NUMBER1 = K £1.75 Overseas WHEELS & TRACKS THE INTERNATIONAL REVIEW OF MILITARY VEHICLES Canadian Chevrolet CSA — 4x 2 Whites Sinsheim — Four generations of Bedfords Keep ‘em Rollin’ — Maple Leaf Jeeps 12-ton 8 x 8 — New VLTTsPublished by Battle of B WHEELS & TRACKS Telephone: 01534 8833, International id, 3 New Plaistow Road, Stratford, London F1S 0A, England tain Prints Wheels & Tracks is published quarteriy in January, Apri July and October Editor-in-Chief: Winston G. Ramsey ator Bast Vanderveen {© Copyright 1982 ISSN: 0263-7081 Printed in Great Britain by Plaistow Press Magazines Ltd. London E13 JA Looking back over the period since many of today's historic military vehicles helped to actually make history, there is no doubt that the present-day interest in military vehicles — wheeled, tracked or a combination of both — really began to develop in earnest during the 1960s. Initially confined to a relatively small number of people, it was stimulating to experience its expansion as it took root among bands of enthusiasts and sprouted clubs, groups and organisations, but to have foreseen the world-wide impact that their rallies and displays of restored vehicles were to have today would have required a degree of foresight that not many could lay claim to, ‘The various forms that this enthusiasm took need only be touched on here, ranging from the collecting of photographic or visual material and technical literature to seeking out the real thing. Besides the museums — with some magnificent exhibits between them — individuals in countries such as Britain, the United States, Canada, Holland, Belgium, France, Austria, Australia, New Zealand, et al, have contrived to acquire a constantly surprising number of vehicles of all kinds, including rareties that would command a place in any collection. In the middle come the vast majority — the one-vehicle men (and women) — who have managed to come by their very own motoreycle, Jeep, or whatever, and who take pride in its restoration ‘and in maintaining it in superlative condition, It was also gratifying to witness the emergence of club periodicals, including such excellent examples as Army Motors in America and Windscreen in Britain ‘as well as the publication of magazines, books, reprints of manuals, and the supply of original and replica parts, not to mention the appearance of scale models in all shapes and sizes, in kit form and serateh- built: all contributing to the fascination of this absorbing pastime. Equally, though, we believe that for some time a growing need has existed for an independent, international review of military vehicles, both old and modern . . . hence Wheels & Tracks, It goes without saying that we intend to publish articles of a standard you would expect. At the same time, no-one can pretend to know all there is to know about every vehicle; indeed, part of the enjoyment of a ppastime such as ours is the depth of other people's knowledge and the never-ending amount of information that is always coming to light. So do please contribute details about the vehicles that appear: first-hand experiences, photographs oF information — whatever is of interest will always be ‘welcomed, Let us have your comments, news of discoveries, renovation projects, etc. And please take advantage of this invitation to make use of the magazine as a source of fellow readers’ knowledge — as a forum for sharing information, for that, surely, is what itis all about, Contents CANADIAN CHEVROLET C8A 1 FOUR GENERATIONS OF BEDFORD 4X4 TRUCKS 12 Wartime Jeep. in British tvery Cover: From QL vie RL to M and TW: forty yeat of four-wheel dive frm Bedfordshire MAPLE LEAF JEEPS 16 ‘Canada’s US-bullS-cwt cat’ end home-grown 10 tralers| 12-TON EIGHT BY EIGHT 22 “An ambitious warime attempt to supplant the US Army's heavost 66 wucks| VLTTs FOR FRENCH ARMY 30 “The days ofthe Wl type Jooo's active service n France are numbered KEEP "EM ROLLIN’ 34 {A decade of restoring ad preserving itary vehicles inthe Netherlands. BOOK REVIEWS 38 SINSHEIM MUSEUM 39 ‘look atthe milter secon of Garmary/s recent opened and unique vansport museum TRACTOR SAVED 44 “The caraer ofa high-speed tracked aillery prime mover 4X2 WHITE TRUCKS 46 ‘At tho star of WWII, many US commarcial-type trucks saw military sevice DUXFORD 51 ‘preserved by a member of Keep Them Rolling sce page 34 ‘An anni feast of mitary vices, fie engines and alertDuring the Second World War, the | Canadian automotive industry ‘con: | tributed very considerably to the arsenals | of the Allied nations. The total number fof motor vehicles alone amounted to 857,970 units and nearly half of these | (409,936) “were so-called Canadian Military Pattern vehicles, the remainder being Conventional " (commercial designs), Modified Conventional and Ar- ‘moured ‘With the design of the CMP vehicles, the Canadian Army Engineering Design Branch of the Department of Munitions and Supply followed established British standards, The simple reason for this was that Canada belonged to the British Commonwealth of Nations. Although during the late ‘thirties the Canadian military authorities and the design departments of the Canadian branches of Ford and General Motors had produced a few prototypes of British style military vehicles, no true military design was available which had been fully adapted to Canadian production facilities when the war broke out in 1939, The Department of National Defence was not in a position to instruct industry to tool up for any prepared design. Many major problems had to be tackled and solved and the urgency was great ‘The major Canadian automotive com: panies were and are each related to a larger organization in the US and their products were of US design. It would therefore have been a more logical pro: cedure for Canada to have based her designs on those of the US Army, But the US had not entered the war and as te Loe pigs nea ‘Canada was to fight as a partner of the UK it was natural that she should build to British Army standards. Nor was it realized in 1939 and early 1940 what a large volume of vehicles Canada was 10 build in the ensuing war years, not only for its own use and for the British but also for Australia, New Zealand, India and other members of the Common: ‘wealth, as well as the USSR. The’ major components produced in Canada, such as engines, gearboxes and axles, determined the class of vehicles Which were to be manufactured. These in felationship to UK design were suitable for trucks ranging from S-ewt to 3-ton military payload rating ‘The Ford Motor Company of Canada and General Motors of Canada were ap- proached by the Canadian Government And were asked to co-operate in develop- ing a range of military vehicles to British standards. Each company was 0 manufacture such vehicles but. the design was to eall for as many common or interchangeable parts as possible. The two companies — already having been involved in the design of earlier pilot models — responded in a most sat tory manner. ‘Theit normal intense rivalry was dropped and they worked together as a team. Each used its own power unit, transmission and chassis frame and’ from that point on they sought interchangesbility within the limitations imposed by. these com poner {AS a result of the lack of a previously developed and approved pattern, design engineers were placed under tremendous Early production Chevrolet C8A Heaxy Uility Personnel UP) vice in Otama, Ontario, in March 1942. (Public Archives of Canada) Canadian Chevrolet C8A The story of Canada’s famed CMP Heavy Utility vehicles — Part |: HUPs pressure. Speed was all-important. Ci fain components, such as driven front axles and transfer cases, were unfamiliar to Canadian designers. Although expert advice was sought in Canada, the US tnd the UK, decisions had to be made quickly, without the desired amount of study. Testing was not possible until pilots had been made. In the meantime, Tong shots had to be backed in order that ‘material might be ordered and tooling Started. Engineers, who were accustom= od to taking three or more years develop. ‘ment time plus endless miles of testing before releasing a model, were called upon to make virtually snap decisions ‘As pilots were rushed through, testing became possible. Certain weaknesses were found, as might be expected under the circumstances. Those weaknesses which it was feared would seriously af- fect the performance or life of the chi cle, resulted in redesign and retooling. ‘These revisions caused delay, but not as much delay as if aff components had been held back for complete proving, It was an expensive way to design, but tinder the circumstances it was the best because it was the quickest. While ‘outstanding points of criticism were cor rected, certain basic designs were releas ed at the outset which continued to resist improvement throughout the war; for with the industry geared to maintain al: fut production, a pause to change tool- ing or layout and incorporate changes was often next to impossible, The combination of Ford/GM trucks was first known as the ‘DND Pattern’ bbut later, when users other than the WHEELS @ TRACKS No. 1British: bodied Heavy Uilty om 1941-patte Ford CO1DF (F8) chassis wes basicaly similar (CAA HUP and may have ingpired its design