TimberCutterDartmoor

Finding a TJ 810 or a V 820 on this small island seems nigh on impossible; hence why I mentioned the others; bit bigger sure. What do you needs in terms of minimum size bays; I wish I could get 2 bays of 10's but then that's whole bigger size machine that I'd never get into places where an ol 578 will squeeze into! Some very awkward sites!

Burred, bent or twisted bar?

There's an 840 available from RCFE, Logset 5FP from Shaun Harper and this 810 if you're willing to travel! Timberjack 810D - Forwarders, Year of manufacture: 2004 - Mascus UK

Tanackered! Mate of mine uses them; no way as durable as Echo gear. IMO -

Yep and out of tune haha

Kawasaki motor yes, possibly in lawnflite machine...?

The Kawasaki or an Echo - best Jap 2-strokes money can buy, end of. Honda 4-strokes can get problems with the crankcase breather; both mine did. Robin engines alright too.

What he said. Poor you. They're paying you

I've had similar before; log customer left loads too much cash in an envelope; he did it deliberately to test me though. Never worth yielding to the temptation.

Larch, oh and more larch!

bugger, just logged a load of that!

Just the way I was brought up I guess; I'm not going to suddenly change, apologise and repent or change my ways. Ref toilet toll; are you kidding?! I'd never dream of asking to use someones loo, so I guess I'd expect others not to request mine. Bah humbug. Yours faithfully, Mr Nasty. PS: sparky in plymouth sued a customer for cake that made him ill. Lol.

Nope. Expectation from the contractor is ruder (imo). Where has this unwritten rule about beverage provision come from?!

Funnily enough I have a 3-phase / single phase combi genny that gets used for welding about once every 3 years! Only 70 hours. Genmac Combiplus 7900 RE - 8 kVA; probably not powerful enough?

Can't understand the entitlement to tea / coffee mentality. If you want a drink, take it with you; height of rudeness to expect it from your customer imo, shows disrespect too. When they do offer a cuppa, it's usually rank anyway, watery or instant coffee imo; not the majority opinion I know.

Nice. What size is that gate bud?

Well I've gone to the local hustings tonight and the ukip candidate clearly couldn't be arsed to turn up

You should be designing and testing tour de france road bikes for pinarello...

Yes the old trick is to rest the end of the dipstick on blue roll (the big blue rolls you get from industrial supplies) and watch the speed at which the drop extends out on the tissue. Slow movement shows little or no dilution and fast spread shows fuel dilution, in some cases the centre will be black oil and the fuel will go out further less coloured. Your techniques are much the same; the smell is as you say a good initial test too.

Haven't had a drop of rain all month; I'm having to water the garden. Love it dry but poor plants. And another thing!- It's Oak before Ash here - by a long way!

Do you think that Mr 1% should help out Jon then? As in it should be forced upon him under a legislative system?! I'm in that catagory but don't for a minute expect someone wealthier than me to help. Someone gifted me £50 when my stuff got stolen as a kindness; I certainly didn't think because they had disposable funds that they should help me out and I had to swallow my pride to accept it. This says two things to me: you need money above you to trickle down to you and it's a good thing that it happens but certainly not expected.

1000000000000000% spot on correct.

Extremely good question; this (RL again lol) product lol Red Line Synthetic Oil - Motor Oil for Racing - Engine Oil Break-In Additive was used in a-series racing when I were a lad; proven better run-in in respect of rings etc. AFAIK glazing cannot be worn-in and you will never re-hone the bore and the latter is best for oil control in conj with the o/c ring. RL say on there product data not to use their oils for break-in - "allow X miles" From wiki: Diesel engines can suffer damage as a result of misapplication or misuse - namely internal glazing (occasionally referred to as bore glazing or piling) and carbon buildup. Ideally, diesel engines should be run at least 60-75% of their maximum rated load. Short periods of low load running are permissible providing the set is brought up to full load, or close to full load on a regular basis. Internal glazing and carbon buildup is due to prolonged periods of running at low speeds or low loads. Such conditions may occur when an engine is left idling as a 'standby' generating unit, ready to run up when needed, (misuse); if the engine powering the set is over-powered (misapplication) for the load applied to it, causing the diesel unit to be under-loaded, or as is very often the case, when sets are started and run off load as a test (misuse). Running an engine under low loads causes low cylinder pressures and consequent poor piston ring sealing since this relies on the gas pressure to force them against the oil film on the bores to form the seal. Low cylinder pressures causes poor combustion and resultant low combustion pressures and temperatures. This poor combustion leads to soot formation and unburnt fuel residues which clogs and gums piston rings, which causes a further drop in sealing efficiency and exacerbates the initial low pressure. Glazing occurs when hot combustion gases blow past the now poorly-sealing piston rings, causing the lubricating oil on the cylinder walls to 'flash burn', creating an enamel-like glaze which smooths the bore and removes the effect of the intricate pattern of honing marks machined into the bore surface which are there to hold oil and return it to the crankcase via the scraper ring. Hard carbon also forms from poor combustion and this is highly abrasive and scrapes the honing marks on the bores leading to bore polishing, which then leads to increased oil consumption (blue smoking) and yet further loss of pressure, since the oil film trapped in the honing marks is intended to maintain the piston seal and pressures. Unburnt fuel then leaks past the piston rings and contaminates the lubricating oil. Poor combustion causes the injectors to become clogged with soot, causing further deterioration in combustion and black smoking. The problem is increased further with the formation of acids in the engine oil caused by condensed water and combustion by-products which would normally boil off at higher temperatures. This acidic build-up in the lubricating oil causes slow but ultimately damaging wear to bearing surfaces. This cycle of degradation means that the engine soon becomes irreversibly damaged and may not start at all and will no longer be able to reach full power when required. Under-loaded running inevitably causes not only white smoke from unburnt fuel but over time will be joined by blue smoke of burnt lubricating oil leaking past the damaged piston rings, and black smoke caused by damaged injectors. This pollution is unacceptable to the authorities and neighbors. Once glazing or carbon build up has occurred, it can only be cured by stripping down the engine and re-boring the cylinder bores, machining new honing marks and stripping, cleaning and de-coking combustion chambers, fuel injector nozzles and valves. If detected in the early stages, running an engine at maximum load to raise the internal pressures and temperatures allows the piston rings to scrape glaze off the bores and allows carbon buildup to be burnt off. However, if glazing has progressed to the stage where the piston rings have seized into their grooves, this will not have any effect.

Another consideration is power density (aka bmep); the higher the hp per cc the higher the internal loads on finite bearing surfaces etc and the thicker oil will afford greater wear protection, especiallly in an engine running non stop all day vs a car doing the school run.