Old article

I wrote this for a club newsletter , it was later printed in the major UK MV magazine .

Ill try to paste it across in bits n pieces. It's around 25 years since I wrote this .


Yes , believe it or not , throughout the Second World War , wherever Aussie forces were sent , they usually took along unique Australian pattern utilities. I am referring to the civilian pattern light commercial based vehicles that the Aust. army used in great numbers , particularly during the pre 1942 period . Did you realise that many Aussie utes served in far away places like Palestine , Malaya , Egypt and Syria etc. These utes were soldiering on in the desert and jungle well  before anyone had ever heard of a Jeep or Weapons Carrier .  In Australia , the military vehicle restoring fraternity has shown some little  interest in our own unique pattern vehicles ,  it's the norm at most MV events to see a plethora of overseas designed vehicles , and maybe only one or two Aussie pattern trucks . This is a unfortunate state of affairs . The utility car was a unique Aussie innovation , it was a open backed pickup style vehicle first developed by Ford Australia in 1934 . It was intended to be a general purpose run around vehicle for the land holder and it was initially based on a saloon car chassis ,  the idea being  to combine the comfort of a car with the practical advantages of a small truck . The 1934 Ford ute styling was widely copied by other body builders in Australia pre WW2  and ute bodies were seen on many varied makes  including UK marques such as Morris , Austin , Bedford etc.   

  In Aust. Army  parlance , utes were called GS Vans , why I don't know , maybe the canvas tilt cover had something to do with that . The famous UK built wartime tillies made by Austin, Morris , Hillman and Standard , were similar in style to aussie utes  but smaller . Aussie wartime military utes were typically based on contemporary U.S. chassis types , the chassis' and  mechanical components were mostly sourced from Canada where, the big three U.S. car makers ( GM, Ford and Chrysler ) had well established factories. These Canadian factories specialized in building  RHD components for the export market , mainly Commonwealth countries .  Pre WW2 , much of Australia's civilian automotive transport needs were met by three main car body builders , these three companies were manufacturing bodies and assembling cars with the bulk of the  mechanical components being imported . Its rather odd to think that many different marques of cars competing with each other for sales , had their bodies built by the same company . Officially : Van 1 Ton Battery Staff . Deployed in artillery units 1939 -42 .  Carried a AWA 101 wireless set . Body and cab built by Ford , Geelong, Victoria .

use ( chassis split into two sections ) and reconditioned many U..S. army vehicles including Dodge , Jeep , DUKW etc.  Another large job taken on was building airframes for the Beaufort , Beaufighter and Mosquito aircraft projects . Gipsy major aircraft engines , torpedoes , the list of GMH's wartime achievements goes on and includes countless military canvas items such as tents and a myriad of other equipment .  And , this will be  a blow for die hard Ford owners , during WW2 , GMH were reconditioning Ford V8 engines for military use . Pre WW2 GMH  built car bodies for many auto makes including  Morris , Standard ,  Willys , Vauxhall , Austin , Dodge , Studebaker , the list goes on . 

There were three GS Van classes used by the AMF during WW2 :

12 cwt GS Van :   based on a saloon car chassis

15 cwt GS Van :  based on a light commercial truck chassis

1 Ton  GS Van :  based on a light   commercial truck chassis

There were derivations in the official nomenclature , for example, some utes were fitted out as wireless trucks and called : Van or Truck 1 Ton wireless. A few chassis were also fitted with fully enclosed panel van type bodies .  Also , a few Indian pattern ambulance bodies were built on the Dodge and International D series 1 ton chassis , these bodies were normally built on the 30 cwt chassis ( Ford and Chev ) . The most numerous GS Van types seen with the AIF ( Australian Imperial Force ) in overseas service were Ford and Chevrolet . Within Australia, Dodge , Plymouth , De Soto and International utes were also used by the three services , AMF , RAAF and RAN .

For us MV collectors in Australia , restoring a vehicle that was built during the 1939 - 40 period when civilian vehicles were being impressed into military service can be rather confusing  because at the time , some civilian light commercial vehicles were just left with their civilian wooden drop side trays in situ and given a coat of Khaki green No. 3 , then issued to the army .  All these years later , it is difficult to be certain as to what is correct and what isn't .  During this period when the vehicle makers were changing over to military production , they had little time to design specialist military bodies , so it was perfectly sensible on their part to just use the tooling they had on hand and continue on with the job in hand . Hence , most of the light vehicles issued to the three Australian services up to around 1942 were civilian based .

As the war progressed into 1941 , some military modifications  were introduced on the production lines , but for the most part , military GS Vans generally kept their basic civilian guise right until the end of the war . Some models built,  particularly around 1941  , were only built as military vehicles and they never saw use in civilian guise during the war period . A interesting styling feature seen on some WW2 military Aust. utes was the use of a open or roadster style cab , the cab was made by using a standard civilian truck or car cowling and  fitting  wooden cab framework and metal panel half doors , the result was somewhat similar to cabs on  the civilian based WW2 Indian pattern vehicles .  The open cab roadster ute was also seen in civilian guise pre WW2 .