Canadian Army began to oréer in large ‘quantities, it was changed to the ‘Cana- dian Military Pattern’ (CMP) and under this name was distributed throughout the world The CMP vehicles, all of which had right-hand drive, were originally produc ced in four main classes: Bewt, 1S-cwt, 30-ewt and 60-ewt or 3-ton. In the in terests of rationalization and standar- dization, the 8- and 30-ewt types were later dropped, but the Sewt in its 4x4 "Heavy Utility’ form was continued. This HU was not normally referred to as 8-cwt (except in the C&A chassis model designation, denoting Chevrolet. S:ewt with all-wheel drive) and in 1945 was uprated, contemporary handbooks Tisting it as 1S-ewt 44, "The British Army at the time knew two types of Utility vehicles: the Light Uitity and the Heavy Utility. The former HUP pil 1 model, built late 1941, was one ofthe frst CMP vehicles tose the No. 12 cab design. Note sharp outline of headlamp receses were light pick-up trucks, derived from small civilian type passenger cars in the 10-to 12-HP category and the latter were militarized estate cars on larger 6- and 8- cyl. car chassis, Initial, the heavy types were based on Ford and Humber 4%2 ssis, with the 1941-42 North ‘American Ford VB station wagons as the Canadian equivalent. All these vehicles, which were basically civilian designs, proved to be too eramped and generally lunsuitable for military use. Two British coachbuilding firms, Mulliner and Stewart & Ardern, produced a small Series of larger, box-like bodies for ‘mounting on the Canadian CMP Ford FB 8-cwtd x2 chassis and these proved & more satisfactory solution. In due course this motley collection of Heavy Utilities ‘was replaced in production by the British Humber 4x4" and. the Canadas (Chevrolet 44 O8A, This was at the time when the Canadians had imtroduced their CMP cab No. 13, and with this front end the C8A remained in produe- tion until the end ofthe war. The bodywork of the CBA Heavy Utility. was possibly inspired by the British/Canadian F& type mentioned above, except that it was of al-steel welded construction. Known officially as the Heavy Utility, Personnel, the CBA was dubbed “HUP" and as such became quite a popular vehicle, It is worth men: tioning that the HUP was the only CMP vehicle to be built entirely by one ‘manufacturer: GM of Canada produced the bodywork themselves and the whole vehicle was put together on the Oshawa plant's existing car assembly line. For all ther CMP vehicles, the bodywork was provided by outside specialist suppliers tunder the umbrella of the Stee! Body Manufacturers’ Association, which had bbeen organized by the Department of Munitions and Supply. Although about half a dozen versions of the CMP Heavy Utility were produc ed, all varying in detail according to role, they were all popularly known as HUPs. Only a professional would refer to the Ambulance version as an HUA and the Wireless van as an HUW. In ad. dition to which there were the Cipher OF fice and Computor (both with penthouse equipment, ie. canvas side extension), Machinery’ ‘ZL’ and Staff Car. These were never ealled HUC, HUM and HUS, though. ‘The construction of the body lent itself readily o insulation and various types of interior lining; the design was flexible enough to allow for almost any type of adaptation. It was almost, but not quite, ‘universal body. ‘Altogether during 1942-45, no fewer than 12,967 Model CBA vehicles were Rearview of HUP pre-production model, showing postion of rarmost Seas, prctace ern! hendle end shove Rear corner lockers wd de to be installed and taillights are ofthe 1940/41 nr door was intended only t bean emergency ex. find absence of side lights, radiator overflow tank and ‘Chevrolet blems A licence plete bracket mes providedn the radiator guard mudi ba putert. The WHEELS & TRACKS No. 1Three quater rearview fiveddoor ICI body. sporting spraye “rao curtains behind the rear quarter indo produced (including an unknown but limited. number of CBAX chassis/cab ‘ersions, which amounted fo just over three per cent of the total number of CMP "vehicles “manufactured up. 10 September 1, 1945. The price ofa basie CBA vehicle, without equipment, sas Approximately $1880. The fist produce dion contract called for 782 HUPS, to be shipped to the Canadian fores in Bri tain early fn 1942 When first introduced, the HUP had a five-door bods, , the CMP No, 13 cab without its rear panel, welded up to. van-ype rear boty with two side doors tnd one atthe rear, consructed as one integral unit. The chassis was rather Similar to that ofthe CISA IS-ewt 4 <4 truck, with 101-in wheelbase and single Speed. transfer case. The ales were Tiger, however, with narrower track and consequently the front wings were also narrower, ‘The front shell was aso Stightly different ‘but the front wings ‘ere a useful recognition point, especial: Iyim the ease of post-war Gvlan conver- sions. Another useful” identifying feature: the tow clevises on the front bumper were horizontally hinged on the CA. vertially om heavier types. Front and rear wheel track measured 624, in; fon the 1S-ewe CISA teas 70 in front and 7014 in ear. The CBA's tye size was 9°35.16, as on its Britsh. Humber equivalent im the Canadian Army, the HUP's operational role was described a5 “used by arms and services generally a8 light ‘hile for: transporting personnel in Small parties; frequently employed in units gs commanding officers office ‘ehite™ The vehicle could accommodate x persons, including the driver. two inthe eab, two on a three-quarter bench seat (with teversible back rest) in the front ofthe rear compartment, and two in the rear. The reat two seats were of the same type as those in the cab and could be removed to provide space for equipment and light baggage "The interior dimensions of the rear body proper were 90 X08X45 inches @29.x1 73x 114em), the body measured 137%75%S8 inches. "(348X190 147 Vehicle Model HUS4I-M.PERS-1 with the ‘on camouflage pattems. Note the Ee petleen eamoagiegs vehicle depos in the sth ‘em) overall and the complete vehicle was 163 inches long by 79 inches wide and 90 inches high (414% 201x229 em). The empty HUP turned the seales at about 6,160 Ib (2772 kg) and the payload capacity was near enough 1,100 Ib (500 kg approx.) The windows, except the double wind: screens whieh were of laminated safety glass, were equipped with ‘Monsanto’ frame type eurtains or sereens, or, in cet- tain instances, sliding safety glass. The double windscreens were reverse-sloped, 0 designed to reduce glare and to pre vent piling up of snow, slush, ete; a ‘most useful and practical feature, Each half could be individually opened for ventilation and improved forward visibility under black-out conditions. To facilitate the use of firearms through the windsereen opening, the are through which the screens could be opened was increased from 30 t0 90 degrees as from Another 1942/43-partem, HUP. this one featuring “Mickey Mouse These wo pictures ere taken ina Canadian of England afew months prior to D-Day chassis serial number 2844513801 in Oc. tober 1942, Initially a rectangular hinged hatch was fitted in the cab roof above the passenger's seat. As from July 1, 1944 this was superseded by a ring with'a can- vas cover. At the rear there was a large sliding type roof hatch. A canvas curtain was provided behind the cab area to separate the driver's compartment from the passenger's space. Black-out cur. tains were provided for all windows the rear, the ones on the sides being ar: ranged fo slide backwards and forwards fon rods. Side curtains and luggage could be stowed in expanded metal racks above each rear wheel housing and a ‘map box was fitted to the inside of the reat door. The body as described so far was designated “ICI. ‘This was known as the Body Manufacturers Code, which usually consisted of a leter prefixed by a Canadian sldiors in Enpland receiving MT instruction in a school et the Canterbury Motor Co Lt ‘« Rootes Group company. Pleture was taken om July 27,1943 and the chassis an early CCA. Nore the engine ol iter tn the left-hand chasis side rail: ater models had larger fer ‘mounted on the rear eft side ofthe cylinder head. WHEELS & TRACKS No, 1digit and suffixed by a digit. The deriva: tom of the codes, using ICI as an exam: ple, was as follows: 1 — the first, or prefix, digit ‘1 designated the classification of the chassis for which the body was designed. in this case the 8-cwt 101-in wheelbase chassis ‘C— the letter ‘C" indicated the basic type of body, in this instance the all-steel Heavy Utility body 1 — the suffix digit ‘I" indicated that this was the first variation of this body, in this instance the personnel carrying type. Tn total, eleven CBA variations were designed (ICI to 1CH1 inclusive) although not all were actually taken into production. In the field, of course, a few more variations were executed, eg, Bodies 1C2 and 1C3 were for the wireless van and the ambulance versions, Which are not further described here Body code 1C4 was allocated to cover the ICI body fitted out as an office, but this did not reach the production stage. 