When I was 27, I did a one or two day L plate course with a company called Stay Upright. The course was great as it was done at the old RAAF laverton airbase. We were hooning around on Suzuki GN250s and some tank was being put through its paces. Apparently, they were testing it for purchase, and that day the plan was to see if they could roll it. They looked luike they were having fun as well.

I never did progress from the L plates. It wasn't that I lost interest, but in the big scheme of things, motorcycling was a lower priority - certainly than flying - so once it lapsed (after a year or two - I can't remember), I didn't renew it. At 31, I moved to the UK and with a haitus in flying, I thought - for a very long time as it turns out  - about getting a licence. At the time, in the UK, it was similar to Australia, except that learners (CBT - Compulsory Basic Training) were (and still are) restricted to 125cc motorbies, about 1/2 of their Aussie counterparts. 

A change in the law came, in the form as Direct Access motorcycle licences. I can't remember the precise rule, but it was something like if one was over 25 and had a full driving licence for over 5 years, they could get their CBT (learners), and then, if they did a minimum of a certain amount of hours training and pass their test on a bike of more than 47 hp or thereabouts, they got a full motorcycle license. Well, I thought about it, moved to Australia for a couple of years, and then returned. In the time I was in Australia, the EU expanded from 11 or so to something like 27, and it seemed most of the tradies from the new countries rocked up ionto South West and West London. At the same timne, London introduced a congestion charge, resulting in a lot of cars skirting the zone. And the problem for me was my work at the time was not in the city - but in Watford. The transport links from my place to Watford was slow, decrepit and passed through areas that were not very safe.

Ironically, my last jon before moving to Australia was 2 doors from my new job after arriving back. Before moving to Australia, normal driving to work was about 40 minutes or so.. After returning form Australia, that same drive had around doubled with the sheer volume of traffic on the road. We just had a daughter and I convinced my partner that to be able to at least see her, I should get a motorcycle. 

I got my CBT in a suburb called Croydon. It is a bit of a shiphole, but the training organisation and instructors were great. In the morning, I couldn;t release the clutch without stalling it. By the afternoon, I was reasonably confident on the road. I really enjoyed it, albiet the bike being a whole 12 hp. On the Monday, I trundled into Motorcycles  Direct in Watford and bought a brand spanking new Honda CG125 to spend time getting used to the road and riding before doing the cirect access course. It took a couple of days for them to pre it for delivery (it had to be assembled, etc, and they were quite busy at the time). On the day it was ready, I lugged my protective clothing, helmet and boots, in on public transport! I let my partner know I would be home much quicker than with the car as the bike was narrow and would easly filter through traffic. I was looking forward to being a smug little git passing in between cars stopped in a traffic jam. 

That very first ride home took almost 2 hours! As a CBT holder, one is not allowed on the motorways, and a motorway was  part of my normal journey. And even though it was in peak hour, becasue I would be going against the flow of traffic, the motorway section was always fast (normally 80mph until the end of the line). So, I had to take normal roads home.. And they tend to be a lot busier. Not only that, but as I came up to my first set of lights, the gap between the cars looked decidedly marrpw and dangerous to this 40+ year old learner. So, I ended up on normal suburban roads, stuyck in traffic and not filtering to the front of the queue. To say my partner was not happy when I got home woud earn youy a prize of the understatement of the year. 

I figured it was useless doing the direct access course if I was too timid to filter through traffic. After maybe two weeks, I racked up the nerve to try it and by the end of that week, I was filtering through traffic confidently and safely. I was still taking longer to get home on account of being stuck on long suburban roads, bt at least it was well under 2 hours. 

I used to visit the bike shop regularly as I got to know one of the salesman, and ogle the new big-boys bikes. Anyway, one day, I walked in and declared I was going to go back to the school in Croydon and do the direct access course. They suggested using a local Watford school (not so local to me!). So I went theit their suggestion and also very good instructors. I booked a 5 day course over three weekends. Blimey, riding a big bike is easier than the little ones I though, although those slow u-turns took some getting used to. I was booked in for the test at a suburb called Penge. This was, of course, a week day. I took a day off beforehand to practice with an instructor. But on the day of the test, as Penge wasn't that far, I just "nipped out" for the test. The bike I trained on was a Kawasaki ER5. 

