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Thanks Richard. I'm looking at an original C15's hood hoops tomorrow, so will see if the Canadians pressed the side bars in the same way

Engine number located and falls within the expected batch from Contract 6050. I'm relying on two book for the rebuild....one new and one old. I used a design from the new book to make a special Chevrolet engine block mounting to go on the heavy duty engine stand. As these engines weigh around 700lbs, it is far sturdier than the relatively flimsy universal mount. Also there is a mass of information on "Stovebolt Sixes" on the internet, but it's a little like online advice on Jeep engines.....try to identify who really knows what they are writing about! Also, checked over the gearbox and all looks fine. We'll refit with new oil

Our plan is for the main truck to stay in Kent, where James will repaint it, while I take all the boxes of engine parts back to Reigate to assess it and plan its rebuild. Due to the expected delivery time, very first job was to order a new wiring loom from Vinwire in Australia: https://www.vinwire.com.au/ We've used their looms on previous CMPs. I put one into my C8a and the quality and fit were excellent. The other item that is likely to take time to delivery is a complete new canvas hood. For this we went to Richard at RCH CANVAS near Hythe. He has made a canvas cover for a friend's C15 and produced canvas window seals for the C8a, so we know the excellent quality....but he's very busy and placing an early order was key!

Hi Richard, What did your jig look like? I've got to make hoop sticks etc for the C15. Thanks John

Yes, for use in Korea these Carriers were fitted with front rollers.

While our C15 rebuild has priority, James Gosling's latest project arrived from New Zealand this week. It was delivered as part of a multi-load to a well known yard in Kent, where we collected it yesterday. Only three of these vehicles in the Northern Hemisphere. Weighs around 6.5T and "under" powered by Ford Flathead V8. Will be a challenge to drive on road as seating position is down in between chassis rails and some distance back from glacis plate. I've driven James' WWII Fox on the road where you just look through a "letterbox " slot, but you head rests up against the armour so visibility was acceptable. Will be a while before work starts on this NZ Carrier, but here are a selection of photos to whet appetites and will update when work commences.

Thank-you that will be very useful. I've found a pencil drawing of the toolbox dimensions, but also understand there may be a CAD drawing somewhere on the site.

Will do. I'll take lots of photos.....

Once we'd agreed a deal the first issue was to retrieve everything from two separate locations and move it to James' workshop in Kent. As I've said, the cab was loosely fitted onto the chassis to enable it to be moved from its long term storage to temporary storage in a garden centre in NE Kent while it was put up for sale. All the mechanical parts had been boxed up and were in a commercial storage facility in SE London. We collected everything between James flatbed truck and my estate car (testing the latter's air suspension!). Once at the workshop we then had a good look at what we'd bought. The chassis and cab are in remarkable condition for a 79 year old vehicle with no rust. We have the small underbody storage boxes and the hard to replicate spare wheel clamps. Only obvious missing parts are: main toolbox that should sit between cab and body, canvas hood and hoops, exhaust. Interestingly the rifle clamp was stamped 1942, but we don't know if that was original for the truck or had been found in the previous 30 years to fit in due course.

Thanks Pete, that's encouraging. Getting the engine right is the biggest potential risk with this rebuild, but I will follow the manual and take care🤞

Yes, Hano and James made me aware of the 6050 data: We'll post engine number on here....and expect it to be found to be within the range. Id read Phil's section and was keen to find the Special Tools....haven't seen the others for sale though. Puting the dippers on backwards will DEFINITELY shorten engine life!

Could be. The Chev 235 blocks were introduced in 1950, an while look very similar to the 216, but had full pressure oiling.

Evening Gordon, I have heard the same comments. But if it was such a poor system why did GM use it for so long (up until 1953 on the 216)? The manual refers to special tool to set dipper height and I've managed to find one for sale in the US. Photos below, and I'll its use on this thread.

Think so, but not included in the sale.

Morning Alex, Thanks, yes it would have been a shame to see it scrapped. We believe the truck was built in 1943 as part of the 6050 contract for the British Army. It has several unusual holes in the cab that we suspect were for Artic modifications, but perhaps were never actually installed. I will post separately on the thread about the engine, but believe its serial number matches those known to exist under the 6050 contract. We don't think it went to Norwegian Army, but stayed in UK after the war. We may find more evidence as we work on the panels, but from what we were told this is its history: - 1943: built in Canada -43/44: Shipped to UK on Atlantic Convoys -44: British Army -Early 1950's??: Cast from army and went into civilian use in UK - Ended up in scrapyard at Pease Pottage, West Sussex with small rear recovery crane fitted - Rescued and saved by an MV collector. We do not know if was road registered then, but there is no sign of registration now and we will register it this year. - Purchased in 1990s by the three brothers who then dismantled it, intending to fully restore it. - 2021: saved again...

The body had been dismantled and stored, but to enable it to be moved it to temporary store last summer it was quickly bolted back together. We viewed and bought it in that state. A few photos showing the very good condition of the cab.

Morning all, James Gosling and I have bought a dismantled C15 truck, it was dismantled 30 years ago and put into storage by three brothers in Kent. A recent change in their circumstances resulted in the loss of its storage and it being placed on MILWEB. As we have worked on and rebuilt several Canadian vehicles, we decided to try and save the old Chev. It's quite a risk buying boxes of parts but we could see that the parts had been carefully stored, also both have a stock of spares and took the plunge. Time will tell what has been lost over the years...... Our plan is to completely rebuild it over future months. I aim to keep a blog here to record the process. Here are some photos of some of the C15 parts in "kit form".

Yes could have been anything...including Binned Stores. X numbers allocated were: 6146399 - 6153024. Date: given the high contract number I'd guess 1944 or later

ORME Evans had contract S7945 for "Trailer 10cwt 2wh Various Types" but I'd still highly recommend Rob's book

Richard, I use Rob van Meel's excellent "Allocation by Central Census of B-Vehicle WD Numbers". Includes a complete section on trailers of all types and makes. https://robvanmeel.nl/product/b-vehicles-wd-numbers-central-census-chilwell-1944-numerical/

Richard, I've found several steel data plates (or their remains) over the years, manufacturers certainly didn't all make brass ones as seen on the Electrical Repair Trailer. I think the "OE" number is Orme Evans contract numbering. But they produced Binned Stores trailers on contract S7141. X numbers allocated where: 5842857 - 5843196 Brockhouse also made Binned trailers to several contracts, but their X allocations started with 4 or 5

Hi Richard, To my knowledge the 1" ring wasn't used on 10CWT trailers. I think it was used on the NFS Fire pump trailer though

Richard, Quite a few years ago, I found small children to be good at this job...but suppose a wire brush on a grinder would work too!

Excellent Richard. Do you think you'll be at Capel with the truck?

My C60s Wrecker has headed West today. After 7 years of adventures. Thank-you HMVF who put me in contact with the Jordan.