F60H story

[David_Hayward (RIP)]

Here goes:

THE SIX-WHEELED CMPS: THE FORD F.60H

Six-wheeled lorry chassis had been used since the 1920s as Gun Tractors or ‘Dragons’, and Morris Commercial Cars and Leyland produced 6 x 4 chassis for the War Office and overseas customers alike. The National Archives have a file on a War Office Committee that discussed 3-ton 6-wheeled lorries from 1934, reporting in 1938. On 14 December 1935 the Chief Inspector of Armaments at the Woolwich Arsenal issued a formal invitation to interested parties to produce vehicles for military use to conform to various War Office specifications, W.O. Spec.36, including 6 x 4 lorries. The Bedford Division of Vauxhall Motors Limited, Luton, undertook a considerable amount of engineering work in concert with the W.O. in order to agree a specification for a four-wheel truck for cross-country work based on an adapted civilian chassis, as well as an adaptation of the Scammell Lorries Limited rear bogie conversion of Bedford chassis to produce a 6-wheel artillery tractor had been in use for some years previously as already mentioned. Vauxhall’s experience formed the basis of Canada’s own designs to meet the W.O. requirements. Because the Dominions were expected to follow suit with vehicles identical to W.O. requirements, the Canadian Department of National Defence received a copy of the Specifications with a view to them producing their own indigenous design that complied. One of the vehicles that complied with the requirements by late 1936 was the Morris-Commercial CD/SW. This was a Field Artillery Tractor but the W.O. had specified a General Service or a 30-cwt. G.S. body that could be used on a 6 x 4 chassis as an alternative. The idea of the 6-wheel chassis was that it would have adequate off-road performance in theory.

The Canadians discussed whether they could use the Leyland Cub, Morris-Commercial or Crossley chassis with Chevrolet or Ford engines as this would combine Canadian-built engines with British Empire-compatible chassis. These were discounted, so the next discussion was of conversions from 4-wheel to six-wheel chassis, namely Fordson-Sussex [County Commercial Cars], UNIPOWER by Universal Power Drives Limited and Scammell, by Scammell Lorries Limited. The first was a proven Ford conversion, the second on Ford, Dodge and Bedford, and the last on Bedford chassis. The D.N.D. chose the Scammell principle as Scammells had just had approved a light gun tractor using a similar rocking beam back axle to their conversion. As Scammells did a conversion for Bedfords, the thinking was that they could also be approached to do a similar one for Chevrolet and Ford chassis for Canada. The D.N.D. then commissioned Ford and General Motors of Canada to produce prototype 15-cwt. 4 x 2 trucks to W.O. Spec.36 in 1937 and then the following year two 6 x 4 F.A.T. trucks using Scammell bogies purchased direct from Scammell Lorries. These were then tested extensively, but found seriously lacking in performance especially cross-country because of the extra bogie weight and lack of front wheel drive. Comparisons with 4 x 4 conversions of Ford chassis showed that the 6 x 4 was deficient. Then by the beginning of 1939 the W.O. had made it clear that they were now interested in 4 x 4 ‘quad’ chassis instead of 6 x 4, and at first sight it seemed that the extensive design work and engineering of two new designs was wasted. However, after war had broken out the Ministry of Supply and Air Ministry acquired 6 x 4 lorries where a longer body or longer load was required, e.g. Searchlight trucks, breakdown gantries, and Barrage Balloon trucks. This included CCC conversions on Fordson chassis as well as 6 x 4 chassis from British manufacturers. Presumably ignoring the W.O. change in direction to all-wheel drive, the D.N.D. not only commissioned Ford of Canada to design a 4 x 4 15-cwt. truck and F.A.T. ‘quad’ to the latest requirements, which G.M. of Canada adopted as well, and also a new 6 x 4 design, which would be war rated at 3-tons utilising experience already gained and using the same cab as the new 4 x 4 and subsequent 4 x 2 ‘D.N.D.-pattern’ trucks as they were initially named. Ford of Canada thus created the V-8 engined F.60H, able to take the same bodies as its British counterparts, or indigenous Canadian ones. The wheelbase was 134” to which as bogie was added.

