mammoth

square section means they can be fully compressed without damage.

The engine ID plate has : engine type; number; date, so that data would be useful. The nearside radiator side piece is from post war. In the absence of a chassis no to help pin down a date the following will help: The white enameled "driver instruction" plate in the cab changed in 1919, (Leyland Motors 1914 Ltd to just Leyland Motors Ltd ??) to can we have a photo of that, also a close up of the brake cross/compensating shaft support bracket. wheel base measurement The original cast alloy water jacket covers have a habit of corroding to nothing and yours have been replaced with steel plate.

Back issues of Leyland Journal and Torque are still available from Leyland Society. People put a lot of effort into research and publications so there is an unstated expectation that you join and play a part,. As they say nowt for nowt, the more so as you are a commercial operation. Image from web of model, chassis No and order number location, and they are often as feint as this. Sometimes they are on the near side rather than in the centre.

Well bought. Maybe it is too good to use as a donor?? As you say a well executed modification.

Back issues of Leyland Journal and Torque are still available from Leyland Society. People put a lot of effort into research and publications so there is an unstated expectation that you join and play a part,. As they say nowt for nowt, the more so as you are a commercial operation.

Can't tell you much without a chassis number, which will contain the model designation. Engines and other parts were shared with the trucks. Similarly engine no would be useful. 1929 was the time when there were huge changes happening in the Leyland model line ups, bringing in new technology.

Mike Sutcliffe of the Leyland Society wrote up a description of all the Leyland 'RAF types' in Volume 1 of Leyland Journal which were in production between 1914 and 1931. The war time version was rated as 4 tons and modifications of design was ongoing from before wars start until in 1916 the design was 'locked in'. New designs started to be introduced in 1919. Virtually all parts bore the part no, either cast in or with a brass tag riveted on, The hubs for pneumatic wheels were introduced around 1923, first on the 2 & 3 tonners followed by the heavier models. Some of us have the complete parts list as well as illustrated parts books.

Those look like ordinary common garden variety spring washers to me

The mag drills really come into their own when using core drills enabling larger holes to be drilled. However I don't think the cheaper Chinese ones coming onto the market have a magnet as strong as Scrunt's.

I would expect them to be CAV which at some stage was bought out by Lucas but maintained it's identity as the supplier for commercial vehicles. This in the era when they had the 'ears' same as acetylene lamps and could thus be retrofitted.

was for while and it is now in England.

The answer to the question "are there any survivors" is here;- I acquired this some years ago and as it took years on international forums to identify it the answer to survivors is likely to be that this is the only one. Considering that the trailers matched to the Crossleys were on singles they were probably considerably lighter than the American built ones which grossed between 6 and 12 tons. However the Freuhauf signature of rounded front, gooseneck, and fold back landing legs (bad idea) are apparent so either Taskers built the superstructure on imported chassis or built them under licence. The lack of information on air force trailers generally we put down to people interested in air force stuff only had eyes for things with wings and people interested in army stuff didn't look at air field perimeters.

The trailer looks like a Fruehauf which came in a multitude of variations. If so, they had air brakes which means the Crossley would have to have been fitted with a compressor. Or maybe not and they used the Crossley just to hold the front end up while on the boat as a space saving measure as they were so short. As can be seen the Crossley couldn't pull the skin off a rice pudding and needed help from a bulldozer. The air braked Fruehauf trailers were more often seen pulled by 6x6 prime movers.

The product description says it can be machined, and they have another similar product which you can build thicker.

Do you have details of the auction; when, what agent etc

I have just ordered this one. Haven't heard of it before. Available from www.pitstop.net.au and currently on discount.

The alloy switch was the standard for maggy cut out, perhaps the brass one was for lights? The dash light is very reminiscent of those fitted to motorbikes (1930's BSA etc) where the dash was on top of the fuel tank. The light was operated by twisting it left/right and could be unclipped, still connected by a lead, to be used as an inspection light.

The hp quoted for each engine is a factor of bore and stroke and not how much power they put out. That figure is BHP. Reading about the War Department subsidy trials in Commercial Motor what comes out is that most of the lorries were up and down in their performance. Some days one model or other would be a dud and after some night time tuning would be matching the others the following day. The other thing that came to light was gear ratios for hill climbing - so on some hills one make was the leader but on a steeper or less steep hill another make would be in the lead.

I seem to recall that the requirement for under shields was covered in the Thackery AEC books. The requirement to minimise noise in the early days resulted in AEC using chains instead of gears in their gearboxes. So I think it related to noise related regulations in certain areas. My 1926 Albion came with an undershield so the idea was around for a while.

That chart is off the mark as dates and engines are incorrect. The best information on 'RAF types' (basically 1914 through to 1930) is found in the study by Mike Sutcliffe in issue 1 of The Leyland Journal, followed by specification sales sheets from various dates published in issue 3 of Leyland Torque. The parts list put up by Scrunt & Farthing which covers later 4 - 6 ton models is most instructive as it shows variations and developments that I didn't know about. In the case of the engine above it has a short crankcase easily identified by the RH crankcase covers being close together, whereas with the bigger engines there is space between the covers for the brass plate. Interestingly it has the flexible couplings which by virtue of Scrunts parts book I now know to be factory fitting to later models. Could be either from a 2 or 3 tonner

Here is the presentation of the Thornycroft at the TAFE

The A1 model was very popular in Australia and there are a number of survivors. Here I am loaded and about to take two to a truck tech college (TAFE) in Brisbane. Only recently was it realised that the one up front was the very one used as a podium for the very first Brisbane truck show back in 1968. The one behind I had acquired as a donor for restoration. Noelene Bradley, President of Heavy Vehicle Industry Australia who run the modern Brisbane Truck show, saw the opportunity to celebrate the show's history and put together the project which will see a complete restoration by tech students. New manufacture, including castings poured on the TAFE campus will be involved, so if anyone is looking for spares the TAFE could be asked to make duplicates. A full feature film is being made of the project.

This are for civilian versions, but good as a starting point. Thorny A1_0001.pdf Thorny A2_0005.pdf

Between the wars the military favoured the 6x4 articulated bogie style with singles all round and the A3 met that requirement.

other stamps would be to do with quality control ie an inspector or the team that assembled the unit. Wonder if the upside down numbers & letters are deliberate? Going back a bit regarding the C model hubs - yes mine are like that, the half shafts have star ends which fit loose in the hub caps. My original front axle is missing..