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The issue is the brake fluid absorbs water, in normal driving it will feel fine, take spell of spirited driving, a steep descent when heavily laden or just a very hot day and the fluid will get hot enough for the water to boil, then suddenly you have steam rather than fluid and no brakes, people have been killed on track days when this happens. I would certainly advise it is changed every 2 or 3 years, also keeps the bleed nipples free and reduces internal corrosion I just buy a litre of fluid and with the aid of an assistant pump it through the system one bleed point at a time, only takes half an hour or so.

I may have got confused on this one. It's an American law ; whether that law applies over here I can't remember.

However, a friend of mine has suffered that as a failure. The tester swore blind he had windscreen wash in his brake fluid, and insisted he flushed it out, and that he was 'saving' him. Thus that could be considered contamination to most unfamiliar testers.

Brake Fluid Colour

The colour of brake fl uid is controlled by the Federal Motor Vehicle Safety Standards (FMVSS) CommiƩ ee under their
Specifi caƟ on FMVSS 571.116. This mandates the following colours;
• DOT 3, DOT 4 and DOT 5.1, should be ‘colourless to amber’,
• Silicone DOT 5 should be ‘purple’
• Mineral based brake fl uids (LHM) should be ‘green’.
How and why were these colours chosen? Historically, brake fl uids have been many colours. Both blue and crimson have been
popular in the past and sƟ ll are in some areas of the world. However, other automoƟ ve fl uids are also coloured blue and red —
anƟ freeze/coolants and screen washes, for example, are usually blue, while automaƟ c transmission fl uids are oŌ en red. Thus
there was considerable potenƟ al for confusion and the use of the wrong fl uid. In 1972 the FMVSS specifi ed the above colours
which has no doubt prevented many problems.
ConvenƟ onal (DOT 3, DOT 4 and DOT 5.1) brake fl uids may therefore vary in colour from virtually water-white to a deep amber
colour. It should be remembered that the actual colour has no eff ect on the performance of the brake fl uid, but merely helps to
prevent the use of an incorrect product.

www.technologystudent.com/equip1/cramp1.htm

en.m.wikipedia.org/wiki/Clamp_(tool)

"In the United Kingdom and Australia, the term cramp is often used instead when the tool is for temporary use for positioning components during construction and woodworking; thus a G cramp or a sash cramp"

===

These days it is more often referred to, incorrectly, as a clamp. But actually a clamp does a slightly different thing to a cramp.

The easiest way to explain the difference is that a clamp is usually hinged and so closes with a reducing angle, and a cramp approaches closure with parallel faces.

In much the same way there was a time when planners and strategists were totally different people doing fundamentally different jobs. But these days if you describe yourself as a strategist people just default to referring to you as a planner, and expecting you to do planner things.

Evolution of language always reduces, economises and defaults to general umbrella terms. At first those terms are used incorrectly, but as there is no rule book for language it ceases to be deemed incorrect once it has gained a critical mass of acceptance.

So in one way, you are mistaken, but by contemporary standards, you are correct.

*puffs pipe*

*strokes beard*

As long as there not cracked, look in good serviceable condition, and a lot cheaper, there's no issue. After all every by car you buy comes with second hand springs 😁.

That's a good common sense video. I tried explaining it's OK to cut certain springs to people in the past but gave up in the end

Wow! Your thread seems to have dropped off my my recent feed. Just caught up with the garage build and fit out. It looks fantastic and a good height too. You've also convinced me to invest in some of the flooring too.