The first F.60H or Ford Model C010QF cab design was what was later called the # 11 Cab, i.e. closed, but during 1941 this changed to the # 12 Cab with ‘Alligator’ hood opening. Ford started production in the spring of 1940, indicating the amazing rush into production, but G.M. of Canada did not produce their own version though they did components for the F.60H. Assembly was then undertaken later in 1940 in England, for the Canadian forces. The Mechanical Engineering Establishment at Farnborough, Hampshire, then tested a Ford F.60H loaned or seconded to the Ministry of Supply: reputedly serial CMD 4903, a Pilot Model, Engine/chassis number 1C3685F. M.E.E. Report No. B.571 dated 31 December 1940 referred to a trial of the truck between 15 August and 28 November 1940, under Ministry of Supply file 257/Veh/956 [Census Number H 4141706?]. The report stated that a Ford 6-wheeled chassis with driven front and middle axle and trailing rear axle as supplied to the ‘Canadian Military Department’ was received for test. The truck was trialled over 947 road and 201 cross-country miles, total 1,148 in order to ascertain its suitability for W.D. use. However, the test revealed that the steering was very stiff at slow speeds in either 6 x 2 and 6 x 4 drive; The front springs bottomed badly on rough roads; the driver’s seat was too low for an average man and it was impossible for him to see the road properly or gauge the width of the vehicle which made driving down narrow roads hazardous [raising the seat 3 inches made a considerable difference]; the windscreen wiper was useless when accelerating, and the exhaust tail pipe grounded. The truck was then to be subjected to further trials: 7,500 road and 2,500 cross-country miles. A copy of the report found itself in the hands of the D.N.D. in Ottawa and was referred to in the negotiations for the development of a 6 x 6 truck.

In the meantime, E.L. Simpson of the Automotive Engineering Department at Ford of Canada wrote to Brigadier N.O. Carr as he was by then, the Deputy-M.G.O. on 19 October 1940 and sent copies of composite chassis drawings showing the installation of the Lincoln Zephyr V-12 [1940-41 120 b.h.p.] engine in the “six-wheeler” which presumably referred to the F.60H, and also sent power curves of the Zephyr engine and then engine then being used in military vehicles, which was the standard Ford V-8 and not the larger Mercury V-8. The Zephyr engine was available in quantity and Ford proposed converting for test purposes one of the D.N.D. vehicles then at their plant: would Carr give permission for the conversion please? The vehicles could be converted to 6 x 6 configuration ‘at your convenience’. The advantage that the 290 cu. in. U.S. V-12 had was that it was produced in right-hand drive form.

The Director of Mechanical Maintenance, Francis Farwell, wrote in December 1941 that on 15 December 1940 ten D.N.D. officers went to Kingston, Ontario to road test a 6 x 4 chassis then used as an Army Field Workshop with standard G.S. body. At the conclusion of that visit Farwell took the position that the chassis was not satisfactory for gross loads in excess of 18,000 lbs. They then asked the Design Branch to provide a heavier chassis with larger engine that would be satisfactory fro gross load sup to 25,000 lbs. That then led to discussions concerning a heavier Dodge chassis with bigger engine, and then International Harvester, Dodge and White regarding vehicles with greater horsepower and capacity for loads from 20,000 to 25,000 lbs. Gross. However, a Mr. Stevenson wrote 13 January 1941 prior to the discussions recommending that the 6 x 4 chassis be retained with certain changes and on 22 January wrote asking that tyres be changed from 10.50 x 20 to 10.50 x 16 to improve the 6 x 4 performance. However, it was apparent by spring 1941 that the 6 x 4 [Ford F.60H] was unsatisfactory: London wrote 24 May 1941 that further trials on the lorry mentioned above had been abandoned as a result of front axle and U.J. failure, criticism of articulation, power performance in comparison with British trucks, and further criticisms backed with the Farnborough tests that resulted in the decision that a 6 x 4 with both rear axles driven was preferable.

