quiz time!

[Hanno Spoelstra]

Originally posted by Howard
Well Hanno, I am busting to know.... Just why IS the Ford 1/4" longer?

I really don't know! That is why I am asking. Many moons ago Keith Webb threw up the question as an appetizer about what he had learned at Corowa ... but never came back to give an answer. C'mon Keith, stop torturing us!

H.

[Hanno Spoelstra]

Originally posted by Pete Ashby
I think the good Generals arm conceals CMP wiper motors

Oh! In that case would the General be driving a proper Canadian contract jeep?

H.

[Keith Webb]

Originally posted by Hanno Spoelstra
I really don't know! That is why I am asking. Many moons ago Keith Webb threw up the question as an appetizer about what he had learned at Corowa ... but never came back to give an answer. C'mon Keith, stop torturing us!

Damn dementia!

[Tony Smith]

Originally posted by Howard
Well Hanno, I am busting to know.... Just why IS the Ford 1/4" longer?

HH

But is it, really? I know that the manuals list the Fords as having 101 1/4", 134 1/4" and 158 1/4" wheelbases, but are they really longer than the Chev? 2 reasons to consider:
1.Ford and Chev have INTERCHANGEABLE driveline components, ie front diff ring and pinion gear, front driveshaft, transfer case, rear driveshaft, rear ring and pinion gear. How can they be different wheelbases?
2. Rounding of figures in specs was commonplace, ie we know the heavy truck diff gears had a ratio of 6:43 or 7.16:1. This figure is also written up elsewhere in the same manuals as 7.2:1!

As an aside, commercial Ford trucks also list wb's of 134 1/4" and 158 1/4".

[Hanno Spoelstra]

Originally posted by Keith Webb
Damn dementia!

But it has one great advantage . . . you make new friends every day!

[Hanno Spoelstra]

Originally posted by Tony Smith
1.Ford and Chev have INTERCHANGEABLE driveline components, ie front diff ring and pinion gear, front driveshaft, transfer case, rear driveshaft, rear ring and pinion gear. How can they be different wheelbases?

I don't know, really! The question was brought up by someone who's name I forgot

I can't imagine why the drive shaft splines could not take up a wheelbase difference of 1/4".

H.

[cletrac (RIP)]

I wonder if it's just how the factory drilled the holes for the centre bolts? Like Hanno said the splines would take it up with no problem.

[sapper740]

Originally posted by Hanno Spoelstra
Congrats Derek, you get the Afterburner Cup for this answer

It's not just my tail that's burning red! Guess I should have read all the posts first!

O.K. let me make up for my gaffe. The complete number painted on this jeep is CM4242313. How do I know this?




CHIMO!

[Keith Webb]

Originally posted by Tony Smith
But is it, really? I know that the manuals list the Fords as having 101 1/4", 134 1/4" and 158 1/4" wheelbases, but are they really longer than the Chev? 2 reasons to consider:
1.Ford and Chev have INTERCHANGEABLE driveline components, ie front diff ring and pinion gear, front driveshaft, transfer case, rear driveshaft, rear ring and pinion gear. How can they be different wheelbases?
2. Rounding of figures in specs was commonplace, ie we know the heavy truck diff gears had a ratio of 6:43 or 7.16:1. This figure is also written up elsewhere in the same manuals as 7.2:1!

As an aside, commercial Ford trucks also list wb's of 134 1/4" and 158 1/4".

So it's a case of Ford precision and Chev near enough is good enough then.

Odd ones out are the F8 and F15 without the extra 1/4" Interestingly the second edition of Special Pattern Vehicles lists the F15 as 101 1/4" but other handbooks and manuals list it as 101"

Oh well, out with the tape measure!

Here's a question for you - what other CMP vehicle lacks the 1/4" in it's wheelbase?

[David_Hayward (RIP)]

Model C395Q F60T 115" w.b.
Model C298WFS F602L 158" w.b.

Model C29WFS F602S had a 134 1/4" w.b. My info suggests that the rear-engined chassis had exact w.b. lengths: is this correct?

I got the impression from reading DND papers that it was Ford that led the way with the early chassis designs which GM adapted. However, it was the other way round with the 8-cwt chassis. I assume that the F8A had the same w.b. as the F8?

Just to add a bit of interest perhaps, a letter of 8 May 1940 by J.A. Lane, Export Manager, General Motors of Canada, Oshawa to the CMD in Southampton confirmed that on the first 143 Model 84-20 8 cwt. sent S.K.D., the holes for the Floor Plate in the Frame Side Rails were drilled one inch too far forward, and they were going to send a jig to enable the holes to be properly located. Also in a letter sent to “Mr. C.S. Finkle, Canadian Mechanization Depot, General Motors Building, Southampton, England” by J.A. Lane, Export Manager at G.M. of Canada, Oshawa he said that they had experienced a few assembly problems with the first run of 15 cwt. vehicles, model “84-21”, which was the C.15 of course. He wished to draw attention to these with a view to assisting Finkle “in your initial production”. Variations in the Arch Bar resulted in misalignment of the front fender and fender support holes. The source of Windshield and Roof Panel Header Strips had made a mistake in drilling outer holes, cab spot welding as received from source was not acceptable, and required re-welding in the plant, and there was an increase in production of the clearance between the brake pedal shaft and bushing. Great fun!

[Keith Webb]

Well done that man!

[Howard]

Maybe the axles in the Chevs don't come out of the centre if the diff housing.
Before you laugh it off and dismiss, consider this.
Holden (GM) Commodore V6 has had an ongoing problem with leaking rear main oil seals. The fault? The crank isn't always centred. The countermeasure? Mounting the seal on a plate with slotted mounting points. Brilliant engineering.
And this is Australia's most common motor vehicle. I worry about us...
(To be fair engine is USA design)
HH