Australian utility style bodies built during the 1930's and 40's did vary in design detail and method of construction but most of them had a basic wooden frame over which a metal skin was attached , usually wooden floor planks were used.  At one point GMH were building two styles , a one piece type with the cab and rear together and a separate cab / body type . One oddity was the GMH built 1941 Chev and Pontiac car based military open cab utes, these featured a strange composite ute body made with a wooden frame , the framework was clad externally with masonite panels , of the 400 odd built , only 3 or 4 are known to have survived .
All these years later , it is sad to say that very few military GS Vans have survived in Aust. Survivors are usually found in a dreadful state of repair , rusted out cab floors and rotted woodwork present huge problems for potential restorers and few people have the dedication needed to take on the huge task .  Being an open backed vehicle, water would accumulate inside the ute and over time wooden floors rotted away . Post WW2 , the GS Vans were sold at surplus auctions and as late as 1956 some were still being used by the PMG ( Post Master General ) . Most of them just ended up on the scrap heap . Many pre 1942 built GS Vans  were issued to the AIF and were subsequently shipped overseas , this is another reason why so few of these unique military vehicles remain in Australia today. 

Actual production numbers are difficult to determine and varied from maker to maker , one possible clue is from the body numbers stamped on the known survivors, for some models it is possible to make a educated guess . I think that the total production run for most types was less then 1000 . At least GMH did keep records year by year for some models . For instance for the 1941 open cab 12 cwt Chev model, GMH lists only 291 built .  Beyond 1942, large numbers of U.S. and Canadian sourced military vehicles were arriving in Australia and vehicles like the ubiquitous Jeep took over many duties previously performed by the GS Vans . Although GMH and Ford produced some military utes beyond 1942 , the peak production time was during 1939-42 when the country was desperately looking to procure  military hardware of any kind .

Around the same time, I wrote an article for the Plymouth car club newsletter in the USA , about the Australian 1941 army utes . The editor was gobsmacked,  he'd never seen or heard of a PLYMOUTH car based utility, particularly with the Australian body styling . He actually asked me to find one for him ! I'll see if I can find the magazine and scan the story.  This is a 1941  army DeSoto  ute (Plymouth in disguise) , I bought it for $80 in 1981 , it ran and was very original . 

 

 

Another club newsletter article from many years ago. 

FAREWELL OLD FRIEND

In 1974, I went with a friend in his truck from Corryong to Dederang in Victoria to buy a Jeep. As he recalled, it had bars in the grille, so a Jeep it was. On arriving it turned out to be a very run down Dodge Weapons Carrier. It had a blown motor, tyre missing off one rim, no floor in the tray, it was a terrible sight. The farmer wanted $150.00 for it and I was happy to get it for $75.00. In 1976 I joined the VMVC where parts and information came at a steady pace. Through the club, I obtained an engine from Bevan Fenner and I found a winch on a grain auger at Avoca. Gaston Saint helped me with a lot of body panels. Some 15 years ago I ran into the original owner, who purchased it in 1946. He was the mayor of Wodonga and bought it through Lanes Motors in Melbourne to use as a tractor as there were no tractors available due to the war effort. I got it off his sold property at Dederang. I drove it over and through Wonnangatta Station 4 times and back to Ballarat. Once the steering failed and the brakes too. On one occasion lan Ledwidge towed me up the mountains and then lowered the Dodge in front of his GMC until we got to flat ground. I have driven it twice to Corowa, once to Noojee, Albury, Portland, Charlton and many trips to Logan. After 28 years and an offer too good to refuse, I have sold it to an eager chap from Guilford, who is joining the VMVC so it will be around for a long time.
John Carroll VMVC  

Colin A. was a youth during the war and he wrote this for the newsletter.  

TERMITE HEAVEN by Col Anderson - VMVC


Early in 1942, when the invasion scare menaced our country, large quantities of military vehicles and equipment were shipped north from Melbourne on flat-top trains, mostly along the Goulbum Valley line to Tocumwal.

We lived at Mooroopna, near the line and opposite a signal where all the trains stopped briefly. Each train whistle sent a young lad scurrying out to see whether the load was Grant Tanks, road graders, or Marmon-Herrington gun tractors. One day he was fascinated to find a train load of new vehicles. Half were 1941 Pontiac soft-top utes, the other half were Dodge one ton, or 30 cwt, cargo trucks. This schoolboy was impressed with the latest American car-type styling of the Pontiacs, combined with the austerity bodywork and canvas, and of course, all that khaki!

Over 30 years later, when I became interested in collecting military vehicles, I remembered those utes, and wondered what became of them. No-one seemed to know. No mention of them in Observers, and I began to wonder whether I'd dreamed them up, or mistaken the make.

In 1976, a friend from Echuca rang to say he had come across a Ponitac Army soft-top ute near Deniliquin NSW. He said The body is made of masonite and looks like a cheap packing case, and was I interested ? What a silly question!!!

