itās great because I canāt believe your so ignorant !!
Muppetmk1:
This threads great !! And bking ā¦ Your wrong just admit it
I donāt think he even knew about any of this earlier stuff such as the Deltic/Napier engine.
Wrong again !!
Iām a volunteer at the North Norfolk railway , admittedly Iām involved with the kettles ( steam trains ) but I have a passing interest in the diesels ,
And I understand the working principles of a Napier diesel , also i spent a couple of years at a hgv merc dealer
Itās great because I canāt believe your so ignorant !!
Muppetmk1:
This threads great !! And bking ā¦ Your wrong just admit it
I donāt think he even knew about any of this earlier stuff such as the Deltic/Napier engine.
Wrong again !!
Iām a volunteer at the North Norfolk railway , admittedly Iām involved with the kettles ( steam trains ) but I have a passing interest in the diesels ,
And I understand the working principles of a Napier diesel , also i spent a couple of years at a hgv merc dealer
Itās great because I canāt believe your so ignorant !!
Muppetmk1:
This threads great !! And bking ā¦ Your wrong just admit it
I donāt think he even knew about any of this earlier stuff such as the Deltic/Napier engine.
Wrong again !!
Iām a volunteer at the North Norfolk railway , admittedly Iām involved with the kettles ( steam trains ) but I have a passing interest in the diesels ,
And I understand the working principles of a Napier diesel , also i spent a couple of years at a hgv merc dealer
Itās great because I canāt believe your so ignorant !!
Was he not referring to Bking?
+1
do trains have a reversing beeper? beepā¦beepā¦beepā¦beep
Hi Bazza , unfortunately the extension to holt is only a section of the land needed , the rest is under the holt bypass which makes getting into holt and on to Melton constable rather tricky ,
Thing is its a seperate group from Nnr Plc , its a group called the NOR , some of their members were part of the Nnr & m&gn group many years ago ,
Back in the 70ās they were too busy trying to save the whole m&gn network , when in reality they should have been trying to save the A1ās ,A2ās , A3ās , ivatt 4ās etc etc that were being cut up at kings in Norwich ,
In the past 10 years Iāve been down there its come on a lot , the rebuilding of holt station ( high kelling really ) , the restoration of the quad art set , the connection to the national rail network , and Chatham steam ( boiler works ) moving in
This year should be quite exciting with George Stevenson ( black 5 ) Black prince ( 9f ) and out beloved WD entering the workshop so work can finally start on the rolling chassis , as the boilers nearly finished ā¦ Sir Nigel greasly 60007 (a4 ) should be coming for our spring steam gala , if there isnāt some screw up again !!!
Bking:
Please somebody prove me wrong,not being some smart arse monkey,please please let me have a conversation a good truck mechainic.
I need at least one on my side.
Hi, i have to thank you for making this thread so amusing,
ive
apprenticeship with volvo trucks
5 truck workhops inbetween inc haulage companys
& now scania diesel technician working on trucks, marine, construction & industrial engines. for over 12 years & worked on engines from commer 2 strokes to jet engines.
am i qualified enough to tell you you talk utter [zb]?
& i have a 6x2 r440 scania in the workshop atm with a nice hole in the block caused by another fitter not flushing the intercooler & it sucking in & running on its own oil, maybe i just imagined it but pretty sure it happend as i went out to the action service breakdown for it
Never heard of hydrauliking Wonderkind?Sounds like your one of our āmilitary marvelsā being as you also work on ājet enginesā wouldnt be stealth bombers while you were in the SAS would it?Sounds like a real place of excellence where you work when a "fitter"dont know when to flush a cooler.Oh dear me.
Bking:
Please somebody prove me wrong,not being some smart arse monkey,please please let me have a conversation a good truck mechainic.
I need at least one on my side.
Hi, i have to thank you for making this thread so amusing,
ive
apprenticeship with volvo trucks
5 truck workhops inbetween inc haulage companys
& now scania diesel technician working on trucks, marine, construction & industrial engines. for over 12 years & worked on engines from commer 2 strokes to jet engines.
am i qualified enough to tell you you talk utter [zb]?
& i have a 6x2 r440 scania in the workshop atm with a nice hole in the block caused by another fitter not flushing the intercooler & it sucking in & running on its own oil, maybe i just imagined it but pretty sure it happend as i went out to the action service breakdown for it
Never heard of hydrauliking Wonderkind?Sounds like your one of our āmilitary marvelsā being as you also work on ājet enginesā wouldnt be stealth bombers while you were in the SAS would it?Sounds like a real place of excellence where you work when a "fitter"dont know when to flush a cooler.Oh dear me.
Iāve certainly heard of hydrolockingā¦maybe I need some more years experience under my belt though.
Driveroneuk:
Iāve heard of hydraulicing. Hope that helps.
Generally, from people that mean hydrolocking. Techinically hydraulicing would mean the engine was running on water or another fluid. I suppose it could go into hydraulic lock, from enough fuel - or some other liquid, puddling in the cylinder, but that implies it was running on purely a fluid to start with so is a bit misleading.
Edit - Google says hydraulicing, other than people on car forums that mean hydrolocking, is an actual term in mining, so if you meant that, IāII let you off.
I thought hydraulicing happened when water made its way into the cylinders and, being incompressible, stopped the piston stroke prematurely, bending the conrod in the process.
we were watching that video on a weekend away to the Far North in Oct and ā ā ā ā ā ā ā ourselves 
Iāve only 2 years of NQV in motor vehicles and I know bking is wrong.