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Originally posted by David_Hayward
Yes I think that this might be right!
The drawings in the books show that the F15A differed substantially from the other Ford multi-drives...nothing like each other in fact! I am inclined to believe that the prototype 15-cwt used a M-H transfer case, Ford rear axle and GM front axle. This possibly gravitated to production with a two-speed transfer case with PTO, since the PTO was required for the winch on a GT, etc. Don't forget here please that the DND papers show that drawings were sent over late in 1939 of the Guy Quad-Ant and the MCC GT, as well as pattern trucks. It was their cab design that Swallow wanted because it satisfied WD Spec. 36...Windsor then adapted the British design to use Canadian sheetmetal and hey presto! A design that satisfied the WD specs. I believe at this point that the GT led the way to production, followed by the other chassis designs and also the F60H. The F15A was a 'development' of the basic design possibly after consultation with Oshawa and as no PTO was required a different design of transfer case was obtained for general expediency.
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David, taking Tony's note into account (see below), I think we can reject the hypothesis "Sid used a standard Marmon-Herrington transfer case to start with, so the FGT was developed before the F15A". I suspect Ford merely adopted Marmon-Herrington's four-wheel-drive
layout (see my postings about Sid Swallow above). This could well mean some components like the transfer case were used for prototypes, but purpose-designed ones were actually put into production.
I think the way to find our answer is to look for dates when the WD/DND specified a need for 4x4 15-cwt trucks and 4x4 Field Artillery Tractors. As for the former, I am under the impression the British did not introduce 4x4 15-cwt trucks until after WW2 started, while the first 'Quad' was introduced in 1938. In fact, I have a picture somewhere of a pre-war Canadian prototype field artillery tractor, based on a short-wheelbase Ford with COE cab and fitted with M-H four-wheel-drive conversion kit.
Quote:
Originally posted by Tony Smith
Not only was the M-H Transfer case hi/lo range, it was also constant 4wd (no provision to disengage the front axle). Very different to CMP Transfer Cases.
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