Great War truck

As it was a family get together in Devon over Easter, it was a chance for the three of us to spend some more time on the “Thorny”. Steve particularly wanted to use the big lathe, there, to complete some work on his patterns for the new piston castings and also some other residual jobs on both “Thorny” and on the Dennis. It was also an opportunity to get the Steering Box stripped down so that we could see exactly what was inside and what would need to be done to it – and in the hope that there were no nasty surprises lurking there! The first thing removed was the “Adjusting Plug at the bottom of the steering gear case”. This came off without too much trouble to reveal an oily interior, leaving us with the hope that it would be like that throughout. We then wanted to take off the hanging lever at the bottom of the Steering Box – but this proved to be very tight and very firmly attached. The big propane burner was put on the nut as heat often loosens things like this – and after it had cooled the split pin was punched out. A big socket spanner and much heaving did the trick – the nut was loosened and the hanging lever was knocked off. The hanging lever certainly shows signs of its age and neglect – the ball joint is “finished” and will have to be replaced but the rest of it is recoverable. The first of these two pictures show the Bracket for the Steering gear which bolts to the chassis – all again completely recoverable. The second picture shows the inner steering tube and its bottom end piece on removal. We do not have an outer fixed steering tube – presumably that was removed years ago when the original lorry was stripped down so that its chassis could be used as the basis of the Shepherd’s Van as it would not have been needed.

Keith gave me the opportunity to study the photo in more detail. Some things which i could not make out on the scans were that the flat trailers all have RAF painted on the side. I didnt notice that to start off with but i noticed first of all that the AEC Y Type at the top right has a circle on the side of the cab which looks like an RAF establishment marking (not the roundel - but a white circle with a number inside). On the same lorry the letters RAF can just be made out on the side of the body above the wheel. The lorry top left (also a Y type) has the white circle marking on the side as well. So, if these are all RAF it is unlikely to be taken at Longmoor. Also the odd looking limbers are not limbers but look to be fuel/oil bowsers or possibly water sterilisers instead. Anyway, it looks likely to be an RAF depot. I am sure that will narrow down the number of possible locations a little bit. Any suggestions please? Tim

It is hard to say for sure, but i think that the trucks are a mixture of Y Types (Daimler or AEC) and Commers. The steamer could either be a Foden or Clayton. A fabulous photo.

Some interesting stuff there. Lots of Jeeps, restored to variable standards. Personally, i would like the US Chaplain portable organ please. I think the auctioneers were getting a little tired of the sorting stuff out. For example "A wall of Jeep bits". I wonder if the wall comes with it?

Thats a great project. Where did you find it?

During the tube extraction process, the sealing cap was melted off. Steve made a replacement by simply soldering a piece of brass back on the end and then dressing it off with a file. Finally, a quick search of Ebay found a supplier of aluminium tube. Steve cut it to length and then weighed it to make sure it would float in the right position. He drilled some cross-holes in it to secure the float and there is another item ready to assemble back into the engine when the time comes. Incidentally, the cross hole in the top of the tube allows a piece of wire to be put through to hold the assembly in place whilst the sump is fitted. The lower stop is part of the sump plug.

I agree. I cant see any definite evidence of it being photoshopped. An internal explosion has blown the front of the sherman off and the tank is just resting on top of it giving it that unusual angle. It is not as if the whole thing has blown apart. Of course that wont make the poor guys who were inside it feel any better.

After cleaning up the first guide, Steve found it to be cracked almost right through. Fortunately, we have two so he started on the second. This cleaned up OK but had a good dent in it which made it harder to extract the tube. A bit of hammer work on a steel rod successfully beat the dent out.

The Thornycroft, like other lorries of the period, has no dipstick. It does have a level tap and an ‘indicator’ in the shape of a float with a piece of aluminium tube attached which moves up and down in a bronze guide. To remove ours, Steve cut the tube inside the crank case and this has to be replaced. The float was given a good soaking in paraffin before brushing off the muck. The tube had corroded into the bronze guide but simply knocked out after judicious application of heat.

Steve has done few more odds and ends. He has turned up these bolts, a pinch bolt for the magneto coupling and the gland locking screw for the water pump.

My understanding is that they are still for sale. Probably a price issue. A pity really as they would make a great project for someone.

Just curious but what would make a Model T more appropriate for front line work over a GMC?

