The Club on tour – Barnstones Caravan and Camping Park, Banbury, Oxon
May 12th to 16th 2022 saw the Club’s annual AGM, BBQ and Club Camp (ABC camp) in Great Bourton. Convenient for the M40 allowing many people to join us, we had nearly 30 vehicles after some late dropouts due to mechanical trouble. Over 60 people spent the weekend together with a lot of laughter, plenty of burgers and maybe the odd glass of something.
In addition to the AGM and BBQ, we also had the FA cup final televised in one gazebo, Eurovision later in the evening and some singing from our resident jazz singer Lorna.
On the plus side, 5 people joined the Committee. On the minus side, Derek Leary stepped down from the Committee after several decades shaping the Club into what it is today. We’ll miss you Derek (and Christie).
The hugely popular JK Weekender is back! Having been cancelled due to COVID, last year’s tickets are still valid in a rollover way to this year.
Set in a field next to the JK headquarters just outside Odiham in Hampshire, Mark and the team give us a chilled out, music, outdoor evening movies, stalls, displays and of course their shop.
Our club enjoys a dedicated club field for members only which includes a disabled toilet. We get plenty of space in a prime position and the club lays on a club tent for congregating is you feel sociable plus we are doing our famous BBQ on Saturday evening – come and get a free burger and have a natter!
If you are lucky, our very own Events Manager Lorna will be singing again! Check out the Events page on this site or see the latest edition of Transporter Talk
The Club on tour – Petruth Paddocks, Cheddar, Somerset April 22 to 25 2022
The first club camp of the season saw us down in the pretty down of Cheddar at Petruth Paddocks, hosted by the wonderful Jules.
What did you miss? Burgers, fire pit, marshmallows, bacon baps. Cheddar village, Cheddar gorge, the caves. Locally made cheese, 16 club member dogs, 33 adults, 2 children, live singer on Friday and Saturday and a lot of laughter.
Here is some feedback from a member:
“We have been VWT2OC members for a few years but had not previously got involved in meetings or attending camps. What have we been missing? The St George’s camp at Cheddar over the weekend was a fantastic event. The campsite was beautiful, clean and friendly; the club negotiated camping rates that could not be beaten; the Saturday evening social around the firepits, with burgers provided and lovely entertainment from Lorna was fantastic; and the coffee, tea and bacon rolls provided on Sunday morning was very welcome. I had nothing to do than enjoy myself. Big shout out to Lorna Williamson, Nick Gillott, Malcolm Marchbank and Val Lewis for all the hard work planning, organising and delivering the camp. You are stars. We were already booked in for the May BBQ & AGM, now we are looking forward to it more than ever.”
Spring has sprung and those classics will be starting to come out of hibernation. After months in the garage with the occasional start up to keep it ticking over, your engine can suffer. I have personally experienced this after months of an engine sitting during restoration work and being moved from one side of a workshop to another. Once the work was complete, trying to drive away from the workshop, my T2 Bay Campervan wouldn’t accelerate down the road. Reason – fouled spark plugs.
