b101uk

I do like Valmet BUT they are far to light on the front end.

A rather pointless exercise really, just vanity and settling for something that will ultimately be less practical/robust than putting a proper tipper bed on.

i think you will find Phil has stopped selling them now for the past 4 or so years

BUT combines or other harvesters (8.6 Agricultural engines) are NOT tractors (8.3 Tractors) so carrying stuff is not a problem

HMRC notice 75 8.3 Tractors To qualify as an excepted vehicle, the tractor must be an agricultural tractor designed and constructed primarily for use otherwise than on roads. It must be used on public roads solely for: a) purposes relating to agriculture, horticulture or forestry, b) cutting verges bordering public roads, or c) cutting hedges or trees bordering public roads or bordering verges which border public roads. 10. Appendix Memorandum of Agreement in respect of the use of agricultural vehicles on the road In addition to use for purposes relating to agriculture, horticulture or forestry, agricultural tractors and agricultural material handlers may also be used for: a) cutting verges bordering public roads b) cutting trees or hedges bordering public roads or bordering verges which border public roads. so if you work in gardens etc ware the trees are NOT bordering public roads or bordering verges which border public roads then you should be on DERV and not red.

The picture was from 1908/09, it cannot have been 1808/09 as the first photograph wasn’t until 1814 then it took a few more years to perfect so they were permanent The hydraulic ram was around for quite a few years prior to 1908/09 By 1908/09 diesel engines had turbo chargers & intercooler along with precisely controlled injection pumps with needle injection nozzle injectors though it was another ~14 years before they were fitted in road vehicles due to there size. As for cutting & loading semi portable steam mills and steam cranes etc etc ware around though that’s not to say that the timber in the photo was not cross cut by hand and loaded by older methods. It wouldn’t surprise me if the photo was taken in the last year before mechanisation or when mechanisation had just arrived just to show the capabilities of older methods.

Its not really that amazing, ice has a very low friction coefficient like steel wheel on steel rails and ~5 tonnes of horses with studded shoes and a high ground pressure on ice would have more grip to pull than on almost any other surface, so 6 big horses would be able to get over 100 tonnes moving on rails or ice. Be it animal or mechanical HP it takes very little power to move massive weights at low speed, its more about having enough weigh & traction for the power you do have. Look at it another way I weight just under 100kg and I can just about push my Unimog that weighs 6.1 tonnes on flat ground a cupple of meters, that just over 61 times my weight, or look at it another way a land rover road railer will move 300 tonnes and a Unimog road railer will move over 1000 tonnes both at over 15mph

Forestry fire fighters the world over have similar equipment especially ones that parachute in (once on the ground)

There is nothing like abusing equipment by using how its NOT meant to be.

1 tonne (Metric) = 1000kg 1 ton (short or US) = ~907kg 1 ton (long or English) = ~1016kg if the book is from the USA then it will be short ton, if from the UK pre Metric then it could be long ton unless spelt tonne or "metric ton"

A straightjacket so he cannot get to the keyboard

Because it was wrong in the third edition maybe or you are interpreting it wrong Is green pine ~2/3 water or only ~200kg lighter than dry concrete, I think not If standard density is 1 = 1000kg per 1m3 then the green figures could be a division factor of 1 / X = Y * 1000 = Zkg 1m3= 1 / 1.98 = 0.5085kg = 505.8kg per 1m3 1m3 = 1 / 1.20 = 0.8333 = 833.3kg per 1m3 1m3 = 1 / 1.15 = 0.8695 = 869.5kg per 1m3 1m3 = 1 / 1.04 = 0.9615 = 961.5kg per 1m3 1m3 = 1 / 0.97 = 1.0309 = 1030.9kg per 1m3 1m3 = 1 / 1.28 = 0.7812 = 781.2kg per 1m3 1m3= 1 / 0.94 = 1.063 = 1063kg per 1m3 if you then look at it the “pine=m3=1.98 tonne” vs. “1m3= 1 / 1.98 = 0.5085kg = 505.8kg per 1m3 (600kg dry)” is the only figure that falls short of dry weight due to the “1.98” being an error.

and any wood above 1000kg per 1m3 would sink in water

There are 2 parts to the wings which act as cab pivot point, there is the inner wing and the outer wing. The best side to see this is the N/S wing inner and outer, you can pull the “fome” or rubber seal out which sits between the inner and outer wings and put your fingers between or visually see ware filler is on the inside of the outer wing, this void space is why the wings rust as the fome/rubber seal stops the washing out of salt or the spraying of oils in this void space Anyway genuine MB outer wings are only £107 each and inner wings £234 as of 10 mins ago.