That is a wonderful photo. Nice variety of lorry types.

Woah, hang on there. There is a significant difference between "offered" and "received permission to buy". No, we wont be getting these. Too many other toys in the toy cupboard and not enough time, but would make a great project for somebody.

Here is the data plate on one of them: and here are some photos of one of the restored ones:

I have been offered an exciting package of three WW1 GMC Ambulances with enough parts to restore two of them. You may be familiar with it, they did look like this: Although there were two different body types. Anyway, this is what i have been offered: Does anybody know anything about them? Does anybody have a manual? There are at least three restored ones in the USA (photos to follow). any thoughts or other words of wisdom greatefully received

Thanks Richard That would be great if it was just down the road, but for what is there it is too much aggravation trying to get it back. I am sure one of our early truck friends in that neck of the woods might be interested? Tim

The starting handle was taken from Devon to Leicester over the weekend so that the hand grip core could be tightly pressed into the vertical part of the handle and for the steel locking retainer for the brass tube on the core also to be pressed in. Sufficient of the core is left proud at each end after pressing to be riveted over. These four pictures, taken back in Devon on return, show each end of the hand grip core after the parts had been pressed together – one of each end before being riveted over with the other two showing that part of the job when completed after the riveting. The opportunity whilst it was in Leicester was taken to pass a slitting saw through the top part of the handle to make the locking/tightening nut and bolt operative. A later picture shows this. The first picture in this sequence shows the top of the handle after the slot has been cut in it. Other pictures show the handle after a first coat of primer – and really that is it – apart from final painting. Another job done!

A visit to our “Stores Department” was made to recover the Steering Box so that it could be prepared for disassembly – this means a liberal coating of Plus Gas over several days or weeks ahead on all of the fastenings to try to loosen them. You will see from the pictures that it is not exactly in pristine condition and that it will require some work. We were fortunate enough to find this still on the chassis recovered from the Salisbury Pain Shepherd’s Hut and covered in the note on page 2 of this thread. We understand that the original fully working “J” was the Farm lorry and that after use in its original form, the chassis was then used as the basis of a Shepherd’s Hut for the farm. The engine, gearbox and diff were removed at that time before conversion but the steering was left in it. Again, we understand that the Steering Wheel was also actually also there until a short time before we found the “hut”, and that the steering wheel was required for another restoration and was sawn off from the column, just below its attachment point. Never the less, we count ourselves very fortunate to have an original steering box! The steering wheel will not be a problem and Steve has the pattern for this on his “list to do” for two to be ultimately cast in aluminium as friends want a similar wheel for their lorry, too! These two pictures show the cast in part number before and after a quick initial wire brushing – the number does coincide with that in the Parts Book!

I agree with you. I would restore it back to its civilian just post war Metamet configuration. it would be unique as i am not aware of there being any Metamet restorations. I always thought if i were to do another Jeep i would restore it as a "Hawlets" one. Anyway, i have got enougb to be going on with so i cant imagine that happening any time soon. Tim

On E Bay is this lovely "Barn find" Jeep (although as his dad parked it in the barn i dont know if it can be considered to be a barn find). It has plenty of the Metamet conversions still on it. My question is should it be best restored back to as it was as it left the Metamet workshop, or change it back to its original WW2 specifications (which probably mean it will have either 82nd or 101st markings). Discuss with liveliness and passion please, because i love a good argument. Tim http://www.ebay.co.uk/itm/171003483918?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1423.l2649

Does that mean that it does not qualify for an age related licence plate then?

We then tried turning the engine over to make sure that all was well. Unfortunately, it made a strange clicking noise and the governor arm ‘kicked’ so the camshaft had to be removed again to investigate. Witness marks on the bob weight arms eventually pointed us to the taper pins which secured the arms to the shaft. These were clipping the arms and had bent the taper pins. The taper pins were cut down and reinstalled, and the cam shaft was replaced. All was well and we now have two correctly timed camshafts where they should be. Only the actuator arm remains to be repaired or remade.

The centre bearing locking bolt was screwed in and the new governor springs were mounted. Then the governor butterfly actuating arm was fitted. As Gordon predicted, it split on the joint as the cotter was driven home. A bit of a rethink is required here!

This time the shaft fitted nicely, the gear teeth were aligned and the centre bearing was pushed into place.