1CS fand 6 were vatiations of the ambulance. ICT was the 1C1 body with a spare tyre carrier on the right-hand side (more about which anon) and C8 was the wireless van with the spare tyre carrier. ‘The 1€9 was similar to the 1C7 with the main exception thatthe seats in the back were replaced by equipment for ad- ‘ministration work: computor vehicle in RCA survey regiments, paymaster vehi- cle, cipher office, ete. Body 1C10 was a Small wireless repair shop and 1C11 was perhaps the most desirable ofall, namely & sophisticated edition of 1C7 with various technical modifications for smoother ride and increased creature comfort, as itis now called. Tn addition to the Body Manufac- turers Code (which on the HUP was shown on a small oblong plate a the rear of the body), CMP vehicles also carried a military code forthe complete vehicle. In the case of the C8A HUPS these were: THUS41-M-PERS-1 (with Body 1C1) HU4M1-M-PERS-2 (with Body 1C7, carly) ‘C8A-PERS-2 (with Body 1C7, from 1944 CB8A-PERS-3 (Staff Car, Body ICI, 1943) Left: Interior view of 1C7 Bod. shoving spare whee! recess and lateral seat, with back rest removed. This backrest could be placed in sockets on either side ofthe seat base which isl ‘tar @ spacious fcker thus providing for Backward o forward iravelling ‘Aboves The rather unique cockpit of 1982-45 Canadian Miltary Pattern vehicles, here {CAA with the then-new wood.rim tering wheel and USstle individual dashboard instruments General Motors’ chassis model esignation for the 101-in wheelbase 8+ owt of Heavy Utility 4X4 chassis was 8445, The Canadian Department of Munitions and Supply originally referred to it as the CHUS4I-M but in January 1944 an already existing simplified system of designations was standardized inwhich the HU chassis was designated CBA. More details about these symbols may be found on page 217 of the Observer's Fighting Vehicles Directory = World War I — Revised Edition The early HUPs (PERS-1, Body 1C1) were shod with run-flat tyres and had no spare. These tyres had been primarily Gesigned for use on combat vehicles and by early 1944 their use in the Canadian forces was officially limited to armoured wheeled vehicles, US half-tracks and Specified "artillery equipments. The change from run-flat to. conventional pneumatic tyres on CBA vehicles in pro- uction meant that a spare wheel had to bbe added, and space for this was found by eliminating the rear side door on the right and provision of a recess in its Factory phot ‘mounted spare wheel. The fuel tank protection shield slacking. Clearly wxble om the chasis Frame nder the rear ing the hte ofthe HUP with four-door 1C7 body (C8A-PERS-2), cheracterized by the side rtd tai tampa/asle lip onttch see ex. place, With this modification, Body 1C1 became 1C7 (PERS-2). The weight of these later vehicles was increased 0 6,330 Ib by the curb, 7,420 gross (2848 and 3339 kg respectively) Including the Chevrolet C8A HUP, built on the car assembly line at Oshawa, the total number of vehicles produced for the war effort from 1940 until 1945 by General Motors of Canada, amounted to more than 300,000. ‘The Chevrolet engine was basically the same six-cylinder 216.S-cubie inch overhead-valve unit as used in civilian production at the time. It developed 85 ‘bhp and had a piston displacement of 3.5 litres. OF this engine there were a {dozen variations, with minor changes to oil pans, oil filer necks, ete, (in add tion, for Canadian GM-built CMP 6x6 trucks and armoured vehicles, the com: pany employed the more powerful GMC 270" engine. The pistons of the Chevrolet engine were made of tin-plated east iron, hence its nickname ‘Cast Iron Wonder’. The lubrication system was of the old and WHEELS @ TRACKS No. 1unloved force-feed and splash variety and the carburettor was a downdraft Caner WI-SI8S or SA, The HUP's average fuel consumption was given as 11 mpg (imp.) and the maximum road speed as SO mph. Behind the engine were a single dry plate clutch and a four-speed gearbox With direct top, aso of commercial type From the gearbox the drive was transmitted via a short propeller shaft to the centrally-mounted _single-speed transfer case and thence to the ont and rear axle, The transfer ease incorporated a front-axle drive decluteh, lever operated from the cab. Both axles were of the cart-sprung fuil-floating Hoteh: kiss drive type with identical differen: tials front and rear. As from early 1944 (s/n 3844536382), the wheel hubs were fitted with sling-attaching flanges to pro’ vide forthe quick off-loading of vehicles. The steering was of the recireulating bali type, providing exceptionally light operation. Early models had a black hhard rubber steering wheel; from 1943, (at s/n 2844515985) @ wood-rim wheel Was substituted, similar to that of the later type American GMC and Chevrolet military trucks. One reason for this ‘change was the general shortage of rub- ber. Until 1943 also, the only obvious in | heritance from peace-time Chevrolets — apart from engine and gearbox — was the rectangular dashboard instrument cluster; from s/n 3844514940 this was superseded by universal and dust-proof circular instruments ‘Another change of that period was the relocation of the radiator overflow tank at s/n 3844515319, This reservoir used to be mounted in’a rather vulnerable position above the left-hand front wing but was moved to under the wing (on the footwell panel). It is unclear why it was not located there in the frst place, as it was on CMP Fords, All HUPs had Ontario, hydraulic brakes but without any power assistance. The hand brake worked on the rear wheels by means of cables, ex: cept on the Staff Car (ICI1) which had a twansmission brake. The six-volt electrical system was negative-grounded (positive on Fords) and full black-out lighting equipment ‘vas provided, including a rear axle amp or ‘sub lamp’. This lamp directed a ‘beam of light onto the white-painted rear axle ‘pot’, making it visible to a follow- ing vehicle during black-out, With the dashboard-mounted tail lamp switeh in the ‘on’ position, the electrical circuit to either tall lamps or axle lamp was com- pleted, the selection of which was made possibie by a second switch at the rear (originally this was a ‘dip switch” under the right-hand rear mudguard; on later production models it was a toggle switch fon the tail/stop lamp bracket). Early production vehicles had only one The 500.0000 eruck built by General Motors of Canad forthe war effort was this HUP. Ii here sen on the company's test course at Oshawa, dune 23, 1953. (Public Archives of Canad headlamp, later provision was made for two headlamps and the fitment of a dip switch on the dashboard, Two fuel tanks were fitted, one on cach side, with a protection plate bolted to the running boards. There were racks for British WD-type ‘POW’ cans (petrol, oil, water; not prisoners of war!). Accor: ding to the vehicle's Spare Parts List (Ref. C8A-01, -02 and -03), four cans wore supplied with each new vehicle: two gal petrol cans, one I-gal water can and one gal oil ean, Carriers for these ‘cans were fitted below the left front door and below the rear body corners, all pro- vided with Yale padlocks. Every vehicle Iso carried a comprehensive standard Set of tools and equipment. In addition, two tow chains, one tow cable and a 15° inch blade macchet with sheath were supplied with every second vehicle and a pickaxe with every fifth vehicle. During the last stages of the war, a France, Jly 5, 1944: HUPand Jeep being treated toa well deserved wash ina sream somewhere in Normand Note the origina tow cable and chain on the HUP. (Photo: WM 80487) WHEELS & TRACKS No. 11. anion Switch, 2) Throttle Button, 3. choke Button 4 Inspection Lamp Socket. 5 Fuel Gauge Switch. 6. Instrument Cluster Light Switch. 7. Stop Light Switch 8. TailLight Switch, CCBA Instruments and controle, 1944/46 8. Front Sido Light Switch. (items 5 and 8 on certain production contracts only) 10. Head Lamp Switen 1. Dash Lamp Switch 17, Throte Conte BD 2, Tail Lamp Sete, 18. Gltch Pedal 13. Fuel Tank Gouge. 3, Sideand Tal Lamp Switch. 19, Brake Pedal. Te Sheosemesrid Odsmite. 4 Head, Tolland Side Lamp Switch. 20, Starter Control Lover. 1 Reece 5, Clear Headlamp isolation Switch, 21. Hand Brake Lever 8. Headlamp Dimmer Switch. 22, Transmission Gearshit Lever, 7, Stop Lampsolation Switch. 23, Transfer Case Sift Lever. 8. Fuel Gauge Switch. 24, Gear Changing instruction Plate 9, Inspection Lamo Socket, 25, Engine Rear Cover Hold-Dawn Clips. 10 Ignition Swit, 28, Engine Rear Gover Door 11; Ghoke onto 27. Engine Rear Cover Door — Right Side 12, Temperature Gauge, 28, Windehield Wipers. 13. Fuel Tank Gauge 28, Engine Rear Cover Door — Left Side. 18. Speedometer. 30. Starting Motor Cover. 18. Oi Pressure Gauge 31. Acoolrator Pedal 16. Ammeter 432) Fuel Tank Control Valve, ae * Lr G Dashboard of 1942/43 Chevrolet CMP vehicles 5269789 5269969 (it Filter at Rear of Motor————_] ‘Short Oil Filer Neck on Rear of Valve Rocker Cover— Equipped with Inulater and Steve ——————_} Pront Mounting Stade 1.51/60" foe Gear chenge instruction pate L_ “equipped with 140" Thermostat Engine assembly WHEELS @ TRACKS No, 1Body mounting (HUW 1C2 shown) Pavel Htc Ree No 1860. .H71C8 8.5 Rect Bow No, 460,078) / Ne 18H GRS > _“Sirreno. 186 LOE AS, Fockor Panel Back 7 Ga. .179) 194" «2 ear Panel Corner No, 18 Ga .087) H.R.S.