Next weekend I set off with the trailer for Deniliquin. Found the owner, who took me out 20 miles to his farm. There it was, a 1941 Pontiac ute. So I was right after all, here was the proof. Badges on the dash stated "Body by Holden” and "Field Service Finish".

Although complete, the ute was in a very sad state, having spent its final days roo shooting. But I couldn't leave the poor thing behind, so I loaded it on and brought it home.

Later, I received information and photos from a GM Historian. These vehicles were, in fact, built by GMH at Fisherman's Bend on 1941 Pontiac and 1941 Chevrolet chassis and were nicknamed the "Masonite Utes “. They were used by the RAAF and US Army forces in Australia. They are unique to Australia, as the Pontiac Division never made a Commercial vehicle in the US. Recently, I acquired a second ute from a Corps member with a slightly better body (the ute not the Corps member). This one was found in Geelong.

So with the aid of a band saw and some bits of wood and masonite, restoration of the vehicle is well on the way. A full mechanical overhaul was undertaken. A "wanted" ad in The Age" produced no less than two reconditioned motors.

The body required new sills and much welding and panelbeating. The first ute, from Deniliquin, provided many useful parts, as did a 1941 sedan found at Pyalong, near Seymour. Any ^parts5 cars are invaluable when restoring old vehicles.

Work is progressing well and the "Old Indian' should be on the road for Corowa 83 and Canberra, and I hope it will prove to be a reliable everyday vehicle”.

************ **********
UPDATE: - The 'Old Indian" DID make it to Corowa in 1983 and two or three times since.
I spoke to Col at Corowa '99 and he said the 'Old Indian" was one of his favourite vehicles. Ed.
********** **********
PONTIAC - First produced by the Oakland Motor Car Co in 1926, took its name and hence its emblem from Chief Pontiac, the powerful Ottawa Indian leader of the eighteenth century. He united four or five tribes around Detroit and attacked the garrisons there. Pontiac was defeated at the siege of Fort Detroit in 1763.
The makers of the Oakland hoped the new car would improve on the record of its namesake. It did. The Pontiac proved so popular that in 1931 production of the Oakland was halted and all facilities were concentrated on making Pontiacs. Chief Pontiac profile is a familiar sight on Pontiac steering wheels

The unrestored Pontiac was pictured in 1969 at a scrap yard at Tumut , it was bulldozed into the ground . Source f/book. 

 

 

Fighting Rust, Thank you for these posts.. Keep them coming.. This Yankee is enjoying learning more Aussie history.

The little C8AX trucks were almost  exclusively used by the New Zealand armed forces. A mystery is, a number have turned up in Australia,  mostly in NSW. It appears that many of them were sold in situ from N.Z. bases on the Solomon Islands , I believe they were purchased by a surplus business based in Sydney , Torokina Parts , and shipped to Australia.  I wrote this article a long time ago . I owned one , it had the faded N.Z. kiwi formation sign on the cowl. I drew up some basic drawings of the NZ built rear body, I  had one that had been squashed but was still fine as a pattern. 

Among the WW2 CMP range of trucks ( In Australia, commonly known as Blitz trucks ), the little C8AX  ' Puddle Jumper ' would have to be one of the least known and rarer types. The C8AX  4X4 trucks were built by GM of Canada during 1943, they were based on the C8A 4X4 Heavy Utility ( HU ) chassis which first appeared during 1942. The C8A HU models featured a full-length van type body whereas the C8AX was built for export as a cab / chassis only. It appears that the whole production run of C8AX trucks took place around May and June of 1943 as all known surviving vehicles have delivery dates within this time span. A high percentage of surviving C8AX's have delivery  dates around either 5-5-43 or 5-6-43. These odd dates suggest that possibly two production batches were built about a month apart. C8AX production figures are unknown but serial numbers into the 800's have been found, suggesting a total production figure of around 1000.

Production figures for the C8A Heavy utility range are 12,967 and it is unknown if this figure includes the C8AX batch. The C8AX along with the other C8A models ( HUP, HUW, HUA etc. ) , have a 101" wheelbase and single speed transfer case, these specifications are similar to the more common 15 cwt 4X4 range ( C15A and F15A ) built in large numbers by GM and Ford of Canada during WW2. CMP spotters can easily distinguish the C8A from its beefier C15A 15 cwt brother as it has odd six stud pattern wheels and lighter axles. The C8A models also have a distinctive light chassis with smaller springs and the axles have a narrower wheel track. One unusual feature of the C8AX is the 'A' shaped pintle hook-towing frame attached to the rear chassis, this frame was unique to the C8AX, as it was not seen on the C8A HU models. Two C8A axle ratios are listed in the 1944 Chev CMP major assemblies catalogue - early examples have a 6.16 to 1 ratio and later examples are listed at 5.428 to 1. The C8A range of trucks were originally fitted with the now unobtainable low profile 9.25 X 16 tyres. Research has revealed that the C8A 4X4 chassis is actually based on the earlier 1940 / 41 C8 4X2 8 cwt chassis ( Monkey Face model ), with the following differences: A new cross member in the modified C8 chassis supports the transfer case instead of the torque tube support cross member as used in the C8 4X2. Also, on the C8A models heavier rear spring hangers and springs were utilised. Interestingly, the light front springs of the C8 were retained, but with an extra leaf added.