Bugger me! I failed it! I did everything right, except as I did a left hand turn into the T intersection, which was a narrow road, a car parked in the oncoming direction pulled out from the parking space. I braked, and he braked too. Apparently, the examiner judged because the oncoming car had to stop, I was blocking his way and didn't show adeuate control of the bike to stop in time coming out of the turn into the T. I thought it was touch and go as I was quite late in the turn before he motioned out, but it was useless arguing. That was the first time in my life I had failed a test. We re-booked the test, I took a another weekend of lessons and the second time was a straight pass; no lost points. 

I rode back to the school with instructor behind me and intercoms switched on. The instrutor's voice came over the intercome, "OK Lance.. wait for your own boke to put on some pace" or some such words. As a newly, but filly licnesed moptorbike rider, I wanted to feel what acceleration these things really had. The ER5 is a 500CC 50hp bike, and compared to the CG125, I kept the CG125 for a little while, but would ride it on the motorway.. which was a crack. On a flat surfacec, the 11hhp with full throttle and no wind could get to about 55mph. It is uite embarressing when a fully laden tip truck rockers past you on a motorway. On a downhill, very occasionally I could get it to the speed limit of 70mph. In the end, I ended up selling it after I purchased, off eBay and uneen, a Honda VFR750. 

I knew all the consumables needed changing - cables, chain/sprockets, etc. I paid an appropriate price. I rode it from Brighton home to Richmond - about 50 miles I would think. It roade really well, except the chain was rattling a bit. I booked it in for a service with the bike shop in Watford, maybe a month or two after I got it. After all, it had a new MOT (Road Worthy Certificate). On the morning it was going to be serviced, I rode north up the M1 from where it starts in London. I was doing maybe 80,ph, when a stonking Merc overtook me at a great rate of knots. The testosterone injectors in the helmet kicked in and I was not having that. So, I decided to show this wanker what he was up against, and I overtook him at about 100mph, where the power band kicked in.. that was somethign I wasn't prepared for!

We both ended up racing each other and hit 140mph, at which time, the testosterone hit started to wane while I remembered I had a new born daughter and I decided that was enough. I released the throttle and the bike was soon agian cruising at 80mph. I dropped the bike off at the shop (which was also a Honda dealer at the time). The commented it was a bit rough - a winter hack - but they are great bikes. At lunch time as I was walkign around Watford, I saw the mechanic test riding the bike. In the afternoon, I walked to the shop from work, and went to the service desk looking forward to a serviced bike, but not the repair bill I was expecting. When the service manager told me the bill was a £35, I was stunned. "What? I thought you were going to do a full service and replace just about every consumable there is". 

He explained that when the mechanic took a side panel they they noticed the frame was bent and there was one more weld than there sholuld have been. My heart sank - earlier that morning, I took a bike that should have been written off  and with a weakened frame, and rode it up to 140mph! And I just had a new kid!!

Onto eBay it went,. I declared everythign wrong with it, and in the end the highest bid was £50 more than I paid. So not all was lost. I decided the next bike would be a new one. so walked into the Watford bike shop on the Monday after I sold the VFR750. The Hondas were too expensive, but a slick looking Kawsaki ER6f brand new looked great, and was affordable, I thought to myself even idf they aren't as good as Hondas, it is 20 years younger than the VFR750 was, so with the engineering and technoloigy advances in that time, it surely will still be a good bike. I put the deposit down for a new bike without test riding a demonstrator, got 0% finance after negotiating the price down, and a couple of days later was riding a new, albeit boring 650CC bike.. 

That was 2007 and I had it for 10 years riding it in all conditions and not looking after it terribly well (as it was a boring bike to be honest). I insured it for 10k miles per year, and it did about that. But, in 2017, there was just too much wrong with it to keep it on the road. So, I sold it for parts and with other things going on (like being back into flying), riding took a pause for a while. 

The COVID lockdowon came and I thought I wouldn't work in London again. A motorbike was far from my mind as working out how to eek out a living in the regional cities was pressing on my mind. Of course, I ended up working in London and now commute with a car. But it is incredibly frustrating at times, because I still have to rely on public transport. That, in itself, is not bad, but, if I just miss a train into London, at that time of the morning, it is a 30 minute wait. Guess what? This week, I was running well on time for the train after my commute, only to be stopped at road works and then missing my train by a minute. A half hour wait ensued. Then when I get to Waterloo, it is a faff to get to Liverpool street and takes the same time to get three miles as it does to get from North Sheen to Waterloo  on the slow (stopping all stations) train, which is about 15 miles. And last night, leaving the office, I got to Waterloo at 8:02; two minutes later than the train to my station leaves. Guess what, it is a half hour wait to the next one. 