I have also had a spark plug with a closed gap (don’t even ask how that happened, but it involved losing part of the carburettor through the engine… lucky it didn’t do any other damage!) The condition of your spark plugs can make a massive difference to the running of your engine, so it’s worth checking them every so often, especially after a period of time unused. Hopefully the following information will help to make you a spark plug expert. Before starting work on checking your plugs, it is helpful to have the right tools to hand; accessing the rear two spark plugs at cylinders 1 and 3 can be a real fiddle, especially on later twin-port engines where access is further compromised by the inlet manifolds. A short 21mm socket and universal joint may give you a bit more flexibility. When checking the plugs, it can help to remove each lead and plug individually so that you don’t get them mixed up. This will cause an incorrect firing order and your engine will not run. When removing the ignition lead from the plug, be sure to pull it off by the connector, not the lead itself, as you’ll run the risk of pulling the lead off the connector (trust me!) If you notice any damage to a connector or if a lead is a lose fit, it is best to go out and buy a new HT lead set. Make sure you have the socket on the plug properly when you’re undoing them and it’s also best to do all this while the engine is cold to avoid burning yourself! Once the plug is out, take a good look. Is it brown, grey, sooty or oily? If the engine is running right, it should be light brown or grey. If it is sooty but dry, your engine is running rich and not burning all the fuel. If the insulator is white and flaky then your engine is running too lean. Either way, you’ll need to tune your carb to adjust the fuel/air mixture. If the plug is wet and oily, there are a couple of possibilities. The first is that you’re not getting a spark, in which case you may have noticed a misfire. If this is the case, check the HT lead connection at the plug and also where it pushes into the top of the distributor cap. A worse scenario is that your engine has worn piston rings and/or valve guides, which means a rebuild is on the cards. If there is serious carbon build up on the plug, or what looks like molten bits of metal, chances are your ignition timing is out. Whatever their condition, while the plugs are out of the engine they will benefit from a good clean up using a brass wire brush. While you are at it, check the spark plug gaps using a feeler gauge. For most air cooled engines the gap should be 0.024” or 0.6mm, however check your workshop manual because the gap will be different on some engines. If the gap is correct, the gauge should slip in and out without much resistance. If it is too loose, you can adjust it with a gentle squeeze in a vice to close it slightly, or if the gap is too tight, carefully prise open the contact with a flat bladed screwdriver. Spark plugs should be checked every 3000 miles and replaced every 10,000 miles as part of your service routine. If you suspect a poor running engine there is no harm fitting new ones sooner, they are relatively cheap for a set. When refitting, always start screwing the plug back in by hand, only using the socket for the final tightening, otherwise you risk forcing a cross thread. If you feel any resistance early on, unscrew and carefully try again
The mechanic has noticed a recent uplift in questions and concerns surrounding the upcoming introduction of E10 fuels. The following is information provided by the Federation of British Historic Vehicles Clubs that we hope members will find useful. Federation of British Historic Vehicles Clubs – Introduction of E10 petrol After an extensive consultation process, the Department for Transport has announced that they will legislate to introduce E10 petrol as the standard 95-octane petrol grade by 1 September 2021. They will also require the higher-octane 97+ ‘Super’ grades to remain E5 to provide protection for owners of older vehicles. This product will be designated as the ‘Protection’ grade. The introduction of the 95-octane E10 grade and the maintenance of the Super E5 protection grade will be reviewed by the Government after 5 years to ensure they remain appropriate to the needs of the market: In relation to the E5 protection grade, such a review will examine market developments over the period. HM Government have sought to reassure FBHVC members and historic vehicle owners that, without a suitable alternative becoming available, it is highly likely the Super E5 protection grade would continue to be available. Filling stations that stock 2 grades of petrol and supply at least one million litres of fuel in total each year will need to ensure one product is the Super E5 protection grade. While not all filling stations meet these criteria, almost all towns across the UK will have a filling station that supplies the ‘Super’ grade and currently one major retailer, a national supermarket group, has committed to offer the product. The main exception to this is in certain parts of the Highlands, north and west coast of Scotland, which will be covered by an exemption process and allowed to continue to market the 95-octane E5 grade. The Federation therefore recommends that all vehicles produced before 2000 and some vehicles from the early 2000s that are considered noncompatible with E10 – should use the Super E5 Protection grade where the Ethanol content