The really odd twist that surrounds the C8AX story and adds much interest is, it appears that the whole C8AX production run was exported to New Zealand ( NZ ) in Completely Knocked Down (CKD) cab / chassis packs. The trucks were assembled at the GM plant near Wellington. Why the NZ Govt. ordered the C8AX is a complete puzzle, by 1943 the C15A was widely in use in Australia and it would have made more sense to order the C15A as many parts from the C8A models are unique ( axles etc. ) and not easy to replace.     
                                                                                                                      
Because the vehicles were supplied without a body, a General Service (GS) body was manufactured in NZ, apparently by the government railways workshops. Probably because of a lack of manufacturing equipment, the GS body was of necessity, a simple design built from steel and wood , it featured 18 gauge steel side panels crudely oxy welded together; wooden floor planks were utilised. A crude spare wheel bracket was welded to the forward end panel. One interesting fact is little known outside of NZ. A unique NZ designed house type wireless van body was also fitted on some C8AX chassis'. The wireless van featured a complex wooden frame clad in tongue and groove planks, it was normally fitted with a NZ designed ZC1 wireless set and as few as fifty of these vans are thought to have been built. The C8AX appears to be a CMP type peculiar to the South West Pacific theatre during WW2 as it was rarely seen anywhere else. Being fully imported, the C8AX utilised a Canadian built cab, these cabs are easy to spot from the local Australian GMH manufactured cabs. The Canadian cabs feature a checker plate floor, oblong shaped side vents and are generally much neater in finish. Photographic evidence of C8AX trucks in service is almost non existent, but the few photos I have seen reveal that C8AX's were in use in the Solomon islands with the NZ 3rd Div and RNZAF during WW2. Reports indicate that the C8AX performed very well in off road use, powered by the ubiquitous 216 'cast iron wonder', the light chassis may have been a bonus, allowing the truck to walk over rough terrain.

Although many C8AX vehicles were surplused out of the NZ army by 1960, some trucks remained in service with the NZ home defence forces until as late as 1968. Quite a few of the trucks have survived in New Zealand where some have been restored by military vehicle enthusiasts. About 15 examples are known of in Australia and it has always been a mystery how they ended up in Aust. because the Australian army never officially used them. A clue is, some of the C8AX trucks found in Aust. feature the NZ 3rd Division formation sign, ( a kiwi ) on the cowl beneath the passenger side windscreen. One of many surplus companies in business immediately after WW2 was a company called Torokina Spares, apparently Torokina Spares imported surplus vehicles from the Solomon Islands into Australia and then sold them to farmers and dealers. It is likely that the C8AXs' found in Aust. were imported by Torokina Spares sometime after 1945. Most C8AX's in Aust. have been found in the Tumut - Batlow area of NSW, this indicates that a batch was sold to a dealer in that area. A few restored examples exist in Australia and NZ - Len Schutt of the Victorian Military Vehicle Corps and Steve Moody of Coonabarabran NSW being two. Another nicely restored example is owned by Arthur Poll of Christchurch NZ. In New Zealand, C8AX 's are affectionately known as ' Puddle Jumpers '. If you ever come across a Chev Blitz fitted with six stud wheels, sitting on a light chassis; it will be one of the unique little C8AX CMP trucks only seen in this part of the world.

 

 

 

 

Australian Disposals Commission were also selling 2000 trucks in situ. 

 





 

1941 DODGE SEDAN RESTORATION By Neil Wain VMVC

After restoring a 42 Jeep to military appearance and deriving much pleasure from the parades and rough bush trips with the VMVC for many years, it occurred to me that with the onset of middle-age and the lack of creature comforts in the green machine, perhaps it was time a more comfortable hobby vehicle was acquired, so I scouted around for a sedan car, preferably American from the pre-WW 11 era.
A member approached me with an offer to look at a 1941 Dodge (D20), ex-RAAF staff car he had for sale, and after a few enquiries about other vehicles that may have suited, decided to purchase the Dodge in 1987.
The car's history is incomplete, but the information I have from the previous owners indicates that the car was retired from RAAF service (RAAF No 202513) in 1952. Its history from that time till 1979 is unknown, probably purchased from disposals and run by a private owner until it was no longer roadworthy. It was advertised in the Melbourne "Age" on Saturday 19 May 1979 at Ballarat and purchased by a VMVC member after it was discovered to have had a military connection and has since passed through two other VMVC owners before me, each accumulating bits and pieces for the forthcoming restoration before deciding not to proceed.

