Clearly the convoy’s tanker with the vintage gas was MIA.Clearly these WWII Jeeps were able to withstand the heat of North Africa. Evidently it is the $h!+ fuel we have to buy that is causing vapor lock issues.
I've heard and seen that as well, but I'm skeptical of its effectiveness, since wood is a better insulator than heat conductor. The shape of a clothes pin would be great for dissipating heat, if only they were made of something like aluminum.I was told by an old timer that they used to put clothes pins on the fuel line to "fix" vapor lock. I assume it helps remove heat from the fuel line. More than one may be required.
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OWF at Suree Reservoir New Mexico. @RocnTJ, @Convoy Poet with wife Sabra, and NDNile with wife Lotte.
They now have a suicide prevention hot line phones in each of the 4 viewing platforms. Unlike California, they don’t put up barriers.I was in Taos, New Mexico with my vintage Indian motorcycle about 7 years ago. We were visiting the bridge pictured in the last post. I was the only one in our group to walk out on to the bridge. There was young man on the bridge who apparently thought his life was over because of a girl. As I was walking back to my motorcycle he jumped! On the news later that night they found his body 2 miles down the river, sad day.
It appears that my “flapper” was faulty. We wired it up the weight but that didn’t seem to help much. Next day during morning pre-check I found the weight had slid off the shaft sometime during the previous day. Connected it back up and re-wired it. That day (the last) we went over 10K FT and there were no issues. I really question the usefulness of that gadget.I was told by an old timer that they used to put clothes pins on the fuel line to "fix" vapor lock. I assume it helps remove heat from the fuel line. More than one may be required.
On the 40s/50s chev trucks we run we have the manifold heat valves setup after a lot of hard lessons with vapor lock. I found that leaded fuel every once in awhile would lubricate the shaft the manifold heat valve rides on and make things better. In the summer it might as well be wired cold.It appears that my “flapper” was faulty. We wired it up the weight but that didn’t seem to help much. Next day during morning pre-check I found the weight had slid off the shaft sometime during the previous day. Connected it back up and re-wired it. That day (the last) we went over 10K FT and there were no issues. I really question the usefulness of that gadget.
Not wanting to spread misinformation. After talking to him I learned that Texas offered him incentives to relocate to Texas and he did. But wait, the story gets more interesting. His family had three cattle stations in Australia and also three of these trucks, this is one of them. Two of his uncles flew in the RAF in WW2. At least one in the battle of Britain. He grew up with Spitfire, a Mustang and an Avro Anson to shuttle them around.This one is a WW2 common wealth truck called a Blitz.
View attachment 101673The owner lives in and had the rig shipped from Australia specifically for this convoy. He has taken it on convoys all over the world. His day job is owning a company that scratch builds Spitfires.
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A few years ago he took a WW2 half track on a coast to coast convoy.
I can say that I saw the Sinclair station in the town of Sinclair and thought of you.On the 40s/50s chev trucks we run we have the manifold heat valves setup after a lot of hard lessons with vapor lock. I found that leaded fuel every once in awhile would lubricate the shaft the manifold heat valve rides on and make things better. In the summer it might as well be wired cold.
Two cylinder John deere Tractors from this time frame put in manually adjustable manifold heat valves. We always ran the in the cold position since the coldest we saw was maybe 5F or so.
Great trip and write up! You were practically one Willys Wagon day away from ke at one point... not really but a day plus 100miles..