But, with a bike, I can ride all the way to Liverpool Street and park for free. No waiting for trains, issues with train strikes or faulty signals/points that brings the network to its knees. And there is no congestion charge. And, if I get a young enough bike, there is no ULEZ charge either. So I decide, I have had enough and am going to take up riding again. 

My choice of bike is the Honda NC750X, as it offers a little more weather protection than the Honda NC750S (competely unfaired). The reason is these bikes are only 55hp, but have a lot of low down torque, rev low so are never stressed, and they have a range of upt to 80mpg. The problem is, even early ones are around £3,000+ pounds unless they have really high milesage or someone is desperate to sell. But as this is a commuter that is going to be used on motorways at all hours of the morning and night, with salt, grime, etc. I don't want to spend £3,000+ Enter the CBF1000. A much understated bike, this has a detuned 1000cc firebalde engine, so has a lot of torque and doesn't rev hard, but pumps out 97hp (new). It is a bigger bike, faired better, and is ideal for longer distance touring. Although I am commuting, the distance from my place to central London is 170 miles using the mortorways, which is what I would nornally use as they don't often get animals on them and there is sufficient motorway services to stop, revive, and survive. 

There are two downsides compared to the NC750s. .First, fuel consumption is not quite double the NC750s at between 45 and 50 mpg. Secondly, the NC750 doesn't seem to have anything that commonly goes wrong with them. In other words, the design is pretty sound. However, the CBF10000, especially the Mk 1 (2006 - 2010) suffers a problem where the stator burns out regulalr - about every 15k - 30k miles I think (it may be less dependent on riding style). The problem is the stator sits in the engine housing bathed in hot oil, and that it produces high current which dissipates heat into the oil. Combined with a shunt type reg/rectifier which dumops excess current to ground resulting in heating the regulator and stator, both end up burning out. The answer is to replace the regulator with a MOFSET or series regulator and to ensure the engine oil is topped up. Of course, getting an uprated stator will help, too. I guess they gave that part of the design to an intern!

But the benefit of a CBF1000 over an NC750 is price. And I found a beaut for £1,500. It isn't perfect, but it is a lot better than the VFR750. A lot better! And it is comfortable, clean, and everythign works -even the stator, which was rewired a few thousand miles ago. . The bike has a little over 40,000 files. Mechanically it seems great. All of its documentation checks out. So a deposit put down and I collect on Monday, which is the start of two weeks off work for me. My partner will drive me the almost 2 hours to pick it up. I will ensure there is enough oil in the bike and then ride it home. Thankfully, the weather is forecast to be sunny, of cold:

The ride home is quite good. The bike is in a nice Cotswolds village called Northleach. It is not far from Cheltenham. A wide enough road out of the village to a dual laned A road, which runs to the M5 motorway - from memory about junction 12 or 13. From there, it is the M5 south all the way to Taunton (Junction 25) and then about 15 minutes on town roads and then country lanes home. I am looking forward to it, even though I haven't ridden for quite a few years. 

On Tuesday, it will go for a full service and check over - just to be sure, as well as its MOT (RWC), as that expires on December 18 and once a vehicle hits three years old, a valid MOT for the vehicle  is required to legally drive it on public roads. It will also have heated grips and storm guards fitted. And I may get them to fit a USB powerbank. 

The rest of the two weeks will be mainly DIY, but I am going to get my aviation medical in Oxford, so will probably ride there if the weather is goof enough. And then, on the morning of the 2nd of December, my first commute to London from Halse will begin at around 3:30am. 

That will be the test of whether or not I made the right decision.

have at it

The plan at this stage is:  1. Finish the workshop renovation. The 6x6 metre space has been mainly cleaned out, so at least I'm able to walk around in there and do some work in the shed at the present time. There's still a lot of structural changes to do - relocating diagonal braces, walling in one whole side, building more benches and shelving etc. and finally get the lathe, mill, presses and other gear set up. 

