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About mammoth

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  1. The strange radiator protector on the McGhie's K type was not a one off as seen on the Whitbread's K type subsidy model.
  2. Just why a model specially designed for the British subsidy scheme and more expensive (750 pounds vs 685 for the J) should be sent to Australia is a mystery. Chassis 1198 built 10/04/1913 was sent to McGhie Motors in Brisbane. Four other K types were sent to Australasia one in January and three in June 1914.
  3. K type front.pdfFurther research has found what may be the only surviving image of Thornycroft's double reduction rear axle. The images from front and rear show the banjo style casting which cradles the gear casing. The torque tube can be seen attached to the top of the casing. The raised "set frame members" can be seen either side of the silencer. K type diff.pdf The front of both the J and K types wore a badge on the radiator with the legend "Thornycroft motor'.
  4. Correction as I haven't worked out how to edit. VCV magazine 44 has an article by Bill on Thornycroft engines and it is No 52 which has the article on J & K types.
  5. J K photos-001.pdfThe magazine article written by Bill Dawe back in 1994 now sheds more light on this model. Thanks to Bill's research back then I can now offer the below information. The K model was designed specifically to meet the design wishes of the Mechanical Transport Committee of the War office. In addition to a double reduction drive axle a torque tube arrangement was required to control axle location, rather than relying on the springs, and so the rear axle and shackles front and rear which it's sister J model did not have. The first K was chassis 1177 sold with a subsidy to Pic
  6. Sometimes you should look at what is right under your nose and indeed on Dave Rossington's prompt I looked on my shelf to find Vintage Commercial Vehicle magazine number 52 had an article "Thornycroft J & K Types" written by Bill Dawe who still resides in Ballarat, Victoria. The information more relevant to the Subsidy K type and the transition to the WD J model I will post in that topic. In brief, the 1912 'heavy range' comprised of the 2 ton C and 21/2 ton D model both with worm drive and L4 motor. The mysterious 4 ton H model was withdrawn before any were sold and replaced b
  7. The photo above is of my early J type which was equipped with a new design worm drive rear axle. The K type was reported as a new design in Commercial Motor in September 1912 with rating for gross load of four tons whereas the J was rated at 3 1/2 tons. The K had larger wheels back and front and described as more robust but no detail is given of what the differences actually were. It carried the prescribed brush bar in front of the radiator and tow hooks back and front. The K type was inevitably significantly more expensive, more of which later.
  8. If I may indulge the moderators I have created this topic in the hope that more information concerning the Thornycroft K type, otherwise known as the WD subsidy truck, built between 1912 and 1914. This model was very similar to the early 'J' type of which only two survivors are known - see Aussie Thornycroft topic - which in turn is naturally confused with the subsequent and more familiar war time and later 'J' type with disc wheels. I invite all contributions and corrections. The only manufacturer's illustration that I have come across is here; http://archive.commercialmotor
  9. I have come to the conclusion that the identity of the early J type is very much tied up with the subsidy K type and with so little to go on I will start a new topic on the K type and invite comments, corrections or even shoot me down in flames when I have run away with speculation! The Rod Dux book has been helpful while the Commercial Motor archive has helped to provide a general picture and a few faint images. My J was sent to the Brisbane dealer W,F, Turk & Co from where the trail goes cold. I have traced a previous owner who had it for about 30 years having purchased it fro
  10. Seems they were sold in Britain prior to war http://archive.commercialmotor.com/page/29th-january-1914/14
  11. Leyland recommended not to bump start their worm drive models, however my mate starts his 3 tonner that way all the time. In Australia because of the long distances, little traffic etc it was usual to use 'angel gear' on down hill sections thus increasing speed from the usual maximum of 30mph. Not a safe practice but they did it. With heavy worm drive diffs over-speeding in this way means that eventually the worm can't keep up and the top literally blows off. As said, effect of engine braking is down to the ratio.
  12. Amazing find, well done. What is the big set of wheels?
  13. On the other hand it could be a farm special made from a later model with a model T axle or chassis stuck under it.
  14. I just remembered I have a copy of 'The Book of the Thornycroft" by "Auriga' sitting patiently on the shelf since 2006. As it covers the WD J model with M4 engine it is a useful reference to identify differences of the 2013 model variant. It also includes the faults which required re-design between 1914 and 1917. On the subject of engine mounts there was clearly trouble related to chassis flex which was addressed with the 3 point engine mount just described. However, this modification caused misalignment between crankshaft and gear input shaft causing various calamities including fractured cra
  15. Re engine mounts:- 4" square Australian hardwood would offer no flex whatsoever. There are 3 holes in the sub chassis at each of the four corner locations where those angle iron brackets could have been located. The top of the sub frame of mine sits just below the main frame. It appears there has been some mischief about both rear gearbox mounts on the subframe and I have deduced that there were fatigue cracks repaired by removal of offending portion of sub rail and a piece of formed angle iron inserted under, with a washer to pack it up to original level. On that thinking the engine mounts
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