Track Pins

[Philliphastings]

Hi Kevin,

Yes I can do that if need be with the weld on the inside perhaps.
I would still like to find some of the correct pins even perhaps part worn serviceable ones as the tracks I have aren't completely factory fresh.

Cheers

Phill

[shaun]

Phil,
A word to the wise, always put your track pins in with the fixed head IE the manufactured head on the inside of the track. The reason for this is if the washer or split pin breaks off the pin moves inwards and hits the hull creating a "TAP" every time that link/pin goes round and there for warning the driver you have a pin on the move. if it were the other way round the pin would just fall out with out warning , with the result of no track = no brakes - no steering - NO FUN !!!

This system does work , i had a pin on the move on a long run and it started to "TAP" . believe me you will hear it.

[tankbarrell]

Some Soviet tanks use that as the only method of pin retention, there being a small ramp on the hull to nudge it back in to place.

[RichardT10829]

i was going to pipe up but Shaun beat me to it... it would be suicide to put them in the other way in my humble opinion

[Hans Mulder]

Ooops... I have all mine with the cotter pins/washers on the inside... I was thinking it looked goofy with the hardware visible...

[Edwin Wand]

Some comments in this thread raise questions about whether some present day carrier owners and drivers know how to drive a carrier well enough to live to tell about it. For what its worth, the following comments may be helpful and are based on what we where taught and on our own post war operational experience. My principle instructor was the late Staff Sgt Len Long (RCR). He was the finest carrier man that I ever met. He drove carriers from Dunkirk, as part of the Cdn advance party, through Italy to North West Europe. He was a good soldier and a good man. I hope you will find the following suggestions useful (Most of them came from Len and were not always given as gently as we might have wished). Of course, all was forgiven by the time we reached the mess.


Driver and CoDriver: When moving the carrier, dont let the co-driver sit down. Some people will incorrectly tell you it is a matter of safety and the codriver should always sit down when the carrier is in motion. The reality is that the codriver's job is to be the driver's eyes. The driver has a very limited field of vision and safe movement requires the co driver and driver to work together. If there is a movements controller on the ground, so much the better.

Steering: The vehicle turns when the driver turns the steering wheel and in so doing applies the steering brakes to the appropriate track. The brakes are mechanical and if a very sharp turn is immediately required, the driver might not be able to supply enough force to the steering wheel to turn the machine. In such cases the co driver should assist the driver by helping him turn the wheel.

If you are in danger of sliding sideways into the ditch, it may be better to turn the vehicle to a sharp right angle. This is where the codriver helping to turn the wheel could literally be a lifesaver. Better to go straight ahead under power than to slide sideways with only gravity controlling the direction being taken.

If you lose a track or for what ever other reason, you are about to overturn. DONT JUMP. Ride the vehicle. You cant jump faster than the carrier can turn. Jumping and getting caught across the waist by an overturning carrier is an unpleasant way to die.

Not infrequently, new inexperienced drivers can be seen showing the local girls and other appreciative bystanders how sharply the carrier can turn. Well yes it can turn and with the added strain the turning produces, it can also throw a track and either spin or turn over. Unfortunately, in these cases, the driver doesnt have a choice about whether the machine spins or turns over. Remember, these machines are seventy years old and unlike people need to be treated with respect.

Danger to rear passengers: In the summer time, the engine covers are often removed to keep the engine from overheating. If people are in the rear, be careful. Serious burns can result from being bounced into the engine or you can get serious cuts if you bounce into the fan blades.

Winter engine starting often requires the use of ether, gas etc. Be careful.

Tracks pins: The cotter pins are on the outside. Given the age of the pins, I would try to replace them. Even when they were operational, broken pins, crystalled pins etc were an ever present danger. If you were lucky you would hear a broken pin slapping on the side of the body. More often the pin would shatter and a part of the pin would come out on the body side and part on the outside. Unless the broken pin was fairly long, it would drop to the road with no noise. Recall the engine is very loud and if you are going cross country on a crash action, you are unlikley to hear a broken pin hitting the body.

If you need to stop in a hurry, depress both the clutch and the brake pedal. Let the weight of the machine and the brakes stop it. Dont waste time trying to get it out of gear etc.

First parade, halt parade, last parade and any other time you stop, always, always check the pins.

Track Adjustment: You should be able to put your hand, held vertically, into the space between the track and the inside top of the body. Too loose or too tight you can lose a track. Learn how to adjust the tracks and check their adjustment at least daily

The Universal/Bren Gun Carrier is a wonderful machine and today`s owners and drivers can really enjoy themselves. But, please remember, they are not toys and need to be treated with the greatest respect.

They were used everywhere that the Commonwealth Forces fought. These machines and their crews accomplished truly amazing feats of bravery and none of us should ever forget the contribution these men and their machines made to victory.

[Philliphastings]

Still looking for correct pins to fit to my museum only restoration...

Thanks

Phill