Another Aussie F15A history question

[Ryan]

Originally Posted by Private_collector

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?

[Keith Webb]

Originally Posted by Ryan

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?

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:

[Mike Cecil]

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