                                            2. Start mustering up parts and bits and pieces.

As a basic starting point for the design, number one priority is to build it as a sidecar outfit as I no longer have the physical ability to ride a heavy weight solo bike. Secondly, I prefer the more moderate style rat bikes rather than the extreme steampunk types where the builder has added every contraption known to mankind including the kitchen sink. Those types are a bit amusing, but not my cup of tea. As an explanation, the first of the attached photos I would describe as a fairly moderate Mad Max style,  the second is way too bizzarre for my liking.

You all know that if you spend $30 or more in a single shop at Coles or Woolies, you get a 4c per litre discount voucher for fuel, at Coles Express Shell service stations, and at EG Petroleum (Ampol) stations that accept the Woolies vouchers.

Coles are now advertising they will double the discount to 8 cents per litre.

At least in Victoria, for Woolies customers, if you have an RACV membership card, you will get an additional 5 cent per litre discount at EG stations, for a total of 9 cents per litre. I don't know if there is a similar arrangement with motorists associations in other states.

Tonight, I got 16.23 litres at an EG station. Pump price was $1.84 per litre, pump total $30.01. Woolies voucher discount of 65 cents, RACV discount of 81 cents, reducing the amount paid tp $28.55.

I am told by a chap at the Men's Shed who works every angle possible, if you buy a Woolies gift card and use it to pay for the petrol at the EG station, you will get a further 5% discount.

Every little helps.

First, the vehicle is a 3-tonne dual cab. It is a tall vehicle, meaning that one has to climb up into it. Why so big?  It has a Gross Vehicle Mass (GVM) of 3,500 kg and a payload of approximately 790 kg. That 750 kg paylod has to include the weight of five persons plus luggage and other junk. Don't forget that if the vehicle is used to tow a caravan or other type of trailer, the towball weight has to be taken from the 750 kg. I wonder how useful it would be as a tradie's ute. How much do a tradie's tools weigh? And how often do five tradies travel in the one vehicle?

Next I don't see it as an off-road vehicle. A lot of the videos show it being used off-raod, but I think this is a mistake. I think people might not understand that although each wheel of the vehicle is driven by its own motor, it does not, to my mind, equate to the traditional 4WD. While each motor delivers maximum torque immediately, off-road driving requires that the torque from an ICE or EV power plant should be controlled. I think that the correct application of an EV motor is through a gearbox if one wants to drive through mud, sand and climb mountains.

BYD has been honest in stating that the battery-only range is 100 km. That is sufficient for daily running around the local area. They have been honest to say that for longer distances, the 1.5 litre ICE engine must be used. This engine is basically an onborad electrical generator which uses about 7.5 litres/100 km at highway speed without towing. Towing a medium sized caravan or horse float can blow that out to about 20 litres/100km.  One advantage of teh BYD battery system is that it has outlest which can provide 240 volts. That would be useful for a tradie to run chargers for cordless tools.

Why do I think the design concept is wrong? Around my way, the most popular style of work vehicle is the Toyota Hillux in single or dual cab. The vehicle weighs about 2 tonnes with a load capacity of about 900 kg. This design suits the needs of farmers and tradies. It is available in 2 or 4WD configuration. 

Why couldn't a model with an EV power system be made to this design? Toyota has a Hilux EV, but it is a big monster like the Shark. 

The other thing is having a great Australian kid in Oscar Piastri representing Australia to the world driving a Mclaren has been great to watch, becoming an Australian hero to all of us that are into F1.

Anyway I imagined what it would be like to Australia if Oscar's car in the Melbourne Grand Prix was painted in the iconic Australian Green and Gold. What a marketing success it would be. So I created a mock up of one:

Hoping the brains trust can help me out here.

We inherited an MTD Yard Machines 14hp ride on from my father in law about 10 years ago.

Up to now it's been really reliable, even though I only use it about 4 times a year it starts first time.

Anyway, I was using it a couple of weeks ago and the drive part stopped. Without thinking, I tipped it on its side to work out why, discovered a broken spring, and went to the shed to see if I had a replacement the right size.

You can probably guess. Yes I got distracted by something else, then it was time to make dinner etc, and before I knew it three days had passed before I remembered the mower on its side in the paddock.

The oil flooding the air filter didn't do it much good.  I cleaned out as much oil as I can get to, got a new air filter, topped up the oil, put fuel in and charged the battery.

Now, even with "Start ya bastard", it doesn't start.

Any ideas about what else I could try, before giving up and selling a kidney to get it fixed?