is limited to a maximum of 5%. To check compatibility of vehicles produced since 2000, we recommend using the new online E10 compatibility checker: https:// www.gov.uk/check-vehicle-e10-petrol . It should be noted that some Super E5 Protection grade products do not contain Ethanol as the E5 designation is for fuels containing up to 5% Ethanol. Similarly E10 petrol can contain between 5.5% and 10% ethanol by volume. Product availability varies by manufacturer and geographical location and enthusiasts should check the situation in their location. Latest News: The federation’s fuels specialist Nigel Elliott has received some new questions with regards to ethanol and the use of E10 in historic vehicles and his thoughts are as follows: There are three key areas of concern with Ethanol compatibility with historic and classic vehicle fuel systems: Corrosion of metal components Elastomer compatibility – swelling, shrinking and cracking of elastomers (seals and flexible pipes) and other unsuitable gasket materials Air/fuel ratio enleanment Corrosion of metal component Ethanol has increased acidity, conductivity and inorganic chloride content when compared to conventional petrol which can cause corrosion and tarnishing of metal components under certain conditions. These characteristics are controlled in the ethanol used to blend E5 and E10 European and UK petrol by the ethanol fuel specification BS EN15376 in order to help limit corrosion. Corrosion inhibitor additives can be very effective in controlling ethanol derived corrosion and are recommended to be added to ethanol in the BS EN15376 standard. It is not clear if corrosion inhibitors are universally added to ethanol for E5 and E10 blending so as an additional precaution it is recommended that aftermarket corrosion inhibitor additives are added to E5 and E10 petrol. These aftermarket ethanol corrosion inhibitor additives often called ethanol compatibility additives are usually combined with a metallic valve recession additive (VSR) and sometimes an octane booster and have been found to provide good protection against metal corrosion in historic and classic vehicle fuel systems. Elastomer compatibility As the ethanol molecule is smaller and more polar than conventional petrol components, there is a lower energy barrier for ethanol to diffuse into elastomer materials. When exposed to petrol/ethanol blends these materials will swell and soften, resulting in a weakening of the elastomer structure. On drying out they can shrink and crack resulting in fuel leaks. Some aftermarket ethanol compatibility additives claim complete protection for operating historic and classic vehicles on E10 petrol. The FBHVC is not aware of, or has tested any additives that claim complete fuel system protection with respect to elastomer and gasket materials for use with E10 petrol. The FBHVC therefore recommends that elastomer and gasket materials are replaced with ethanol compatible materials before operation on E10 petrol. Air/fuel ratio enleanment Ethanol contains approximately 35% oxygen by weight and will therefore result in fuel mixture enleanment when blended into petrol. Petrol containing 10% ethanol for example, would result in a mixture-leaning effect equivalent to approximately 2.6%, which may be felt as a power loss, driveability issues (hesitations, flat spots, stalling), but also could contribute to slightly hotter running. Adjusting mixture strength (enrichment) to counter this problem is advised to maintain performance, driveability and protect the engine from overheating and knock at high loads. Modern 3-way catalyst equipped vehicles do not require mixture adjustment to operate on E10 petrol because they are equipped with oxygen (lambda) sensors that detect lean operation and the engine management system automatically corrects the fuel mixture for optimum catalyst and vehicle operation. Operating classic and historic vehicles on E10 petrol If you should decide to make the necessary vehicle fuel system modifications together with the addition of an aftermarket additive to operate your classic or historic vehicle on E10 petrol. The FBHVC strongly recommends that you regularly check the condition of the vehicle fuel system for elastomer and gasket material deterioration and metallic components such as fuel tanks, fuel lines and carburettors for corrosion. Some plastic components such as carburettor floats and fuel filter housings may be become discoloured over time. Plastic carburettor float buoyancy can also be affected by ethanol and carburettors should be checked to ensure that float levels are not adversely affected causing flooding and fuel leaks. Ethanol is a good solvent and can remove historic fuel system deposits from fuel tanks and lines and it is advisable to check fuel filters regularly after the switch to E10 petrol as they may become blocked or restricted. If your vehicle is to be laid up for an extended period of time, it is recommended that the E10 petrol be replaced with ethanol free petrol which is available from some fuel suppliers. Do not leave fuel systems dry, as this can result corrosion and the shrinking and cracking of elastomers and gaskets as they dry out
Many people will be away and wish they had something with them – here is a list from club member Ian Crawford on spares he packs in his 1971 Bay window that he bought at 1 year old in 1972. I am not sure about corks – leftover wine is not something I really understand!
