difflock

Well (i) Are the trees on the ground, is there any risk, from trapped tension/compression when cutting them? (?) I presume you are NOT intending to attempt to cut while holding a tree on the winch (ii) How experienced or familiar are you with the tractor, on other duties. (iii) How steep and high is the bank? (iv) Is the ground stable and firm at the top of the bank, depending on how close to the edge you are required to work. (v) What size chunks were you thinking of attempting to pull? (vi)Have you a safe and secure place to stand while winching? if not seated in the tractor. (vii) If you lose control of a log being winched, is there any third part property lying downhill of you site that could be damaged? (viii) How experienced are you with a chainsaw? I, me, mysel, see absolutly NO reason, not to proceed, on ones own, thinking all steps through beforehand, with escape routes planned and all possible "what ifs" considered. When I first "played" with the Krpan 5 tonne on the DB1490, I had her stood on her end, more than once, even so it is near impossible to winch a reasonable (4tonne ish)4WD tractor over backwards, even on the high pulley. Never stand where the rope could whip and reach you if it broke. Being in the tractor cab can actually be the safest place, in a protected cage. Regards, Marcus Assuming your winch is rope operated, all you have to do is stop pulling on the control rope. The winch will instantly stop winching. Some will hold on a rachett or band-brake until the other rope is pulled to release. So basically as long as the log being winched cannot do any harm by running, sliding or falling back = no worries. That is one reason I prefer to work alone, no risk of inadvertently injuring anyone else. See highlighted text. I hasten to add I am not a qualifed timber cutter, merely a 54 year old farmers son with 40 odd years experience sawing and limited but very informative recent winching experience.

A trailer snaking or wriggling is most likely either loaded too heavy to the rear, or too high for the towbar, and taking most of the load on thr front trailer axle, therefore effectively too heavy to the rear. Properly set up over-run brakes, which are NOT overloaded per manufacturers spec. Are well capable of braking the towing vehicle as well as the trailer. Bearing in mind the trailer brakes are activated by the nominal 50mm of telescopic travel of the hitch mechanism against the towball. So if one SLAMS on the brakes, instanteanously the towing vehicle is attempting to stop both itself AND the full weight of the trailer. Which WILL destabilize the towing vehicle. BUT if one momentarily feathers the brake pedel for an absolute split second to bring the over-run brakes on (and one can feel this happening) One can then NAIL the brake pedal quite safely and very effectively, especially now with ABS being standard fitment. Without fuss drama or excitment. marcus

Heh, he always intended to take the sub-way. Quite unbelivable.

I liked Farmer Rod's:lol:

I liked Helen Dunn's unforgettable "one liner" at Drip Camp Stirling. "**** me tits" Exclaimed very loudly after she had attempted to breast the 4' wall, slipping perfectly mid stride. During a crisp Feburary morning's PE session And came down very hard, on her rather hard/pert tee shirt clad nipples. There were, if I recall correctly, no shortage of lusty willing volunteers My how we laughed.

leave the tree and remove the 1960's/1970's house. jat m

Why did you not cut the other 90% of the logpile:001_tt2: just wondering marcus

I take it that is how Bond acquired his fondness for "shaken not stirred" cocktails. From hazy memories of attempting to drink tea from a mug in an Army Landrover. Driving down bloody Motorway that was too.

in very small letters it was a joke? Us provincial folks are not that ill-informed cheers Marcus PS A smelly old 1980's early 1990's "G" Wagen can be exempt......................if factory fitted with the 4 No seats in the boot = a 9 seater. cough cough

TCD Your first "teaser" photo pure "sex on a stick" Whatever that means PS Genset What is this London lesbian compliance/vis-avis LC '79 imports?

Now is the time to pick up Sailsbury axles ex withams = http://www.mod-veh.co.uk, or sommat like. They had both front and rear going throiugh their auction recently.