~ Constructions drawing of 167 body me ane wae came (CBA Chassis Layout WHEELS & TRACKS No. 1revised model was taken into pro- duction: the Staff Car with Body 1€11 carrying Vehicle Code C8A-PERS-3. In ‘addition to various rather radical changes to. the Heavy Utility 1C7 bodywork, these vehicles also featured a few important chassis detail modifica The Staff Car superseded the earlier Heavy Utility Personnel in production carly in 1945 and was officially intended for the use of a Commander and Adju- tant’. Its redesign was a result of com- plaints to the effect that the HUP was ‘very rough riding, noisy and finished in too Spartan a manner’, especially when itwas allotted for use asa staff vehicle, ‘To begin with, the suspension was changed. Larger more flexible springs were fitted, with at the front eleven leaves, 45 in long and 2 in wide; at the rear ten leaves, SO in long by 2.2 in wide. In order to lessen transmission noise, the transfer case was now mounted in rubber and an external contracting type parking brake was fitted on the rear pro- peller shaft, providing a flywheel action Which reduced the noise levels of the ‘ears, This chassis, incidentally, was used also asthe basis for two pilot models for fan airportable I5-cwt 4X4 GS truck towards the end of the war, but no series production followed since by then a Canadian edition of the US Army Dodge Weapons Carrier had been developed and accepted for this ole. Bodywise, the ICL1 Staff Car also differed in’ some important respects. Exterior changesincluded the provision of double sliding safety glass windows in cab and passenger compartment and boutside door handles on all doors. Under the leftchand cab door, two jerticans could be carried, for which purpose the front portion of the running board was lowered (this was also a feature of late production 1C7). The sliding roof was repositioned to the forward end of the rear compartment and two interior light fixtures were installed on the side door posts, one at each left and right of the Commander's seat (replacing the single overhead dome lamp of earlier models). Sides, roof and doors of the rear body were insulated and lined with pressed UPS coming and going in Belgian town (Eecke?) on Oct Infantry Brigade. (Public Archives of Canada) Canadian Army Diamond T wrecker recovering an Army Flm Unis erew's HUP. sid ofthe iy ‘oad between Turnhot and Tilburg. The HUP' WD number was CZ 4228541 and the date anuary 9.1945. (Phone: WM BESS12) Greece, December 31, 1944: Miltary Liizon Officers’ Mess members gave a New Year's party ‘children of Athens including wre in a UP. WHEELS & TRACKS No. 1Right: Canadian artist's impression of the limited-productian C8A:PERS:3 Staff Car ‘nth 1CLT bodywork of 1945, showing sliding ‘windows, exterior door handies and relocated Below right: Some twenty yers after demob and almost cerainly one of the 4,000 trucks bought by UNRRA our ofthe Deaton Dumpin [ave 1943, a somewhat modified C8A-PERS-3 in Ceechosonakia. + board, while the floor was covered with linoleum. There was a steel and glass partition between cab and rear body with a sliding window for com- munication and a folding map table below it. A lateral double seat — which could be folded forward — was provided atthe front of the rear compartment and a single jump seat in each rear corner. All windows had individual black-out blinds. A hot water heater was installed in the right front corner of the rear com partment and there was a special tool focker at the rear of the body beneath the rear eross sill. Interior dimensions varied Tittle from those of the C7 but the kerb weight was up to 7,030 Ib and the gross weight, in cluding four persons, was ,185 Ib. The HUP had been designed for rug. ged service, Smooth riding and comfort therefore had been subordinated to abil ty to "take it). In spite of the criticisms which resulted in the redesign and limited production ofthe 1945 Staff Car, the older models soldiered on with verve for many years. The following extract from a Vehicle Review, issued by Cana- dian Military Headquarters in Februa 1945 is interesting: “User comments on the HU Personnel vehiele in Italy and NW Europe recom- ‘mend the retention of this vehiele in ser- vice until some completely new design is, developed “This vehicle has proved satisfactory for use as an office truck. They can be effec- tively blacked-out and are suitable for long winter trips. Jeeps are recommend- ed for short trips and reconnaissance." “HU Personnels can be used as am- bulances although the ride is rough. Their cross-country performance is ‘good: equal to any other wheeled vehicle. ‘They hold the road well under snow and iey conditions.” "The Canadian 1 about the HUP: “This type of vehicle proved to be very satisfactory inthe field when fitted up as fan office for paymasters, company of- ficers, adjutants, etc. It is considered to be preferable to a IS-ewt size office truck due to the abundance of space and inside body length for this particular use. It is suggested that this vehicle be equipped with e spare tire on the rear and have three low removable seats for when used as troop cartier." fantry had this to say Right: Fist repstored for civilian use in Surrey, England. in 1947. this modernized HUP was sll earning its keep os toning hile tn the mit 960s, when this picture tea taken i Gulford WHEELS & TRACKS No. 1Some C8A-based firefighting vehicles were modified almost beyond Personnel and equipment carrier of the Voluntary Fre Brigade of ‘recognition. exemplified by this Dutch unit where only the axes give Braitenstein. Austria, based on an carly HUP with ICT body. I wat lear indication of the vehicle's ent. uted for many year after the war. (Phar: Alfred Kren) The Belgians turned outa myriad of conversions, including this 4X2. Fem HUPs are sill n regular use, lke this one seen recently in In HOP. sing a 'S-cwt 42 Model C15 front axle or complete chassis). donesi. It undoubtedly leftover from the Dutch Army inthe late {eis believed 1 have own one ofa fleet operated by the Basel tram 1940s and therfore, aga. of Dump Deeten origin, prior 10 which ft ways maintenance department untl the mid- 1960s. Many other HUPS would have come from Canad via England or aly and France. If ony ‘tere Comoerted nt light breakdono recovery whites. ther old warriors could tell ther stories! (Phot: Wim van Ginkoven) (Of the relatively few CEA vehicles which ae in captivity today, Dutchman Jan Eshuis has three. including this smart HUP with 1C1 body, which tool part the memorable Amsterdam liberation celebrations om May, 1980. carrying some ofthe Canedian soldiers who liberated the city twentfiveyours earlier 10 WHEELS & TRACKS No. 1‘And the RCEME commented: “These vehicles used mostly as person- ne carriers as such should be fitted with toro more seats, Also used by RCEME, with Telecomn trucks, to go with ‘minimum equipment on inspections, etc. Satisfactory under all road con: tions and has ots of power under all con- ditions. Front springs break frequenty.” After the guns went silent in north west Europe in May 1945, the majority of surviving Canadian Army vehicles present there were amassed on a large dump at Deelen, near Arnhem. Deelen hhad been a German Luftwaffe airfield and, together with a smaller site at Enschede, also in the Netherlands, had subsequently been used asa Back Loading Point for vchicle casualties of the First and Second Canadian Army Corps. After VE-Day, however, ‘Dump Deelen’ became the central place where all demobbed vehicles and other equip- ment were stored, awaiting disposal by the Canadian surplus-property board. ‘The huge Deelen dump contained many thousands of CMP vehicles and in addi tion there were numerous vehicles of British and American origin. After the United Nations Relief and Rehabilita- ton Administration (UNRRA) had pur chased from the Canadian Goverment 4,000 of the best of these trucks for civilian use in Poland and Czechoslovakia and one oF two more in terim deals had been made, the mainder vas bought by the Dutch Government. By this time, mid-1946, the total number of Chevrolet C8As was jst over 1,200, more than half of which were HU” Personnels. Following the selection by the Dutch military Authorities of the equipment they needed for use in the Netherlands East Indies and at home, the remainder was sold mainly to Dutch civilian operators. “Thousands of other CBAs had stayed behind in Canada and Britain or had been lost in action in Italy, France Belgium, ete. It would appear that dur: ing the war by far the majority of HUPS were supplied to the Canadian forces, Relatively few were delivered directly to the Allies, including Britain (not until 1945) andthe Netherlands (Princess Irene Brigade). Small numbers had also been shipped to the Far East and — probably — the Soviet Union. After 1948, however, they were acquired also by several other members of the United Nations, including most if not all of the NATO ‘countries. Also, fair numbers were released for use by civilian fperators, and an increasing number of the relatively few that have survived have how been rescued and preserved by ‘museums and private collectors, for ‘whom this “ear-bodied truck’ has proved fan object of considerable historie in terest. It certainly is one of the most desirable representatives ofthe family