I believe most Dodges and Plymouths of this vintage were acquired by the armed services for Air Force staff cars (most Chevs and Fords went to the Army) and several years after the war were sold at the disposal sales in a well-used condition.It was complete, but in poor condition. It had been painted dark green over the military olive drab. Some crude rust repair work had been attempted and a large dent in the roof panel had been roughly repaired by "tradesmen" for a previous VMVC owner. The interior was dilapidated with splits in the leather seats, damaged head lining and worn carpets. The motor ran roughly and had weak compression in most cylinders.

The Australian '41 Dodge was assembled at the TJ Richards Chrysler plant in Adelaide, SA, from parts and panels sourced from TJR local manufacturers and imported from the Canadian Chrysler plant in Windsor, Ontario. Physically, apart from chrome trim and dash styling, the vehicle's major differences to the 1940 model were the single piece 'alligator' bonnet, hinged at the cowl, installation of the battery in the engine bay instead of under the front seat, and the introduction of the longer 218 cu in motor, otherwise it was basically a Plymouth chassis and body with Dodge chrome trim and name plates conforming closely to the Canadian D20 Kingsway and D21 Kingsway Special models of that era.
The Australian '41 body differed from the Canadian version in that it had a two piece rear window instead of a single pane, different front and rear quarter vent window pivot design, retained the external door hinges from 1940 and had different door lock and window winder mechanisms. The RHD dashboard panel arrangement does not allow the standard Mopar push button valve radio of the time (Phiico 801 or Motorola 37D-1) to be installed in the opening provided as it fouls the cowl vent lever and dashboard brace behind the panel.

Mechanically, apart from being right hand drive, the Australian car had electric instead of vacuum screen wipers and a push button solenoid operated starter motor instead of the foot pedal lever mechanism used on the North American LHD cards. The RHD Australian column shift used a bowden cable and lever mechanism to actuate the gearbox selectors. The engine had a 4-1/16" stroke and a 3-3/8" bore (218 cu in), the same as the Canadian version of the car.

After taking delivery in November 1987, the Dodge was then progressively stripped down to a skeleton so that I could assess what needed repairing. In 1991 an advertisement appeared in the "Melbourne Trading Post" for a "41 Dodge at Kinglake West. The owner was prepared to sell for a reasonable price and so it was added to my stable.
There appear to be very few '41 Dodge cars left in Australia, apart from the two I purchased. I know of only three others - one four door sedan located in NSW registered and running; there is a two door convertible in SA under restoration (thought to have been one of two imported to Australia during WW11 and used by General MacArthur), and there is another four door ex-military car in Perth WA.
                                    
In response to an advert in the "Melbourne Trading Post", September 1991, for "41 Dodge panels, I purchased the front clip off a hearse, including the die-cast two piece grille, head lamps, bonnet mascot and dash, complete with instruments.
Having dismantled both cars, and with the newly acquired parts from the hearse, I was able to select the best parts, mechanicals and panels for the reconstruction. The chassis and running gear of the first, car, the body, shell, doors, seats and motor of the second car and the front sheet metal and dash of the hearse were chosen as the best basis for a ground-up restoration. The body was sent away to a Chrysler Club member to be sandblasted and have rust replacement work done whilst I worked on the chassis, brakes, steering and suspension. The other body shell and chassis were stripped of all useful parts and sent to Simms Metal for recycling.

The motor of the first car appeared badly worn so it was rejected and the second car's engine, which seemed to have had some recent work done on it, was tried but found to have a siezed oil pump which had stripped the camshaft worm drive for the oil pump and distributor. Also, the motor had been modified with a W crank and 3-7 /16" rebore (250 cu in) with the two centre pots sleeved and the underside of the cylinder block ground away to clear the bigger crankshaft. It also had a rust hole between the valve seats on
number three cylinder.

This engine was also discarded and neither motor was considered suitable for refurbishment, so I purchased a third engine from a '49 D32 Dodge which has the same specifications as the '41 D21 motor. A check showed the cylinders and pistons to be 0.020" o/s and in good condition. The crank was standard but needed a 0.010" grind. The head and block were surfaced and the valves and seats were refaced at a local engine shop. The motor was reassembled with new rings, bearings, seals and gaskets.
The standard clutch mechanism from the first car was installed with a new clutch plate. Both transmissions were dis-assembled, cleaned and checked for wear; both were in good condition except for some minor chips off the first gear. The gearbox from the first car was re-assembled using the best parts and new synchro rings.