Thanks!

It's a new device for police to stop cars in a pursuit.

It's not until you travel the Gt Northern Hwy that you start to get an understanding of the multiple hundreds of billions that comes out of the mining, oil and gas and chemical industries of the North of W.A.

I only travel the lower 100 kms N of Perth on the GNH, where the maximum truck size is a B-triple (triple and quad road trains are only allowed to operate N of Wubin), 272 NNE of Perth on the GNH.

However, every day I travel the GNH, I pass probably around 200-300 double road trains, and oversize loads, all hauling equipment, supplies, vehicles and consumables for the industries in the North.

Ammonium Nitrate is trucked N in huge tonnages, diesel fuel the same, and the amount of mining machinery and vehicles (new going N, and well-used, coming S) is just mind boggling.

The oversize loads keep getting bigger and bigger. One time, they would dismantle the dump trucks and other earthmovers, now they carry them completely assembled on platform (multi-wheel - up to 164 wheels) low-loaders.

The dump trucks in this footage are just average size dump trucks. Some of the oversize equipment is 10 metres wide, and takes up the entire sealed road width (standard hwy width is 8 metres for 2 lanes).

The GNH has been widened to a minimum of 8M and many passing lanes installed. The bigger oversize has 3 escort vehicles out front and 1 behind. One of the leading escorts is a "Traffic Warden", a W.A. Police initiative, where they train these Wardens via mostly retired police officers, in how to handle traffic control. The Traffic Warden is the 2nd escort and drives down the wrong side of the hwy and forces all oncoming traffic to stop and get off onto the shoulder.

If there's a decent hill along the route, the traffic is stopped at top or bottom of the hill to allow the oversize loads to transit the hill safely. This can be annoying, as sometimes it holds you up for 20 mins, as the oversize trucks crawl up or down the hill.

You can see the Traffic Warden vehicle at the 3:43 section of the video, as he blocks the oncoming traffic for the oversize loads. It's not unusual to come across 2 or even 3 massive oversize rigs travelling in convoy.

https://www.facebook.com/watch?v=1298602058939721

Just one out of 42 new cars launched in the last 12 months has the feature - and fewer than one in ten models in showrooms today have one, despite the item formerly being a staple of every interior.

The part in question is the manual handbrake, which is rapidly becoming less popular in new models as manufacturers make electronic parking brakes the norm.

Online car sales platform CarGurus carried out analysis and found just 49 out of the 587 different passenger cars on sale in dealers today are fitted with the 'analogue option' of a levered handbrake.

This means buyers who want one in their next motor can only choose from 8 per cent of the market.

But can you guess which car - from a firm UK favourite brand - is the only 2024 newcomer to have a manual handbrake installed?

Dacia, the budget-friendly manufacturer, is the one car maker to release a new vehicle in the last 12 months with a manual handbrake.

Its £14,995 Dacia Spring EV - the cheapest electric car on sale in the UK - has arrived on our shores with both a market-leading price and a levered handbrake.

While it might not be a surprise to learn that Dacia has retained the old-hat feature - likely due to the lower cost of fitting one over an electronic parking brake - the decision does make the Spring an outlier in the EV segment.

Almost all new electric vehicles come with an electronic parking brake, which is often the default choice for the latest cars with automatic gearboxes or single-speed transmission, as is the convention for battery-powered cars.

Currently, four in five (80 per cent) of models in Dacia's product range can be ordered with a manual handbrake.

However, the Romanian brand is very much the exception to the rule when it comes to retaining this old-fashioned component.

This is especially the case after the discontinuation of a number of long-running models in the last 12 months, all of which had manual handbrakes.

Read more here

I'm glad I did the check, but hope that pumping up the tyre has been simply a necessary precaution.

The parent company of KTM is Pierer Industrie AG, which owns a wide range of mobility companies, manufacturers, and suppliers and logistics support operations.

However, the scenario is extremely complex, due to the web of companies and joint ventures indulged in by Pierer AG. However, there is no guarantee that KTM as a motorcycle and power units manufacturer, will survive.

It appears that KTM motorcycle racing operations may be axed completely, or seriously curtailed.

It seems that KTM's problems originated in an excessive amount of factory production over the last 2-3 years that could not be sold, due to economic downturns in their markets and regions. There were also build quality issues.

