N.O.S.

Jon - I think that might just be a result of the number area being masked up during a chassis repaint - note the crazed paint surrounding the area.

Went to France via le tunnel for the day last Tuesday (oh joy on the M20….), and would offer the following observations / advice if you happen to encounter similar problems on the day you travel: On our way down (probably soon after the real problems started) there did not appear to be any police control other than right at the tunnel junction - quite some miles back the inside lane became slow and then came to a stop. We eventually discovered this was caused by trucks trying to find gaps in the line of those parked up on hard shoulder in order to park up themselves, and other trucks pulling out of the park line. After start/stop for miles we managed to get into middle lane just before speed differential made it impossible (we could have been stuck for hours). If you find a similar situation I'd suggest that, as soon as traffic speed permits, you get into the middle lane until the junction for racecourse. On our return we passed maybe 10 miles of what we calculated was around 1200 trucks parked up in (at times) both inside and outside lanes - with only the middle lane open. After a couple of miles of clear road behind the parked trucks we noticed all traffic held by police - they seemed to be directing the trucks destined for parking into either inside or outside lanes, thereby freeing the middle lane for cars and non-ferry traffic to get out of the log jam and make their way past the truck park. Quite a job for them to manage. Good luck! Just make sure you do not inadvertently join the tail end of the parked trucks!

No - that was Monday wasn't it? Today I think you were on a swage. I really like the way you tackled this challenge - kind of sets the benchmark for dogged determination in the absence of specialist tools!

No list - but two things from experience: 1) Check there isn't a birds nest in the exhaust - this can prevent any air flow into the engine, not even enough to fire half-heartedly. We had this with a Gardner 6LW. 2) (most likely) Fuel pump rack stuck in shut-down position. Often caused by just one pump element in the pump sticking, thereby preventing the rack from opening all elements. Sometimes the element can be freed off by gentle tapping of the rack, but proceed very carefully to avoid damage - and make sure the rack does not then become stuck partially or fully open as the engine then might run away!

A day trip to France on Tuesday yielded enough sheet metal to build up the front end. These appear to have came from a Brockway bridging truck, but the panels are identical to those of the White 666. Whilst not in pristine condition it is a huge boost for Roy to have these to work with. The bonnet sides still display the wartime serial number, and the cowl has some 'cab art' stencilling on the front - although infuriatingly not all of it can be read and it doesn't look as if careful sanding will help as the original paint has all gone from the vital areas. What can be seen is: ????? \\ DRIVER

I agree with Degsy, but haven't yet found the evidence. See also Goncalo Mendes's post on here - he found a variety of pictures of postwar trailers.

Some people fit their MV out in the back as a mobile camper - maybe you could fit one out as a mobile kitchen? Just a thought...…

You had to try though didn't you? Welcome! Tony

Thanks for looking, Gordon. I've just found a thread on the Gee where it is suggested that the only Dodge seats which were vinyl were those in the WC54 as the plentiful supply of blood would require frequent washing. Mmm, I suppose that is a valid point.

I'd probably be lazy and use a cut-off disc in a 4 1/2" angle grinder, but in the absence of the grinder I doubt I would have thought of your very simple solution! :thumbsup:

I've done two 4 to 5 speed box changes on MJRs and don't remember drilling any new holes. That said, there's a frightening amount of stuff I don't remember :readbook:

Thanks Gordon - very useful. So do I take it there is no master parts list for the WC54 Ambulance G502, it being covered under the Dodge master Parts List G657? Similarly would the Chevrolet M6 Bomb truck G115 (I always thought it was a G506 like all the other 1 1/2T Chevys) be covered under the Chevrolet Master Parts List G654, or did it have its own MPL? Tony

O.D. canvas seems to be the universal material for WW2 restoration seat covers - usually replacing a variety of existing vinyl material found on seats of vehicles used / rebuilt post war. But was canvas really the original covering? It strikes me as very impractical on open cabbed vehicles such as GMCs, Diamond Ts and M6 bomb service trucks. What about Dodge WC vehicles? I think they might have been a brown leather type? Any evidence or thoughts on this topic please?

