Another Aussie F15A history question
 

Hi Guys

is there any way of finding any history from Chassis Number 3G1379F and what is possibly an ARN 55824

I'm currently burrowing (Carefully) through at least 10 layers of military paint
so far i have what looks like 55824 on the front panels an NZASC tac sign on the right front panel above the headlight and NZ24742 on the drivers door

Also has anyone ever listed the detail differences between Australian and Canadian production

I could also use detailed measurements for the Australian rear body

All this is for my Canadian/Australian/New Zealand F15A :doh:

Thanks

Dave Hardway :salute: :no4:

Hi David,
I had a look at my records I have of the ARNs and found it.
It matches the chassis number you gave but it is a F60L 3 ton.
Have a look at the photo.
It is a bit hard to read the other writing but I think it has been converted to a Personal truck.
Cheers
Jeff

http://www.surfacezero.com/g503/data...126_11_200.jpg

Photo
 

I just happened to have a pic too at slightly higher res... it's a 15CWT Battery Staff which has been changed to Personnel, which means it has the No2A Australian body.

http://idisk.me.com/oldcmp.net/Publi...417-191923.jpg

Interestingly it notes it was sold to (what looks like) "Streathams" Wellington New Zealand which sort of confirms things I think. Sale date March 20th 1948.

Are right you are! I did not notice half way down the page it change from 3 ton to 15cwt, my mistake could have thrown him way out.

Thanks Keith for correcting me!
Cheers
Jeff

Sorry, Guys, but I think you are both mis-reading it:

It was originally a 'Battery Staff Personnel', later annotated with 'K2' to denote the loading type. The vehicle was later changed to 'GS' by the removal of the internal and external B/S fittings. The opposite (left) page may include a 'G' reference and a date of issue of the change authority.

B/S vehicles came in various loadings (pers, office, comms, etc), ie different fitouts, depending upon function. Most B/S 15cwt trucks were converted to GS configuration in 1943, with the changeover from the standard to tropical war equipment tables (WETs) for Units and Divisions. This meant much, much less transport, and specialised vehicles like the B/S were no longer required in such numbers. Most of their functions in artillery units were taken over by 1/4 ton trucks and trailers. The former B/S vehicles were returned to Ordnance Vehicle Parks, and converted for issue as simple 'GS' trucks.

Mike C

Thanks for the info guys hugely appreciated

I have a reference pic showing a No2 Body is the 2A body fairly similar? short of importing one i will probably have to make a copy from photos and drawings etc

Dave

GS No2
 

This is the GS No2 body from my site:

http://www.oldcmp.net/Images/refford...CWT_GS_No2.jpg

Not sure what the differences were - Mike Cecil can probably fill you in on that. The valances over the rear mudguard were deleted on some bodies.

Chassis Number
 

Half your luck, I can't even FIND my chassis number, despite in-depth search!

Maybe once blasting has been done.

I thought Ford was a bit hit and miss with chassis numbers. Some have 'em, some don't. There not in the same place as the chev ones are they?

Chassis numbers
 

Yes, GM-H had their act together with most Chev CMPs assembled in Australia having the chassis number clearly stamped on the vertical face of the left front chassis rail. Fords were on the right either on top of the chassis rail (where it could not be easily seen) or sometimes on the vertical face of the right front chassis rail (or simply not at all). Engines and usually gearboxes were stamped with the engine number.

Here's a typical spot adjacent to the engine mount to look for a Ford CMP number:

http://gallery.me.com/oldcmp.net/100...12487520840001

Gosh, the differences between CDN Ford and Aust Ford production CMPs. The list is pretty big, but a few 'key' pointers:

(1) the cab frame join between the door pillar/winscreen pillar and the curved lower frame section is different: I think the curved section joins to the back edge of the pillar on the Aust version, while the pillar on the CDN version joins along its base to the top of the curved section.
(2) the back of the cab has ribbing to add strength: this is 'U' shaped in CDN production, but "w" shaped on Aust production. The Aust version will have a small round tag welded to the left hand strap, with the part number stamped on it (29Q etc)
(3) the roof hatch is very, very different: the Ford CDN hatch is a fabricated hatch with timber spacers that follow the line of the curved roof, and is bolted into place, while the Aust hatch on Ford is made of two pressed metal panels, welded together, while the hatch coaming is roughly welded directly into a hole punched into the roof. hatch fittings are standard hardware items.
(4) Aust floor plate is 1/4 inch railway chequer tread plate, while CDN is 3/16 inch with a raised 'dash' pattern tread.
(5) The roof hatch is a much rougher pressing when made in Australia, often with wrinkles in the rear corners and down to the join with the back panel.
(6) Back panel is joined to the lower panel with Whitworth bolts and nuts on the Aust Ford, but UNC on CDN Fords.
(7) There is no sliding steel window in the rear window aperture of the Aust Ford, whereas the CDN had this feature.
(8) The spare wheel carrier and tol box are completely different.
(9) Ford vehicles assembled in Australia and which used a substantial number of local parts mostly have the engine number stamped on the chassis, which is, in effect, the chassis number (see Keith's post, above). This applies to all local Ford products of the period: Modified Conventionals as well as CMP.

There were two main versions of the standard all-steel Aust GS body (which were made by GMH at Woodville anyway) for the 15cwt: early version without the 'valise' locker in the wheel well, and later version with the lockers fitted. It does not appear to have made a difference to the vehicle nomenclature, viz 'Truck, 15cwt, GS (Aust) No.2' . No.2 Bodies supplied to Ford had a round ID tag welded to the rear lower coaming to the right of the centreline, whereas bodies used on CVT 15cwts had the standard GMH zinc or steel ID plate mounted on the lower coaming in the centre.

The image Keith has posted of the No.2 actually started life as a Battery Staff truck: you can tell by the Sunshine Cab (large open roof with a canvas cover), which was an artillery specified requirement.


Mike C