All the die cast trim, such as the grilles, headlamp housings, tail lights and dashboard fittings, together with bumper bars and numerous other smaller items, were sent away for chrome plating after an extensive preparation procedure to remove as much of the inevitable pitting and rust as possible without destroying the parts concerned. In the process, the platers managed to snap the diecast windscreen centre bar, but I was lucky to be given a replacement by a generous Chrsysler member.
The body was re-fitted to the chassis and sent off to be painted. Rather than restoring the vehicle in olive-drab to represent a staff-car of the WW11 era, I've chosen a Nissan cream colour, Simpson Beige (DSD19) which closely represents a Mopar colour of the 1941 civilian period.
In 1997, ten years after I purchased the first car, I was ready to test the fruits of my labour. With no interior, front sheet metal or radiator, I primed the oil gallery and cranked the engine over without ignition. With the oil pressure registering about 40 Ibs pressure all seemed well. With the ignition on, the engine fired on the first try and ran very well considering that it had not been tuned at this stage. A short run out of the garage and back in first gear indicates that all the mechanical systems seemed to be working at that point in time.

I then had confidence to fit the radiator shell, radiator, front guards and bonnet and the vehicle was starting to take shape. The wiring to the headlamps, tail lights and interior lamps was finished off and the body was then ready for glazing and upholstery. It was discovered that the quarter vent design of the North American and Australian cars were different, so it was necessary to make quarter vent seals from universal rubber sections obtained from Australian sources. The interior garnish mouldings and dash panel were given a dark wood grain finish, following instructions found in an article in "Classic Cars" magazine.
I relocated the dash panel support brace and cowl vent lever to the centre of the firewall and installed the dash panel, instruments and interior lighting. A Mopar 802  push button, valve radio was fitted in the dash panel opening next to the glove box. A local motor trimmer fitted out the interior with a selection of mid-brown carpet, beige head lining and tan leather for the seats and matching tan vinyl door panels.
The car was checked out by the Chiysler Club inspectors on 23 November 1998, and is now complete with Club Permit plates CH 4345 for the 1999 Club season.

(Thank you very much Neil for this great restoration saga.

Canada makes the 8cwt twins . 

In 1936 , Morris Commercial pioneered the 8 cwt 4X2 class of British army vehicles when it introduced the nifty little PU model . By 1940, other UK vehicle makers such as Humber and Ford UK were producing their own 8 cwt pick ups for the British army. These little  army trucks were not a modified civilian vehicle, although they did utilize some standard civilian components e.g., engines, they were, in reality , completely designed from the ground up as a military vehicle. From the beginning , the 8 cwt class of trucks were specially designed for use as mobile wireless stations , with approx. half of the 8 cwt vehicles built being fitted out as FFW ( Fitted For Wireless ) trucks . By 1940, WW2 had appeared on the horizon and the British army was in desperate need of wheeled transport of all kinds . As the war situation looked grim , GM and Ford of Canada came to the party and produced a 8 cwt truck that was loosely based on  the British 8 cwt PU pattern. As part of the range of Canadian Dept. of National Defense  (DND) pattern vehicles, (later known as CMP vehicles) these Canadian built  8 cwt vehicles were the Chev. C8 and the Ford F8 . Production began around May of 1940 and ended towards the end of 1941 with total production listed at 9837 units built .The percentage of C8's in the production figure is unknown but it was probably around fifty percent.

These little 8 cwt trucks make an ideal project for the restorer , being small , they will fit into the average garage without any trouble  . The Canadian built  Chev. C8 , and the Ford F8, both utilized many standard off the shelf civilian vehicle parts . This parts compatibility situation makes it relatively easy to locate replacement parts e.g., engines and gearboxes used in both of the 8 cwt twins are the standard off the shelf civilian lumps . In the case of the C8,  the 1940 3 ton civilian truck front axle was employed , it was coupled to the standard Chev. light commercial brakes .The rear axle was pinched from the 1940 Chev. 1 ton truck : with a 4.55-1 ratio, it is unusual in that it has a torque tube drive shaft to the gearbox. Special adapters were used to mate the 900-13 split army rims onto the civilian axles. 

The Canadian designed cabs known as the number 11 and 12 ( In Australia , often called the Monkey Face cab. ) were the result of a awkward design specification laid down by the British War Office , the front axle had to be a certain distance from the firewall etc. These cabs can only be described as being like a full sized mechano set , with many hundreds of bolts holding everything together . On the Chev cab , to gain access to the engine to do a tappet adjustment requires about and hours work . The engine cover is made up from  three separate panels , all bolted to the floor .


Here in Australia , the C8 is far more common than the F8 ,with around ten C8 examples  having been found , and so far only one F8 has surfaced. Overseas , it seems that the F8 is more common with quite a few examples located in the UK and Canada . The Australian C8 's  arrived here via the Middle East and they all appear to have been supplied under British  contract demand SM 2029 . Units of the AIF stationed in the ME  theatre were issued with vehicles supplied under British SM's and some of these vehicles were sort  of sneaked back to Australia with  the returning troops .One cab 12 C8 purchased by the author in 1981, still had its British census nr.  Z4544183 , visible alongside the AIF  6th div formation sign and the 1st Aust. armoured div sign . As well as the 8 cwt's , among the menagerie of  dusty, sand coloured trucks that were officially or unofficially borrowed by the Australians in the ME , there were other oddities like 2 pounder portees and 12 cab gun tractors .