On 10 May 1941, the D.N.D. H.Q. in Ottawa cabled the Canadian Military H.Q. in London in response to the latter’s # T.A. 260 to advise that a 6 x 6 G.M.C. truck with an engine producing 216 lbs./ft. of torque was being developed. A new cab and sheet metal was designed to take this engine, which was the largest that could be used with the then current axles. This would not enter production prior to January 1942 at which time the 6 x 4 [F.60H] would be discontinued. There were a number 6 x 4 trucks to be built which would fill all then presently known requirements. Ottawa had sent a Telegram on account of criticism in Canada of lack of performance and because the R.C.A.S.C. in Canada stated that they required a 16 or 17-ft. workshop body to carry more complete equipment tan specified for corresponding English {sic.} vehicles. The proposal regarding alternative vehicles mentioned in the telegram would involve cancellation of as many 6 x 4 trucks as possible, the exact number depending on availability of larger chassis.

A meeting was held at Canadian Corps H.Q. on 6 August 1941. Approximately 200 Ford 3-ton 6 x 4 chassis had been provided to the Canadian Army in the U.K. These chassis had been equipped to meet “W.E.” requirements:
R.C.A.S.C. Units: workshop x; stores xx and breakdown xx.
R.C.A.S.C.: responsibility for maintenance.
R.C.A.O.C.: x-Ray [R.C.A.M.C.]x; breakdown x; stores xx; machinery xxx; M.T. ? servicing xx and 24-passenger bus for personnel x.
R.C.E.: folding boat equipment x; small box girder x; derrick x.
Of these those marked “x” were chassis only from Canada with body and equipment procured in the U.K.; “xx” indicated chassis and body from Canada and equipment provided and installed in the U.K., and “xxx” represented chassis, body and equipment complete from Canada.

On 14 August 1941, Ford F.60H 6 x 4 production to Canadian orders ended. A heavier truck was required and London was notified by telegram on 25 August. The Master General of the Ordnance sent a Telegram on 25 August 1941 from Ottawa to London stating that the situation with regard to the 6 x 4 chassis had been thoroughly reviewed. 1,058 chassis had been ordered to cover home and overseas requirements but in view of the results to date it had been decided to cancel 55 and divert 362 to India leaving a balance of 641 available of which approximately 534 had been or were to be shipped to the U.K. The ‘Summary of Establishments and Requirements of Vehicles in the U.K.’ as at Midnight 24 July 1941 showed total establishment 6 x 4 of 754. Some of these establishments were still provisional and no purchases had been made against them however using those figures as a basis it was suggested that London allocate the 524 to best advantage and purchase other requirements from the R.A.O.C.. If required Ottawa could ship most of the 117 remaining in Canada. It was believed that the 6 x 4 chassis was suitable for stores, workshop, S.B.G. special bodies, machinery except R.E., X-Ray, and bus if G.V.W. was scaled down to a maximum of 16,000 lbs. It was unsuitable for breakdown, derrick, F.B.E. machinery, R.E. photo, mechanical printing, recorders, plotters, pontoon, pontoon trestle, half pontoon bay.

The F.60H does not appear to have been acquired for U.K. forces, and thus are not mentioned in the 1944 Census Number listing. However, they were evidently used in the Middle East, and thus would have acquired Mid-East allocated numbers. In addition, Australia and India received numbers to Ministry of Supply contracts from at least 1942, and there is evidence that Australia purchased quantities direct from Canada, and were very successful as wreckers. Although the Canadian lorries did not continue in production, overseas orders maintained production long enough for the # 13 Cab to be used, with the forward-sloping front screen. In total 4,123 F60H lorries were produced. This included a quantity of open-cabbed versions, with either the # 42 or # 43 Cabs depending on whether #12 or #13 closed Cabs were used at the time. The D.N.D. had dropped the F.60H as not having sufficient performance in favour of a 6 x 6 design, which is covered in the next part, namely the GM C.60X.