of Canadian Military Pattern vehicles, which played such an important role helping the Allied armies to victory in the Second World War. Daring tho 19605 the writer twice restored a CBA: ire, in 1962, a 1944 model which was sold to California in 1967. when a 1943 ample was acquired and ‘given the treatment. The latter beohicl is son here om the ld Bailey bridge near Leatherhead iv Surry. In 1976 it (the vehicle) Featured inthe movie‘A Bridge Too Far Technical Characteristics Type: Truck, Heavy Utility, 44, Parsonnel Make and Model: Chevrolet C9A-PERS.2 (Body No. 1C7) “Manufacturer: General Motors Products of Cenada, Ltd, Oshawa, Ont ENGINE STEERING GEAR ‘Type: ev., gasoline (powell, chy, liquld- Type: recirculating bal ratio 23.6.1 cooled Mako, modi: GM (Saginaw) 8286320 Make, model: Chevrolet 218 (PartNo, pean BRAKES ‘Type, main: hysraulic on all wheels, 14:9 [35S-cm) drums: parking: mechanical on ‘earwheel brake shoes WHEELS AND TYRES: ‘Whee! type: slits sbcstud Tyres: 925.16, B-ply (Dunlop, Frestone, Goodtyeer, vera diameter 33.5in (8.1 em) ELECTRICAL SYSTEM Make: Delco-Remy Voltage: 67 batty, 90h, Presto Lit) Generator output: 30 Amo, BODYWORK “Type: personnel carr, al steel, four doors, Piston dsplacoment: 2165 cu. in. (3,548 ce) Power outout rm: 85 bhp at 3,400 “Torque rom: 170" fe (23.5 mkg) at 1,200, Compression ratio: 6.251 cute ‘Type single dry pate, with diaphragm spring ‘ke: Borg ana Beck Diameter: 10.75 in (27.3 0m) MAIN GEAREOX ‘Type: 4 speed, manual, siding gear ‘Make, made: GM (VeKinnon! 1810610 Ratios: Tet 7.06:1, 2nd 3.481, 311.7121, 4th 1100", rverse6-$6:1 siding root Yee Ore "becy_ ses: ambuonce, wrt, “Type: single speed, with front axe decluteh Y. Mako, mage!" GM (McKinnon) 1810812 DIMENSIONS. Ratio 1.0031 Wheelbase: 107 n 286.5 cm) Track, front/rear 62.125 157.8em) FRONT AXLE. (Qveralt argh: 165 in (414 em), wih: 79 in (200.8), aight: 90in 228.6 cm) Ground clearance: 8 5in (1.8m) under ‘Type: banjo, fullloating, seiral-bevel ave, “with in Bondi Waies CV joints Make, model: GM (McKinnon) 1810617, axis) 10847 3h ror to sin seutsrargy 70S of POH deere: 572/53" ai Gan) Porto S/n SEMENSIOT ¢oacrries IMP.) Comite 4600(b (2005kg) approx. _—Enine sump: Bp (48th Gearbox: 4.75pr(27i) Transfer case: 2.0 pt (1.1 triprior to sin 2eaap1648: 3.3 pt(1.9)) Differentials): 4 pt(25itr) each REAR AXLE ‘Type: banjo, fl floating, spral-bevel dive Make, mosel:. GM (iieKinnon) 580780, Neosee" ‘Cooling syst: 26pr (14.817) Een eee Fol ankls) 2x 12.5 gal (6 each) Load rating: 5.50016 (247549) e0prox. WEIGHTS. | Ker weight: 6 3901p (2848 a) ‘SUSPENSION pe Front: semi-liptic springs, 9 leaves tae Roar: somveliptic springs, Bleaves PERFORMANCE With Delco leverype ouble-ecting shock Mx. speed: 80 mph [80 km/h) sorters Cruising ange: 275 mils (240 ken) Gradabiy" 52.5556 cHassis Max. fording dap: 24in (61 cm) “Type: lodder frame, wieth 3619 (91.8em) Turing adhe ft (18.4 m) WHEELS & TRACKS No. 1Four Generations of Bedford 4x 4 trucks (Over saty years of Vaushall Motors miltary vehicles produetion. From righ left: Vauxhall Dye 25HP staff car of 1914-18, example of fist ‘Bejord truck. 1931 the mous QL of 1940-45, the typeof 198269 the M-type from 1970) and the new TM 44 From QL via RL to M and TM: forty years of four-wheel drive from Bedfordshire On April 14, 1981, at a special parade in Aldershot, the first five of over 2,000 new Bedford 8-tonne 4X4 trucks were formally handed over to the British Army. The new Bedford, known as the TM 4-4, joined the Army forty years after Vauxhall Motors’ frst. military 44 truck — the QL — appeared. By coincidence (2) it was also exactly half a century after the very first Bedford truck was produced. That first-ever Bedford, launched in April 1931 as an ‘anglicised Chevrolet’ was the beginning of the ex- tremely successful history of commercial vehicle production by General Motors’ British subsidiary Vauxhall Motors Ltd of Luton, Bedfordshire. The first five Bedford TM 4-4 trucks’ keys were hand- ced over to theit army drivers by Major- General F. J. Plaskett, MBE, Director General, Army Transport and Move- ment, with Mr. Des Savage, Bedford's itector of Marketing, representing ‘Vauxhall Motors, The unit which receiv- ed the new vehicles was 7 Squadron RCT, 27 Logistie Support Group Regi ment, Royal Corps of Transport. The ceremony at Aldershot's Buller Barracks was set against the background of display of historic Bedfords, viz. the ‘original tvo-tonner of 1931 and the three ‘earlier generations of military four-wheel Grive trucks. Transport for General Plaskett on this occasion was provided by the Vauxhall 25 HP staff car of World War I vintage from Vauxhall Motors historie vehicle collection “The latest all-wheel drive model — the ‘TM 4-4 — was designed to meet the re quirements of the British Ministry of Defence for an 'S-tonne Medium Mobil ity Vehicle’, prototypes for which hag also been produced and submitted to the Ministry by Foden and Leyland, After lengthy and gruelling tests, the Bedford was chosen for quantity procurement and an order was placed, worth over £40 million, for some 2,000 vehicles, a por tion of which was to be fitted with special bodywork, e.g. tippers. “The three predecessors were the famous wartime QL 3+tonner, the Retype The once-ubiguitous QL, here in its QLB Bofors gun tractor version. 1942. (RL) 4-tonner (whieh originally was also a 3-ton truck, but was later uprated) land the 4-ton M-type. Of the QL, more than 50,000 were produced under some ninety contracts during the period 1941~ 45. The first pilot model had been on the road in February 1940 and quantity pro- duction started a year later. A multitude of body types appeared on this chassis and after the war many thousands re: ‘mained in use by the British and several other armies until recently. In fact it is not at all impossible that some arc still WHEELS & TRACKS No. 1Above: British Army Obs Riverin Korea, 1951/32, WHEELS & TRACKS No. 1British forees but also to various other {governments and civilian customers all ‘ver the world. ‘The M-type was not exactly replaced by the new TM 4-4, The latte is @ sup- plementary type, superseding such British Army trucks as the AEC 10-ton 6X6, Apat from the basic general service ‘truck for eargo and personnel transport, the TM 4-4 (WNV¢series) has already been built as dump truck, as GS cargo with winch and as cargo with self-loader crane. The dump/tipper equipment is a product of Edbro, the others have bodywork by Marshall of Cambridge. It is interesting to compare the develop. ‘ment time of these four trucks. The OL took only twelve months flat, starting with absolutely nothing (at ‘the time Vauxhall had never built a 4X4 and not even a forward-control vehicle). Those were high-pressure wartime conditions, With very litle time for pre-production prototype-testing. Using a good deal of QLexperience and a good basic truck — the forward-control S-type — to convert, it took from December 1950 to April Metype Belford of the 1970s, fited with house-type shelter unit by Marshal of Cambridge, 1952 to get the Retype in production; These demountable containers are nied for numerous purpose, also a remarkably short time. With the M-type things were different. Military operational (quite apart from the for civilian use) until 1969, by which requirements were more stringent and increasing number of restored and time the M-type had made its ap- trucks in general had. become much preserved examples) pearance. This was a four-by-four edi- more sophisticated. In 1962 the M-type ‘When the OL was still in active service tion of the famous Bedford TK commer- was first shown publicly at _ the th the British Army in Korea as the cial ruck and was also available fornon- FVRDE/SMMT British Military standard J-ton 4X4 truck, Vauxhall military applications. Following trials Vehicles Exhibition and it took until Motors in conjunction with the British and development throughout the sixties, 1970 before it came off the assembly line military authorities started the design the M-type went into series production in in quantity. Development of the TM 4-4 fand development of a more modern 1970 and so far well over 30,000 have commenced in 1976, The first big con replacement: the R-ype. From 1952 this been built. As with the Rype, it was tract was placed by the Ministry of hnew truck was produced in quantity available with a wide range of body and Defence in 1978; production was (over 70,000, including a limited number other options and sold not only to the scheduled for 1979, then 1980. Although Mover type. with rot platform and special modifications for bulk. fuel transport. Noe front exhaust fire sercen fat rear of front wings) and Taf hand drive (for ue ix West German). “4 WHEELS & TRACKS No. 1Miliary TM 44 chassis/cabs leaving Vauaitlt Motors Dunstable track production plant. Bodswork wil be fitted by outside 8 good many pilot models have been run ning for some years now, it was not until April 1981 that the official take-over by the British Army occurred, although the last few months’ delay was no doubt caused by the manufacturers’ wish to let it coincide with the 40th anniversary of Bedford 44 trucks and the S0th of all Bedford. Right: In addition 1o GS cargo trucks, the Imilitary