The British style 8 cwt PU body was a rather complicated affair with many separate wood and metal bits bolted together , the Canadians redesigned it and came up with a all steel composite design , much easier and quicker to make . There were two distinct Canadian 8 cwt bodies , known as the 1A1 and the 1A2 , they  were outwardly identical , but the 1A2 was the FFW version and it had elaborate fittings for the wireless set it carried . Apparently , the Chev C8 bodies were made by W.D. Beath , a company in Toronto . It seems that Ford made their own . It is known that some Canadian 8 cwt's were shipped to the UK, but the bulk of them went directly to Nth Africa . The odd thing about  the C8's found in Australia is , they all ( except for one Canadian bodied example I know of ) have been fitted with British built PU style bodies , built by Duple Bodies and Motors LTD of London . Were these Duple bodies fitted in the U.K., or the ME ? It is a mystery indeed.

Being only a 4X2 , and rather heavy for their size ,  their off road use must have been severely limited .Wide section balloon type 900-13 tyres were standard on the 8 cwt class . This unusual tyre size was apparently used by oil companies on light trucks in the Middle East oil fields pre WW2 . Today , it is a difficult task locating these tyres , MRF in India seem to be the only brand available in Australia at present albeit in the NATO tread pattern .  Driving the C8 around on modern  roads can be a little hazardous , the little beast likes to sit on around 40 mph. The small thirteen inch wheels can easily force the  ' stove bolt ' Chev engine to rev out beyond its limit , the cast iron pistons have their limitations and GM's cast iron wonder runs on poured big ends , drivers have to be careful . Reports from F8 owners overseas claim that the F8 will cruise along happily at 50 mph , this makes sense as the V8 would spin out more readily and handle the revs without problems. The F8 also has a axle ratio of 4.1 against the C8's 4.55.

The Canadian 1A2 FFW body had various wireless fitments that were rather comprehensive , there are brackets for locating batteries , a wireless antenna base mast and a radio operators notice board with light . The two large lockers mounted on the forward end panel are ideal hiding places for tools etc. A canvas speaking tube was located between the cab and rear body , enabling the crew to communicate with the driver . The wireless fitments appear to be designed to accommodate a No.11 set .  By 1942 the No.19 set was widely in use and many 8 cwt's would have been fitted with these sets

My second C8 was located on a property near Wangaratta in N.E. Victoria , still in running condition , the original military body had been discarded many years ago . I was most pleased to discover that it was a cab 11 , built around May 1940 . I worked out that it had , in its army days , had a Canadian all steel body fitted.  A wanted ad in 'Wheels and Tracks' prompted a reply from a chap in Lancashire U.K., he had the same problem , a C8 without body , but he had access to one . Over a three year period , he very kindly supplied me with detailed drawings and photos of an original 1A2 body  , these plans are currently available to anyone who needs them.

A 1944 Canadian vehicle data book has the 8 cwt's still listed , but a notation  states that ' this vehicle is obsolete and is not used in any active theatre '. Similarly in Australia , by 1944 Jeeps had well and truly arrived and  the C8's would have been relegated to ordnance vehicle parks to await disposal . Post WW2 , at least one C8 example was used in bush fire brigade service in Northern Victoria . At a guess, as many as fifty C8's may have arrived here , but it is difficult to be certain about the exact figure .

Pictured is a F8 kitted out with the LRDG , apparently they only had one of these vehicles and they reported that the V8 engine  suffered badly from sand intrusion . Note the Vickers gun mounted in ad hoc fashion . The cab top has been removed , this was common practice with many cab 11 and 12 vehicles in the ME theatre . These cabs were very cramped and hot , one can only imagine the heat distress suffered by drivers . Towards the middle of 1941 a revised all steel body was fitted to Canadian 8 cwt's . The new body was longer and supposed to be more spacious , the spare wheel was fixed internally  

Combining aspects of British design with American technology , the result was a unique vehicle that despite it's limitations , did the job required . Today , around the world ,these little trucks are sought after by enthusiasts and collectors . With only just under 10,000 built , not that many are left . By late 1941 , transport requirements were rationalized and the 8 cwt class was deemed to be obsolete , production ceased in the UK and Canada in favour of the 15 cwt class . 

These little trucks may be slow , ugly and lacking in the glamour and utilitarian looks of their contemporary U.S. cousins , but they do have much to offer .  Mechanically , they are straight forward , parts are relatively easy to locate and they have that ' rare ' factor which adds to the interest . Apart from my own C8 , I have never seen another 8 cwt at a rally anywhere , I hope this situation is remedied soon .

More info.  www.rcsigs.ca/index.php/CMP_Truck_8-cwt_Wireless

 









       
 

This is another article from the club newsletter .

Alec's Fordson WOT2 truck as found. 

 



By Alec D.