Oh yes, I think you might have missed something

Ah what the heck - :bow::clap:

Don't encourage him Andy :nono:

One exception being: if you are transferring a number plate to an exempt vehicle it will require an MOT inspection.

Looks like Turner 5 speed T300. You'd have to shorten the intermediate prop to fit it in. I can't remember now how to determine if it is a direct or overdrive. There is a dowel or something on the left side of box if overdrive? Has the truck sat for a while with the cab / body off? Looking at the gearshift gaiter, I wouldn't take it until knowing how much, if any, water there is inside Pull the drain plug and see what comes out.

Well done all of you. And great news for Cletrac owners!! :banana:

As Degsy says - http://www.cckw.org/production_data.htm

Going back to the original question, which concerned postwar MVs: The level of response to an advert I guess depends upon four somewhat inter-dependent factors: interest, desirability, affordability, availability. Interest should ideally be of the military/mechanical kind - a true enthusiasm for MVs of a specific era, but may also be generated by mere desirability (e.g. as a financial investment). Is it reasonable to suggest that there is currently a greater level of military-based interest in wartime vehicles than postwar? Desirability is determined partly by availability/rarity, partly by level of interest, but possibly (sadly) more so by how good the MV might be as an investment. A bit like classic cars and now classic tractors? Affordability depends upon both the economy (how much spare cash do we have?) but also how easy it might be to sell the MV if necessary to recoup the initial investment (e.g. you might need the MV to work as a reliable investment in order to justify the investment of ownership). Availability: I'm not sure that postwar MVs are any more plentiful than wartime ones so you can't argue - with of course some notable exceptions like tanks and Patton's jeep(s) - that it is all down to availability. Yes GMC prices have escalated in recent years once supplies of surplus vehicles dried up (for the first 20 years of ownership my GMC was only worth what I paid for it!), but what about say postwar British armoured cars? There are no more of them around either. And there is also the issue of spares availability which might steer people away from some postwar MVs - ok Jeeps cylinder blocks are becoming an issue but, like 1/2 track tracks, that WW2 market sector is big enough to find an answer. I wonder if the answer is simply the number of postwar enthusiasts compared to the the vast number of wartime era enthusiasts? If affordability is key then a Bedford 4x4 or Landrover (**) might be your only way in to the ownership side of the MV hobby, but the choice between a wartime or postwar armoured car would probably be down to your specific interests rather than what a vehicle was worth. ** Both vehicles are iconic machines in their own right and deserve equal status to Jeeps or GMCs. My solution to all this is to - * Work on the basis that as soon as a new MV arrives home it becomes worthless * Never buy anything with the intention of selling it on, let alone at a profit * Only ever buy an MV because of your own enthusiasm for it * Be guided by what an MV is worth to you more than what its supposed 'market value' is That way you'll be penniless, have a yard full of worthless crap with no room to spare, but happy as a pig in sh!t

The 5 speed Turner box is available in either direct 5th or overdrive 5th. The direct (4 speed box is direct top isn't it?) version gives a much better ratio spread and transforms the enjoyment of driving a Bedford - you lose that horrible gap between 3rd and 4th!! I have no experience of the overdrive version, but if you want higher speed it might be a good option.

Thanks for the quick reply John! I've just found the manual on Scribd so have an image of the data plate now. Tony

Urgent please! Can anyone post a picture of the Clark box gear shift pattern as shown on the data plate please? Searched everywhere (including Tankograd book) with no luck :-( Thanks, Tony

Half of the prop shaft between gearbox and transfer box was missing. After a long search Roy found the right half of an old Foden prop which had identical splines, yoke flange and tube length - another tick off the long list. Work has continued on the cab - even small items like this glove box lid take a fair bit of time to make from scratch. Everything on the White is big - kind of DT980 size, the steering drag link is shown alongside that of a Studebaker 6x4 for comparison. The chequer plate used on tank decks and running boards is quite unusual - no chance of finding anything like it now?