KTM's corporate structure is about as complex as Sanjeev Guptas, and appears to be about as profitable as well, too (i.e., constant major losses) - so only time will tell, as what comes out of this massive Austrian group restructure.

Pierer AG had recently purchased MV Augusta, and also owned Husqvarna motorcycles (but not Husqvarna power products). The ownership of MV Augusta appears to be set to be returned to the original Italian owners.

Pierer AG also owned a sizeable percentage of CFMoto. In addition, KTM was in JV with the Indian company Bajaj Auto, and apparently has a big following in India.

Bajaj are now preparing to pump 150,000,000 Euros into their Netherlands-based subsidiary, Bajaj Auto International Holdings BV, to assist in support of the KTM-Bajaj Autos JV operations.

https://www.businesstoday.in/latest/corporate/story/bajaj-auto-invests-rs-1364-crore-in-bankruptcy-bound-ktm-465528-2025-02-21

One of KTM's dead-loss exercises in recent times, was to buy a family-owned foundry in Sept 2024, that did a lot of castings for KTM. The foundry purchase was almost immediately followed by Pierer AG going into administration.

The Vöck­la­bru­cker Metall­gie­ßerei GmbH foundry had been operating successfully for 70 years, and was set to celebrate its 70th anniversary in 2025.

KTM was preparing to sack all 134 employees of the foundry, when it was saved at the last minute by being purchased as a going concern by another family-owned Austrian foundry, Mettec Guss Metallgießerei und Formenbau GmbH.

https://www.rideapart.com/features/746071/ktm-powersports-ties-motorcycle-industry/#:~:text=KTM AG is the motorcycle,undergoing self-administered restructuring efforts.

https://au.motorsport.com/motogp/news/pierer-industrie-ag-avoids-insolvency-decision-on-ktm-imminent/10697462/

https://www.msn.com/en-za/news/other/family-metal-foundry-saves-a-business-the-ktm-insolvency-nearly-killed/ar-AA1zw6iK?ocid=finance-verthp-feeds

Suzuki stops sales over red tape

More than half the vehicles sold by this popular manufacturer will disappear from Aussie showrooms within weeks.

https://www.news.com.au/technology/motoring/motoring-news/suzuki-stops-sales-over-red-tape/news-story/5dfbabefba1abee5a059ef0e19cc5220?utm_campaign=EditorialSB&utm_source=News.com.au&utm_medium=Facebook&utm_content=SocialBakers

Why do our modern cars have to go in every 10000km for petrol and 150000 for diesel according to the manufacturer.

Is it a money grab or is the modern motor and tech not as good as the old stuff.

Our good trading partner, the People's Republic of China has just flexed its economic muscles again and halted the export of urea. "So what?", you say.

Well the "what" is that urea is a key ingredient in making AdBlue .Technically known as diesel exhaust fluid (DEF), AdBlue is an anti-pollutant that is added to most modern diesel engines to reduce particulate emissions. That's why you don't see smoke "as black as coal" billowing from trucks like it did in the past. Modern diesel engines in trucks, and some passenger vehicles have a separate tank for AdBlue, which is metered into the fuel line under the control of the Engine Management Unit. (At least that is how I think it works.) If the AdBlue tank becomes empty, the engine will go into "limp home" mode until me AdBlue is added. 

A global shortage of urea has sparked a scare among truck drivers and the transport industry, who fear it could cripple the transport networks that provide daily consumer goods to Australians. Australia consumes between 130 million and 150 million litres of AdBlue a year, and Queensland-based AUSblue is responsible for about half of that supply. You'll  be all too aware of AdBlue if the supply shortage isn't sorted out. In the worst-case scenario, Australia's economy could be brought to its knees.  Urea is now "the Achilles' heel" of the Australian economy.

I have only just "found" this family (now in second generation) business and was surprised to hear that they they supply parts and service all over Australasia and the W Pacific. The parts they sent me were very competitively priced and on enquiry I had estimates for injector /pump work that was equally well priced.

I had a look over their workshops and found them to be second to non. The latest technology calibration machines, all sorts of high tech cleaning rebuilding equipment, etc etc all very neat, tidy and clean - very impressive.

Their main work would seem to be heavy diesels eg locomotives, ships and generators but are equally happy to supply a set of "blue printed" injectors for your Ford Ranger/Mazda BT 50

Check out the Bailey Diesel Group next time you want something for your car, tractor, truck, boat engine