I was returning home one evening in June 95, when in the fading light, I glimpsed what I thought was a Morris 15 cwt. I had to look twice for English military vehicles are rare in Australia as not many were seen here during WW2. Returning the next day I clambered over the truck and found the data plate. It was a WOT 2 D - the Van body model. I had to have it ! So after some negotiation and having paid enough to rescue it from being scrapped, I found out that the vehicle had served locally for fifty years as a bush fire brigade vehicle and had been fitted with a water tank and pump. It was in poor but complete condition and had less than 10,000 original miles on the speedometer. I made contact with the archives section of the Australian War Memorial archives section as the Australian Army registration number, was just visible on the bonnet and after much searching discovered the former English registration number to be V711208. According to the records sixty WOTs entered service in consecutive order on 24th June 1942. And it is understood that the vehicles were on a convoy destined for Singapore, which was diverted to Australia when Singapore fell to the Japanese. Such vehicles are commonly referred to here as ‘ refugee cargo ’.


From 1942 onwards, Australia started to receive volumes of 4X4 and 6X6 vehicles of all types from the USA which allowed the release of the WOTs which were only two wheel drive, to various bodies such as bush fire brigades, roads boards, forest commissions, railways and tramways boards. Many were still in use years after the war including my vehicle that was released to the Springhurst Bush Brigade in late 1944 and served the brigade for almost fifty years before being retired and replaced. As there is little information in Australia about these vehicles, I contacted as many people overseas as I could, in order to source the material necessary to attempt a restoration. I acquired a maintenance manual from the UK and several photocopied magazine articles. The restoration commenced by stripping the vehicle down to the bare chassis together with bonnet and guards and sandblasting them with a mixture of fine sand and walnut shells. Everything was primed with paint and the slow process of re-assembly began. Luckily I had taken photographs of the disassembly that proved to be invaluable in accurately replicating the original look of the vehicle.  The chassis and running gear were perfect but it was apparent that the original 1941 tyres (marked both WD and DAD) would have to be replaced for safety reasons, although they were all in excellent condition. The brakes were stripped and found to be perfect and unworn and the gearbox was in the same condition. In 1997, armed with an extensive shopping list , I decided  a visit to the UK was called for and , the first show  I landed at was Beltring, where I made contact with other WOT owners .


Beltring was a great experience, I was pointed in other directions to specific parts suppliers such as Wally Wheatley at Nordian. Here I managed to acquire many new and hard to locate parts that made it possible to complete the restoration. The original engine had blown up and been replaced by a 24 stud Bren Gun Carrier motor so on the next trip to England I bought three 21 stud motors and sent them home in a shipping container with new tyres, seats, another radiator and many other small parts. However on returning home and examining every engine not one crankshaft was suitable for grinding so a search for a Ford Pilot motor or a Thames truck motor started. Eventually after much searching, I was lucky to find a good crankshaft and an engine was rebuilt almost completely from new pans. It was a pity that the front oil gallery plug was left out on the rebuild because when the engine was started it was apparent that 10 pounds oil pressure, when cold would not be good enough. Out came the engine again, which is no small job however, it now has 50 pounds oil pressure.


From the time of purchase it was apparent that the rear wooden body would have to be replaced. It was complete but in various stages of decay, so we selected a Mountain Ash tree in the forest that was felled. This was milled into approximate dimensions, stacked and air dried for four years. Every piece of timber was exactly duplicated and most of the original bolts were re-used in the rebuild. As the metalwork was in excellent condition this was cleaned and painted, so that the finished product looks nearly as good as the day it left the factory in 194 Having had the instruments repaired, checked and professionally cleaned, they were installed together with a new ignition/light switch. A new wiring loom supplied by Wally Wheatley was also fitted which proved quite a task but trial and error eventually saw all the electrics working correctly. The canvas work was done locally using Australian canvas that unfortunately was not quite the quality or weight available in the U.K. I was lucky to find small items like the jack handle, oil can petrol tin and a tool kit with tools, in my travels which have added the finishing touches to the restoration. The WOT is a pleasure to drive short distances but the driving position is rather cramped for the right leg on the accelerator so this, together with poor fuel consumption ruled out long trips. The finished WOT2D has now been acquired by The Australian War Memorial in Canberra and may be seen on display, from time to time as it is rotated with other exhibits from the Memorial's extensive collection of historically important memorabilia.

The  AWM truck  www.awm.gov.au/collection/REL32545

Alec is among a select group of VMVC members to have restored a WOT2, both Andrew Browne and John Neville having also restored similar vehicles . Lets hope one day , we will see all three together tearing along the highway !   Back in 1981, I found a WOT2H sitting abandoned in the corner of a Lucerne field in NSW, after finding the farmer, he said I could have the old truck. I managed to borrow some 8 stud wheels for the WOT2 , and with my 46 Dodge ute, I towed it to a relatives place.  Amazingly,  the mechanical brakes on the WOT2 , were still functional.  On the drivers door of the WOT2,  the farm property owners name ( not the farm where I found the truck ) was still readable, at Canberra !  This truck that I salvaged, ended up with a collector in Sydney. Mike.