Parts • Accelerator Cable • Aluminium Tube (To Fit Inside Fuel Hose If Leaking) • Battery Earth Strap • Brake and Clutch Fluid • Brake Pedal Return Spring • Spare Bulbs • Cable Ties (Various Lengths) • Carburettor Return Spring • Clutch Cable • Coil • Condenser For Distributor (Make Sure You Have The Correct “Bung”!) • CV Axle Boot Cap and Grease • Distilled Water • Distributor Cap and Rotor Arm x2 • Distributor Contact Points • Dynamo Brushes • Engine Oil (5 litres) • Fan Belt x2 • Fuel Hose and Clips • Various Fuses • Handbrake Cable • Rocker Cover Gaskets x2 • Spark Plug Set • Starting Relay and Fuse • Tyre Valve Cores • Voltage Regulator • Walking Boot Laces
Tools • Allen Keys • Battery Diagnostic Tester • Feeler Gauges • Hacksaw Blades • Insulation Tape • Magnetic Dish Holder • Magnifying Glass (My Eyes Are Dimming!) • Multi Meter and Spare Battery • Plastic Wire Cutters • Pill Pot Containing Matches, Lighter, Flints, Water Purification Tablets, Sweeteners, Sewing Kit, Safety Pins and Buttons. • Shorting Links • Stanley Knife • Tyre Pressure Gauge • Vaseline • Wine Corks • Other Various Tools Ian has provided a pretty extensive list here, very cautious! We would also recommend a timing gun if space allows, a foot pump, warning triangle, decent jack, various sockets and spanners and maybe even a fuel pump! (We even carried a spare carburettor once!) Thanks to Ian for his submission, hopefully this will help members when putting a kit together.
For this instalment of The mechanic, we welcome a submission from the club’s chairman; Malcolm Marchbank. SR PWM MPPT – A question of control
If you have or thinking of getting a PV (photo voltaic) solar panel, then these terms may concern you. There have been several articles about the use of solar panels to provide power in vans when there is no hook up available. The panel(s) will almost certainly be used to charge a battery for use when there is insufficient power available from the sun. The maximum power available from any panel is in a very clear set of circumstances, the sun needs to have an energy at the panel of 1000 watts per square meter, the sun’s rays must strike the panel perpendicularly, the air temperature should be 23 deg C. So, if you set up your panel at noon on a cloud free midsummer’s day carefully angled so the sun strikes it at 90 deg and there is a gentle breeze, a 100w rated panel will give 100w of electrical power. In any other circumstances the power will be substantially less. So, in reality it is better to estimate the average power to be 30 to 60w from a 100w panel. The next thing is how to make the most of the power we do get. If you examine the “rating plate” fitted to almost all solar panels you will see some numbers. Ok you see 100w max power but look at the “ipmax” this is the current at maximum power, ”vpmax” this is the voltage at maximum power. A typical example of a 100w panel ip max =5.55a vp max =18v 185.55 =100w. So we need a control unit to regulate the power sent to the leisure battery. Small panels less than about 30cm square sold as “trickle chargers” to maintain a battery while laying on the dashboard have so little power they are self regulating (SR) as the current is so small as never to damage the vehicle battery. Those for phone or device charging rely on the internal battery controller in the device to regulate the power and prevent overcharging of the internal battery. This leaves the choice of the two types of actual control unit PWM (pulse width modulation) or MPPT (maximum power point tracking). At first the generally available controllers were all PWM and cost from £8 up to around £35. These work by monitoring the battery voltage and sending pulses of power to provide an average voltage to the battery. Initially when the battery is low, the power pulses are very wide, but as the battery voltage rises then the pulse width is reduced. It is important then for the controller to “know” when the battery is at full charge so the pulses can be reduced. Different (lead acid) batteries fall into at least 3 types; Flooded, AGM and GEL. Each has a different charging requirement. So, any controller needs to be set to the correct type. Cheaper controllers may have no settings at all or be described as “automatic detection” and are probably best avoided! When you look at the typical full power voltage and current from a solar panel you will notice the voltage is too high as the maximum needed for the battery is 14v so the best this controller can do is to give 145.5=77w. The rest of the power is wasted due to the effective internal panel resistance.