TM 44 alo exists usa tipper and & ‘villa version has recenty been introduced Examples of both are shown, being put through their pac. Buller Barracks. Aldershot. April 14,1981: the ake-over ceremony ofthe frst se 8tonne 434 trucks forthe RCT. British Army: WHEELS @ TRACKS No. 1 5Final inspection and camouflage painting of Wille MBs for the Canadian Army by Tom Garner, Lud, at ‘Olympia’, Manchester, England ‘September 1942, These Terps had arrived from Toledo, Ohi, in PKD (party knocked down) state for reassembly at olnt of destination. Bumper carries Central Mechentation Depot serialnumber Maple Leaf Jeeps Canada's US-built S-cwt cars’ and home-grown 10-cwt trailers ‘The Canadian armed forces were Tae x = among the first ‘foreign’ customers for he "i the US Y%-ton 4X4 command recon: naissance vehicle, the first order for Willys MBs — soon to be known as Jeeps = having been placed on October 25, 1941. At least 11,000 were taken into Canadian service, both at home and overseas, during’ 1942-45. Although three early Bantams (of the pre: production type) were used in Ontario in the summer of 1941 as radio-equipped command cars and a few Ford GPs were acquired during the same year, by far the majority of Canada’s wartime Jeeps were of Wiliys-Overland manufacture. The Ford GPs had been part of a US Government order (Contract No. DA-W. 398-QM.27) for 1,150 units, placed with the Ford Motor Co. on June 30, 1941 ‘The final uni of this batch was shipped fon November 19. Of these 1,150 GPs, 1,000 were destined for China, the re niainder went to the UK where they were allocated the WD registration numbers Prior xo standardizing rhe Willys MB, the Canadian fores overseas had acquired half a doz 1M 4678908-057, They were supplied Ford GP, which did ot lst Tong. 6 WHEELS & TRACKS No. 1Left: Farly MB dangling from a Diamond T in-boom wrecker. Photo ‘nas taken in Campobatso. lily, October 29, 1943 and speaks for Tees. “Above: Normandy, August 4, 1944. Generals Montgomery and, atthe ‘shoo, Crnar who commanded First Canadian Army in NW Europe. ply Mechanical) 2324 and six of them were used by the Canadian Army. Tn Britain the GP was dubbed “Blitz Buggy" and according to one WD vehicle listing the makers’ model designation ‘was a mysterious "B.S.C.562', Its prob: able that most of these 180 Fords mained in the UK for training purposes (most of the contemporary Bantams, which the British Government had pur- chased in far greater numbers, went to North Africa), although it has been reported that the six Canadian GPs ‘which they referred to as "Ford Ban- tams'! — were ‘destroyed in action’ soon after they had joined up. ‘The official Canadian nomenclature for the Willys MB was, intially, "Car, Below: Comprehensively equipped mobile Arillery foraard. observation post, photo. Above: Somewhere in Europe, December 1944. For a quick oil and grease jo in the fd Jeeps [graphed in Wismar, Germany. in May 1948. ere often ipped on thet sie WHEELS & TRACKS No. 1 ”Left: Many Canadian Jeeps were extensively ‘modified for increated crew comfort and Storage space. This specimen sports Fat S00 TFopalino' doors, buckto-ront Light Utility’, Later it became Car (or Jeep), S-cwt, 4X4, 80 wb. The vehicle's military code was WL-LU-440-M-PERS, which denotes Willys, Light Utility, 4X4, 80-in wheelbase, military pattern, personnel carrier. On the vehicle data plate this code was followed by the suffix “1, -2, etc., indicating first and second mark’ Vehicles of the first mark were of what we now know as the ‘early MB' type, i.e. Willys’ early production model with the slatted radiator grille. They were supplied under Contract No, CDLV (Contract Demand, Light Vehicle) 241 and 242, covering 500 and 1,500 units respectively. The latter were shipped overseas and a typical vehicle of this batch which has survived in England, ‘carries chassis serial number 119514 and engine number 120988. It was produced fon February 13, 1942 and registered as a civilian vehicle — DAP259 — in East Sussex in late 1946 ‘Canadian vehicles which were shipped overseas were usually given a British WD syle registration or census number, prefixed — in the case of Jeeps and ears =cma2, Canadian Jeeps, early deliveries anyway, differed from their US Army ‘counterparts in several respects. ‘The main differences were: single headlamp with guard (the other aperture being covered by the Bridge Classification Plate), two towing/lifting rings on the front bumper and at the rear, and elec: tric windscreen wiper. All these items were fitted on the vehicles at the factory ‘Our copy of Parts List TM-10-1512 of April 1942 (Willys-Overland MB ‘Government Truck’) has a rear pocket containing a Parts Price List and two Separate lists of (a) Parts peculiar to the US Marine Corps Truck and (b) Parts peculiar to the Light Utility Vehicle built for the Canadian Government, Both lists give different part numbers for scores of items, many of which differed from the US Army versions only in colour. Includ ed are such major assemblies as the frame, the body and others such as hood (bonnet) and windshield (windscreen). The tool and repair parts package was rather more comprehensive, too. ‘As mentioned in ‘The Canadian Connection — The Story of Canada’s Involvement with the Military Jeep’ by R.A. Hodgson (Army Motors Vol. 1 No. 2, Oct. 1976), there was a Canadian maintenance manual for Contracts CDLV-241 and -242, carrying reference number M440-WI and dated January 1942, For Contract CDLV-S0S (which covered 3,000 Willys MBS, half of which were delivered overseas) the Canadian Left: Unusually shiny ‘early MB" in Amuter: dam, 1945. Note the twin horns, relocated ‘windscreen wipers and chet up front. [Photo City of Amsterdam archives! WHEELS & TRACKS No.OEE Be ae yea Ritiyoenoren ee eee Coe et ee oe Cael Cad 5 Oo ‘Nomenclature plate of an early Wills MB of ‘the Canadian Aro parts list had reference number M440. W102 and was issued in May 1942, Both, however, were basically the stan- dard US Quartermaster Corps’ TM-10- seties books with revised covers and a few different-coloured pages added. Before mid-1943 the following ad ditional Canadian contracts for Jeeps had been placed: CDLV-1696 for 4,000, units to be shipped overseas, DLV: 1801 for 1,000 to be delivered in Canada and CDLV-1802 for 1,000 to be shipped overseas. It is not known. whether of this total (11,000 units so ‘of which 8,000° for point in time and how many — if any — were ordered subsequently. It is not im- possible that during 1944/45 the Cana dian forces in north-west Europe recei cd Jeeps from UK supplies. The British Government in 1944 acquired thousands of Jeeps ‘ex-US Forces’ in Britain, of both Willys and Ford manufacture Canadian Army Modification Bulletins of mid-1943 mention only the Willys product, but the Canadian Army Overseas’ Vehicle Data Book issued in March 1944 by the Canadian Military HO in Britain, mentions both Willys and. Ford as suppliers oftheir Jeeps. Tt would appear that Canada had preferred the Ford product, probably because there was a Ford Motor Co. in the country, but the US Government for some reason or other decided that export Sonsbeck. Germany. March 6, 1945, RCAMC medics loading a Wehrmacht battle casualty on ‘ther canvas covered Jeep ambulance (and, later, Lend-Lease) requirements should be met, as far as possible, with supplies from ‘Willys-Overland, just as happened with the Studebaker equivalent of the US Army's GMC 24 ton 6X6 and other vehicles. As the war drew on, however, it became virtually impossibie o apply these rules too strict ly and to divide the available stocks ex- actly as per the eustomers' wishes. ‘The exact number of Jeeps used by the Canadian forces during the war and how many there were of each make will prob- ably never be known, Dump Declen near Arnhem in the Netherlands, where the bulk of demobbed Canadian Army automotive equipment was gathered after the war's end, contained fewer than 2,000 ‘Cars, Seewt, 44 (fo maintain a uniform official nomenclature for the Jeep was one of offcialdom's greatest problems!) and these comprised: 1,226 Willys MB, 666 Ford GPW, seventeen unspecified ambulance conversions and The Canadian-built10-ct trailer wth composite body. It featured « reversible lunette and a tovning hook atthe rear three Ford GPA amphibians. The presence of 666-plus Fords confirms the assumption made earlier. Many Canadian and British Jeeps had bbeen converted into field ambulances. During the war several ideas had been put forward for mounting stretchers on the Jeep. The design that was eventually accepted had emanated from Canada aand consisted simply of a set of sockets ‘mounted in the body in which could be fitted a tubular framework to carry three stretchers. In October 1943 it was an- nounced that all Jeeps assembled for the War Department in the UK from then onwards were to be fitted with these sockets (only) as standard equipment In August 1943 the Canadian Army had issued a Service Information Bulletin (B Vehicles, 0-6, 28:8-43) giving instructions to provide for the mounting of standard rifle clips for stowage of two rifles in the Jeep (in this Bulletin the vehicle was called both Willys MB. 4 ton 4X4 and Jeep Scout Car!) employed in operational areas, These rifle clips ‘were