Sorry Peter Still wrong Tis a "Thran an carnaptcious tractor operator":001_rolleyes: cheers marcus

fixed that for you Peter:001_tt2:

Which was the absolute "secret" a hairy arsed REME Sargent refused to tell me, when talking about rescuing a laden 4 tonner with a landrover. As this was something obviously well beyond the ken of a wet behind the ears "one pipper", who should have been goggle eyed at such tales of "derring do". My my was he pissed when I said "you simply stuck it in the low box then"

Jonny Walker Exactly what I had stated/explained. Downplating to gain extra legal trailer capacity within driver licence limitations. Exactly as confirmed by Ben above. IT is a paper excerise only. No angle grinder are needed. There does appear to be a smattering of numpties out there.....................in the bloody motor trade!

BUT, why would one make mechanical changes to the vehicle if one is willing to state that one is going to operate within the new weight limit. And risk a conviction if caught running over the plated weight. Unless in some way to save a few kg in self weight as some fractional payback. I can see absolutly no reason to down rate. Or rather the suggestion that one can down rate but not down plate? But my understanding, per a very cordial phone call a few years ago to the gentleman who "took" the overweight proscutions here in Northern Ireland) The plate is the weight. Its ALL about the plate. Which is easily checked back against the DVLA registeration docs. By downrating as I understand it, from contributions above, one would merely be making the vehile needlessly less safe? And yes our 7500kg Iveco is a down rated/down plated 11,000kg truck. IN that the engine, transmission and chassis are exactly the same as the 11000kg varient. But the 7500kg was factory fitted with smaller/lighter axles and wheels, this to allow a measly 3050kg of tipper payload. Wheras a purpose designed from the drawing board tipper 7500kg, (without a needlessly heavier chassis good for 11,000kg,) could have nearer 4000kg payload. gibber mutter an twitch

Yes Nick and wrong Peter NOT all except CDV's IS absolutly dependant on plated weights (as far as I clearly recall) So a Fiesta Van prob OK A`heavier/larger payload van, whether car derived or not, is treated as a VAN. Even though the same car type with 5 rugby players on board could well be heavier, but still legal. As far as I clearly recally but is all from memory.

(i) Absoluyly proper jealous (ii) Guessing a widely over-specced EX Gritter chassis?. (iii) How few miles:lol: and when/where where did you source it. PS How does one go about the "Ag" registeration of a HGV as was? marcus

Explain the difference(s) then. Legal and or practical Down-plating against down-rating. I suspect a question of semantics.

I HAD noted that, lack of Dodge front wheel involvment. But regardless of that. Ballast Tyres Difflocks etc etc Would all make the difference

I suspect that is bollocks (in the nicest possible way) Cos when we bought a 5.2 tonne Iveco, I asked for it to be plated at 4750kg (in order to tow 3500kg, under the 8250 GTW limit pertaining to older drivers) It was delivered still plated at 5200kg. I made a phone call and the supplier simply supplied another 4750kg plate, which we swopped over ourselves. Simples. My understanding was if you choose to downplate, no problem, but you are sticking your neck in a tighter noose in respect of a likely future overloading comviction.

A bit like the origional poster. We had a guy done, and yes 3 points convicted done, for doing 60 in a Transit. By a camera van. Sorry Sir but you were restricted to 50. Both the other Supervisor and myself were spitting blood, until we thought to check "der computer" Well Doh! I presume a combination of (perhaps GPS to establish location), linked to the correct limit for that location, or road type manually entered on each site by the operator, and combined with ANPR (to establish veh weight) would be easily configured.. Not sure about Ranger Pick-up type vehicles. BUT for absolute sure CDV (car derived vans) are treated as vans and not cars. Though the plated weight does come into it. So the two payload varients of the older Peugeot Partner, one was "in scope" the other, lighter by 200kg, got treated like a car.

Is that not rather a Beach lounger?

For some of use, that would indeed, be putting the Cart before the Horse.

Avant! you landlubbers. Still pricy though