So around 25% of the power we do get is just wasted, to overcome this a MPPT controller can be used. This is often a combination of PWM control (for trickle charging when full power is not needed) and an inverter which is controlled by a microprocessor. This changes the 18v 5.55a into 14v 7a, this is an example as the controller constantly measures both panel output (change in sun intensity) and battery condition (low, charging, full) and adjusts the inverter to maximise the power to the battery. This results in an efficiency of better than 95%. SOLAR PANEL CHARGE CONTROLLERS Transporter Talk Issue 169 | 23 I have tested this and can confirm that just changing the controller increased the current from 5a to 7a . If as I have, you have more than one solar panel (I use 3) and they are all slightly different outputs, the MPPT sorts out the balance even when one is in shade and 2 are in sun. The MPPT controller is as you would expect, more complex and expensive up to around £70. This may mean that some suppliers may claim to be MPPT when they are not. I was fooled by this but claimed back from the seller as the description was clearly false. I have some photographs of the various types; PWM 10 amp, fake MPPT (plenty of usb points on it!) and a real MPPT 10 amp unit. So check that you get the correct item! I have 2 panels on the roof of my Westy and when raised the angle is quite close to optimum. I also have one on the front luggage rack so I can get power even as the sun passes over. I have this arrangement to support not only lights and water pump, but the compressor fridge that is of course run 24/7. I would
not want to run out of ice for our G&T’s after all! Malcolm
Yes, it is that time again. Hurray! Finally, after the long winter in our non-mobile houses, we can get out our beloved vehicles.
Hopefully you all followed the article Time for bed/ to help put your vehicle to bed for the winter. Now that spring is in the air and we are starting to think about getting out and communing in nature, this is a key time to get things ready.
Doors locks – there’s nothing more annoying than a failed lock. get it fixed now before the season really gets going. Door lock issues can be very straight forward but a simple lubrication can be key. Pun intended. A non residue lubricant is best to move the dirt away as WD40 can leave enough gunk to create issues. We favour silicon spray. A little into each lock.
Windscreen wipers – did they perish in the cold winter freezing them to the windscreen. Inspect and replace now.
Water – check the radiator if you have one. Ensure that the bottles that you emptied in the Autumn / fall have no mice, carefully hidden Christmas presents or mildew. Clean with a weak Milton solution if it is drinking water or food related.
Batteries – check the charge on each battery with a good meter. A flat battery can indicate an earth leak. A failed battery needs careful investigation.
Carburettor – Or equivalent. Check for good operation, no stuck flaps or other deterioration over winter. If you are a professional, this will be straight forward. If you are an amateur, a test drive very close to home will highlight problems! But only after the other checks.
Brakes – your vehicle should roll easily, otherwise this can indicate jammed brakes. Parking in gear for long periods of time can be better for your brake health than a jammed set of brakes. Check the brakes for operation. Check the brake fluid level. If it has been more than 5 years, change the brake fluid as it is hygroscopic and slurps up water incredibly quickly. Water is not a good fluid for applying the brake pads to the disks.
Seals – inspect all door seals for any signs of damage, water ingress or other problems and sort them out now. Glue any loose bits back down with the correct glue.
Windows – ensure that they all open and close fully. Or at least as fully as they did last year if applicable!
Ignition – Once you are feeling confident, get in to your pride and joy and turn on the ignition to number 2. Look at the lights on the dashboard. Check there ARE lights! Are they what you expect / are used to seeing? Have you got fuel (for those with a working fuel gauge)?
Crank it over – don’t expect it to start immediately but things should kick into life within a few seconds.
A little test drive on your driveway will allow you to test the brakes, maybe the steering and other important parts. Softly, softly.
Stay local, take your phone with you and warm clothing. Just in case!
Once you get home, assuming that you have a big smile on your face, make a list of snags, get indoors, put the kettle on and start planning for your summer.
Check out the events page and come and see us at a meeting soon!