installed on hardwood blocks which were fastened to the floor, one between the front seats and one about 28 inches to the rear. The exact location of the blocks and clips was detailed down to the last quarter of an inch in order to ensure that the rifles’ muzzles did not foul the gear shift levers and their butts were ‘lear of the rear seat Tn June 1943 a Modification Bulletin hhad been circulated for the installation Tho pictura at the top of page 18 Is fom the racentiy publahod 232-5090 book DE SLAG OM DE VELUWE (Gare of the Veluwe, Netherlands), which contains many ‘new warns \ehicle photos. (Gysbers & Van Loon, Bakkorsiraat 7, 6811 EG ARNHEM, Holand; Price Of.37-50.) WHEELS & TRACKS No, 1of torque reaction spring on Willys MBs produced prior {0 serial number 146774 in mid-1942. The spring was ad. ded tothe left front spring to prevent the vehicle pulling to the left when the Drakes were applied. Jeeps from that serial number onvards came fitted with this spring, and it was considered suff ciently important to retrofit carlier vehicles (Modification Kit No. A-6157). On post-war Jeeps this problem was overcome simply by mounting the drag link bell crank on the frame cross member instead of on the front axle housing Like the other recipients, the Cana ddians used their American Jeeps mainly as general purpose vehicles for the con- ‘veyance of passengers and light cargo, as well as for special purposes. Often they were used in conjunction with two- wheeled trailers, of which the Canadian forces had several types. ‘Apart from using the standard US Ye-ton trailer_as supplied by Willys Overland (and also produced by ‘American Bantam and others), Canada ‘developed three models — or body types ‘= based on its own standardized 10-cwt 2owheeled chassis, Code No. 10-P. This wwas an Army design, made by Canadian manufacturers to Army Engineering Design Branch specifications, and some 5,500 units were produced, at a cost of approximately $435 each. It had a gross capacity of nearly 2,000 Ib, a wheelbase (from towing eye) of 72.5 inches and a track width of 49 inches. The axle was a 1.7S:inch cixcular solid steel unit, with the same 16 X4.50E wheels and 6.00-16 tyres as the Jeep. The hydraulic brakes, however, were the same as on Canadian Ford sedans and station wagons, measuring 121.75 inches. The springs were the same as the Jeep's rear ones, with two leaves added. At the back it had Vierory parade by units of the Sth Canadian Armoured Division inthe vicinity of Eeldeaiield near Groningen, Netherlands. Me 2.1945. Taking the salute was General Crear, Cin Fist Canadian Army. accompanied by Generals Foulkes. Hoffmeister and Murchie. Some 3,000 vehites and 17000 men ook part nts 3-Rour event. ‘Then and Now! This is the exace spor where General Crerar tok the salute in May 1945. The ‘meadow on the left (previous photo) is nove a small wood. Some locals recalled that immediately “fier the event they had demolished both the platform and the purpose bull tower on which the ‘Photographers had done thetr work. wing the timber for ther stoves and the preions coco ‘matting for thelr Ktchon flora! a DND-type tow hook and a lighting socket for operating with other trailers in train, up to three trailers being con- sidered practical The ‘A-frame drawbar featured a spring-loaded reversible lunette, ad- {stable so that the height of the towing eye could correspond with the towing hhooks of Jeeps as well asthe larger Cana- dian Military Pettern vehicles, and a pivoted support leg to keep the trailer ‘upright when not connected to a towing vehicle ‘The first of the three body types for this 10-ewt trailer was a composite CKD GS type with largely wooden box (Body Code No. 10-E-1, Trailer code No. 10-P. GS-1). Its floor dimensions were 72.25 X32 inches and the 24-inch high front, rear and side pancls were made of Yerinch hardwood boards. The total unladen weight was 862 Ib, 2 good 230 Ib ‘more than the US standard type. The makers were Brantford Coach & Body L'4 and Frost & Wood Co. Lid, who also produced the next model, the 10-P-GS.2. This had an allsteel bolted body (Code No. 10-E-2) which did not look unlike that of the American one. In side dimensions were 75.531 (41.5 at 20 WHEELS & TRACKS No.During the war. the famous Canadian artist Bing Coughlin drew numerous ‘This Army” cartoons, usually featuring the characters Herbie and ‘Beanie ‘ordinary guys ormingthe backbone ofthe army’. Hereare ome Jep-related examples, drawn i Italy in [948 45, ‘told ys, ya put the gears in backwards! top) 21.75 inches. The upright panels were made of 18-gauge steel plate, the floor of 14-gauge. The same trailer and body code applied to the third variant, which was, substantially identical but waterproofed for wading and/or floating. To achieve this, liberal use was made of “Elastigum’ coating and rubber strips between the various bolted flanges and continuous seam welding rather than spotwelding in certain other areas. In fact, this was eartied out in the form of a ‘field fix’ so that any standard 10- ‘owt steel trailer could be so processed in the field. In this manner then, the all- bolted feature of the construction was ‘not impaired. From a recognition point of view three of the main characteristics fof the Canadian all-steel trailer when ‘compared with the US type were the reversible lunette, the rear towing hook and the oblique corrugations embossed into the (interchangeble) front and rear panels to act as stiffeners, Finally there was the Cable Splicers’ ‘Trailer (Code No, 10-P-CASP-1) which consisted of the same chassis with a special four-compartment body, made by Dominion Truck Equipment Co. Lid and bearing Code No. 10-L-1. This model was used by RC Signals units for splicing quad cable and multi air line cables, During the campaign in north-west Europe in 1944 and 1945 the Canadians became masters at converting their Jeeps, adding all manner of improvised fenclosures as well as lockers and brackets for stowage of equipment and personal belongings. Additional ‘ereature comforts’ were being thought up all the time, especially with the onset of the final remorseless winter of the war, Many Canadian Army Jeeps sported modified front wings with for ward extensions right down to the Dumper. The writer, himself liberated by the Canadians on April 13, 1945, vividly “He sez he's got the mine problem beat!” recalls seeing these and numerous other unofficial modifications, some going to the extreme of having totally changed bodywork, not infrequently utilizing doors and even roofs of captured enemy ‘Another phenomenon one used to marvel at in those happy days was the ability of some Canadian drivers to jump into their (well-tuned) stationary Jeep and drive off forthwith: at one and the same time they would sit down with right, foot pressing starter and accelerator, left hhand switching on the ignition, right hhand engaging first gear and left foot dipping and releasing the clutch. The oil pressure never got a chanee to build up. ‘They certainly had it down to a fine art, the entire performance taking no more than one or two seconds flat! c Below: ‘The war-bride’. This cartoonist probably confused — gave his Jeep right-hand ‘rive! = ME A no My OED IN HolLatts ? Above: After the liberation — by an unkown Dutch aris el ootogibneiche WHEELS & TRACKS No. 1 aStering T26EL [210m 8X8 cargo itch, powered by a 525-bhyp Ford VB tank engine 12-ton Eight-by-Eight An ambitious wartime attempt to supplant the US Army's heaviest 66 trucks As the Second World War progressed, the miliary authorities concerned with automotive equipment were kept busy with developments both in terms of stan- Gardization of proven existing types (thereby phasing out the less satisfactory ones) and by initiating the design of fur~ ther improvements and few vehicles for their possible supersession or for addi- tional roles. These developments, in some form or other, went on in all of the combatant nations and as a result many ‘new designs appeared, Most ofthese new ‘chiles never reached the production Sage, some because they proved un- factory, others because the end of hostilities terminated further progress. In certain cases, their development was continued after’ the war. This did not always mean, however, that in the end the work was not discontinued after all. It would have been interesting to know which experimental vehicles would have reached the quantity production stage hhad the war continued for another two or three years but, as it was, we can only be thankful that it did not! ‘One of the main complaints about the early military tactical vehicles of the Allied nations, whether wheeled or tracked, softskin or armoured, was that they tended to be underpowered, This was generally caused by the fact that (a) in the haste of preparing for war, existing commercial power units were used, and (b) military vehicles were generally heavier and more easily overloaded (in spite of deliberately restricted payload classifications) than their civilian counterparts. This applied particularly to the most common 24- and. 3-ton_ trucks, used for general hhaulage of supplies and towing trailers or antllery pieces. A contributory factor was that the average soldier driver was hot exactly a master