The ram only tips the cab to the point of balance, a small push with ones hand takes the cab over the point of balance in the elongated eye in the lifting ram, however you are supposed to use a steel rope to stop the cab from going right the way over in case the cab lifting point in the floor fails, the details of this wire-ropes length etc are in ALL MBU/SBU workshop manuals and it is up to the user of whichever cab tilting method you employ to make this wire-rope up to stop the cab going over! You then have the cab prop that goes between the O/S front cab mount (chassis) and the O/S rear cab mount (cab) which allows you to work around the engine etc safely. Either way I find it hard to believe a cab would have gone over had all the listed safety methods been employed given there is considerable upward & forward load on the cab floor lifting point during initial lifting but only a very light load either pushing or pulling on the cab floor lifting when fully raised at the point of balance – literally you can move the cab either side of the point of balance in the rams elongated eye with 1 hand and minimal force. So wile its easy to blame AV and the great unwashed will buy the excuse based on AV’s reputation it's really down to the person razing the cab to assess its structural integrity and employ the listed & unlisted methods of supporting the cab and prevention of it going over due to any single failure given multiple methods of redundancy Mind you what do I know.

Beware of land covenants! also you may only own the surface and someone else may own the mineral rights thus the right to come in regardless of if you want them to or not and remove minerals and ores Also be aware you may be liable for rectification of mine works and water pollution and if the mine is flooded you could be forced to stabilise and cap shafts to stops land slips hydraulicing the water and forcing the water out threw a weak points in other places

2 years ago ~84 acres of mostly ~30 year old larch with very good access and stone haul tracks asking price £175k

The ethanol injection unit (if fitted) is next to the unloader valve and has an on/off rotary valve, air dryers filters (change every <2 years) live just forward of the battery box (if fitted) on MBU/SBU mogs. If you have non of the above then you undo the main pipe at the unloader valve to the tanks then add 250ml of ethanol to this pipe then reconnect it, then start the mog and build pressure, then activate the brake peddle 7 or 8 times then the handbrake 2 or 3 times to distribute the ethanol threw the system, this should be repeated every 2 or 3 days of cold weather As for single & twin line trailer valves, 4-way protection valves, unloader valves etc they can be got from any commercial/HGV equipment places, its quite ironic that new complete valves are not much more money than the valve diaphragm/recon kits, e.g. the last twin line trailer valve I got for a u1500 was £151 with the VAT yet the recon kit was £116.

Losing air over night doesn’t drain the air tanks of condensate! Excess condensate in the tank reduces air spaces and makes the compressor system run hotter causing more condensate and also pushes condensate threw the rest of the brake system so when parked up in frozen weather you get the problems you are having now. Condensate should be drained every night after use irrespective of weather and is one of the most basic things that is a drivers responsibility since the advent of air braking systems, if you don’t do it you pays the price As for the length of time between running a mog etc vs. airbrake freezing it has no bearing. As for blow torches be careful as they are a bit hot and can heat things up to quick.

There is a difference between what you are allowed to use yourself that you own and what employees can use or you can lend to others. Also a pull-stop or other method doesn’t stop them dead instantly & also it doesn’t disconnect the PTO drive to allow you to unwind yourself!!!! Any unguarded shaft has the capability to pull clothing in even if the shaft is smooth yet alone having a thread on it. They would be safer if they were driven by a hydraulic motor which can at least be stopped instantly and or reversed or manually unwound.

So you have boosted the power of a Valtra T202 (211HP) by ~34% to get 280HP off what was already the largest tractor in the T range driveline rather than go up to the S range with the bigger stronger driveline

That’s range change with a logical order of 1st L, 2nd L, 3rd L, 4th L, 1st H (5th) 2nd H (6th) 3rd H (7th) 4th H (8th) Splitter box are half, third or quarter gears in each gear, thus the logical order is (half gears) 1st L, 1st H, 2nd L, 2nd H, 3rd L, 3rd H, 4th L, 4th H, 5th L, 5th H, 6th L, 6th H, 7th L, 7th H, 8th L, 8th H L = low range or the low split gear. H = high range or the un-split full gear.

Splitter box? Don’t you mean range change? I loath range change unless they are the slap-over type as per mogs which descise the range change, my head wont let me shift into 1st gear agene Much prefer a straight 6 or 8 H-pattern with high/low splits or triple splits

On a more serious note: Was the key removed from the tractors ignition and in your pocket/other safe place? Was there a note or warning sign on the steering wheel/ignition or other obvious place warning of work being carried out on an attached machine? Was the PTO out of gear? Were the wheels chocked to prevent movement? Was the battery earth lead removed if applicable? Were any eccentric loads acting on the flywheel etc at there lowest neutral point or locked in place? (More suited for bailers etc) If you are working on your own away from people do they know were you are and what you are doing and when you should finish or be overdue threw absence of contact etc? Any or all the above would make climbing into a machine much safer.

It’s worth remembering the affects of towing hitch nose-weight and rear axel load, The further the distance the load is placed behind the rear axel the greater its affects, the ONLY time that nose weight equals rear axel affect is when the load is placed directly above the axel centre A chipper with a light 50kg nose-weight could quite easily be >75kg effect on the rear axel weight, an IW trailer with 125kg nose weight could easily have the affect of >187kg on rear axel weight.