gearshifter! ‘The most numerous heavy trucks of the US Army were the 6- and 7¥4-ton, petrolengined 66 types as manufac tured by Mack, Corbitt, White and others, and in late 1949 it was decided to ‘commence design and development of an entirely new military pattern heavy duty tactical truck with improved drawbar and off-road capabilites, superior in all respects to these standard vehicles. It was to have four axles, all driven, high power and be capable of successfully fulfilling any ofthe following roles: a)a large cargo carrying vehicle, +) an ammunition earrier for both the 240-mm Howitzer and the 150-mm Gun (total payload, carried and trailed, 28 tons), ©) a prime mover, with dolly, for the 240-mm Howitzer, 4) a prime mover, with dolly, for the Semi-trailer T58 in the role of a cargo The new cargo truck/prime mover was tentatively designated Truck, Cargo, 12: ton, 8X8, T26, Preliminary studies and skeiches were ‘begun on October 13, 1943. A draft of an OCM (Ordnance ae Truck, [240n, 8X8, 126 first pilot model with cargo body. Aw American LaFrance VI2 engine rave al whees va chain final drives. WHEELS & TRACKS No. 1The 126 cargo carrer with dual gros all round and overall chains being tested tn the ‘mud pt at Camp Bus San Antonio, Teas. The pieture was token om February 17,195. Committee Minutes) Item, recommen ding the development of two pilots of Truck, 12-ton, 8B, 126, was submitted to the Ordnance Technical Committee for approval on December 13, 1943. This ‘OCM Item 22365 was passed by the ‘committee but was not approved by ASF (Army Service Forces) because ‘it was felt that no critical requirement existed and that the use of ertical-truck com: [ponents would hamper production of the hneavy duty truck program.’ On February 8, 1944, a new OCM Item was submitted 10 the Ordnance Technical Committee, recommending the development of the two pilot models primarily as ammuni: tion cartiers for the 155-mm gun and 240-mm howitzer. As it happened, at bout the same time the Office of the (Chief of Engineers submitted request to the Chief of Ordnance for this vehicle asa tractor-truck for their. 20-ton ‘machinery-hauling semi-trailer "then under development. On February 24, 1944 the Ordnance ‘Technical Commit- tee approved the OCM, as did ASF on March 9. ‘The first pilot model was designed and built in accordance with the military specification of requirements by the Sterling Motor Truck Corporation of Milwaukee, Wisconsin, and delivered to the Ordnance Department's Develop: ‘ment Division on December 28 of the same year. A very short space of time in- deed, especially for such a large and complex machine. ‘Sterling was a relatively small firm but had excellent facilities and experience for the production of heavy duty special vehicles. Their military production ef- forts had so far concentrated mainly on commercial truck-derived 64 and 6X6 hheavy wreckers and airport fire/crash trucks for the US Navy In late January 1945, the 126 prototype was demonstrated to members and representatives of the various Using Services, after which the Ordnance Department carried out lengthy dura: bility tests at Camp Bullis, San Antonio, Technical Characteristics ‘Type: Truck, 12-t0n, 8x8, Cargo and Prime Mover, 126 Make and Model Storing T26 Manufacturer: 5 ENGINE ling Motor Truck Corp., Milwaukee, Wisconsin, USA Type: V-I2-cyl,, gasoline (petrol), liquid caoled Make, model: American LaFrance Vi2 Piston displacement: 754cuin (12,356 ec) Power output/tpm: 275 Bhp at 2.300, Torque pe 56210 ft (771mg et 2,000, Compression ratio: 82:1 cuurcH ‘Type: twin ry plate Make, model, Lie 2353 Diamstor:18in.(40.6em) MAIN GEAREOX Type: speed, manual Mate, model: Fuller 58920 Retios: Ist 6.58:1, nd 27:1, 3rd 1.76:1, 4th 1.001, 5th 0.696:1, averse 6.49.1 AUXILIARY GEARBOX ‘Type: 2speed Make, moe: Fula 292 Ratios: high 1.00:1, low 1.313:1 TRANSFER CASE ‘Type: 2-speed Mako, mocel: Timken 177 Ratios: high 00:1, ow 2.56:1 FRONT AXLEIS) Type: tandem axe bogie Make, model: Sterling 3¢5\WF Rati! 17.03:1 (ena ive) load rating: 50,000 (22700 kg) REAR AXLE(S) ‘Type: tandem-axe bogie Make, mace: Stering 65 WR Ratio: 17.03:1(ehain drive) Load rating 75,000 Ib (34050 ka) SUSPENSION Front and rea: invertad semi-eliptic leat springs. chassis “Type: swan-neck ladder frame STEERING GEAR “Type: turmtable patior steer Make: ‘Stering, with Hei Powor assistance BRAKES ckers hydraullc Type, main: Staring Westinghouse alr actusted, 2shoo, with ‘drums; parking: mechanical iain aa2em) WHEELS AND TYRES Whee ype: disc, combat type Tyres; 1400-24, 20-ly, single or dual all round ELECTRICAL SYSTEM Maks: Delo- Remy Voltage: 121 battory,type8T) Ganerator output: 88 Amp, BODYWORK Type: hardtop open-sided steel cab; steel cargo body with woop seats and canvas tt (thor body styles: actor wince Type: dual, dovblo-drum Make: Gar Wood Capacity: 60,000 27240 kg) DIMENSIONS: Wheelbase: 150 in 381 em, bogie centres 60 in(ts2-em) Track, font/toar: $2 in (234 em) with dual xyes vera length: 353 in (887 cm, width: 128 in (20 em), height: 122in 35ce) Height reducible to: 128 (316 em) Ground clearance: 22 in (66 em) (under axes) Angles of approach departure: 31°/37° ‘CAPACITIES (US) Engin oi 64 ot (90.4) Gearbox: 29 13.61) Auxllary gearbox 14 (6.6) Tranetor cave: 5 pt (2.3) Differentials): 25 pt (11-7 each Cooling sytem: 112q¢ (108.61) Fuel tank}: 200 gal (758) weishts Kerb weight 51,000 (23154 kg) GVW 75,00 (24050 kg) PERFORMANCE Max. speed: 35 mph [6 km/hthighway) CCrlsing range: 400 miles (640 kr)lon paved roads). Gradabiiy: high 3.6%, low 110% (theoretical Max. fording depth: 75in (190 crn) Turning rads: 40" (12m) WHEELS @ TRACKS No. 1 23726 actor truck coupled 10 the 40x00 Fruchouf MISEL semi:taler. This pe of trailer waz normally towed By the MRO/MB6AT 60 tractor as produced By Pacific Car & Foundry Texas, and with the Ordnance Tire Test Fleet at Normoyle, also in Texas. ‘The 726 was, it anything, a most im- pressive job. Weighing 75,000 Ib (33750 kg) when loaded to capacity, it had a maximum road speed of 38 mph (56 km/h) and a theoretical gradability of 110 per cent in low range, Its main characteristics, apart from the four axles Technical Characteristics ‘Type: Truck, 120n, 88, Cargo, T26E1 ‘Make and Model: Sterling T26E% ‘Manufacturer: Sterling Motor Truck Corp., Milwaukee, Wisconsin, USA ENGINE ‘Type: V-Boyl. gasoline (petro), iquid-cooled Maks, modal: Ford GAA. Piston displacement: 1,100 cu in (18,028 ce) Power output rpm 525 php at 2,800 “Torque rpm: 1/050 bf (145:3 mig) ot 2,200 Compression ratio: 75:1 cuuTcH “Type: twin ry plate Make, model: Long Diamster: 16.7819 142.5em) MAIN GEARBOX ‘Type: Ssspeed, manual Make, moda: Full 5920 Ratios st 6.54: 2nd 3.27, Se 1.76:1, 4th 1100'1, Sth 0.7441, reverse 6.49:1 ‘TRANSFER CASE ‘model: Timken T105 igh 0.788'1, direct 1.025:1, low Ratio 205:1 FRONT AXLES) “Type: tandem-anle bogie model: String 6 Ratio: 17.03:1 (chain rive) Load rating: 35,0001 (15890 ko) REAR AXLE(S) ‘Type: tandem axle bogie ‘Mako, model: tering 46WR ao: 1703:1 [cham drive) Load rating: 75,00 Io (34080 kg) SUSPENSION Front and rear: inverted ser-lipic leat spiings chassis “Type: swan neck ladder frame STEERING GEAR ‘Type: turntable platform steer Make, model: “Stering, with Hei-Vickers hydrate power assistance BRAKES: “Type, min: tering ai-actuated, with 20.25 in (1.4m) drums parking: mechanical WHEELS AND TYRES: Wheel type: disc, combat type Tyres: 14:00:24, 20-ly, single or dual a round ELECTRICAL SYSTEM Make: Delco: Remy Voltage: 12(1 battery, ype ST) Generator output: 85 Amp. BODYWORK ‘Type: sof-top steel cab with half-doors; steel cargo body with oop seats and canvas it (ther body styles: vreckor (T25E2), tractor (72863, 1264) wiNcH Type: dual, double-drum Make, modal: Gar Wood 66-66 (Capacity: 60,000 (2720 kg) DIMENSIONS Wheelbase: 166 in (421.6 em), bogie contres @0in(152.4cm) ‘rack, front/rear: 82 in (284 em), with dust tyres (Overall length: 361 in (891 cm), with: 125 in (20m), height: 180290 cm) Hoight reducible 0: 128 in (20 cm) (Ground clearance: 2 (56 cm(under axles) ‘Angles of eporoach/ departure: 379/41" ‘GAPACTTIES (US) Engine ol: 64 pt 30.41) Gearbox: 29 pt (13.6) Transfer case: 12 (5.65) Differentials): 25 (1.7 each (Cooling syst: 8 at (63.210) Fol tank's: 200 gl (758 tr weicHs, Korb wight 64,660 Ib (29511 ka) ‘GVW: 78,650 38707 ko) Towing capacity: 60,00 (22700 kg) PERFORMANCE Mox. speed: 2 mph (67 km/h) (highway) Cruising range: 400 miles (540. kmilon paved rads). rect 8%, low 122% Max. forcing depth: 7 (190em) Turing rahus: 38.5 ft (11.71) land the forward mounted double cab, were the swan-neck chassis frame and {turntable type steering arrangement, ‘The two bogies had Sterling axles with chain drive and 14.00-24 tyres with non- directional tread, Normally, dual tyres were fitted only on the rear axles but the outer ones could be deleted if desired and it was equally possible to fit duals on the front axles. With dual tyres all round and so-called overall chains installed it became an almost unstoppable four: tacked tractor. Power was provided by an Ameri Right: The T2OEL was developed from the 720 and was powered by Fords Model GAA tank engine. It is seen hereon the rane: twister course’ at Aburteen Proving Ground ‘Maryland. 4 WHEELS @ TRACKS No. 1