Champ World

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Winter edition advertising copy deadline 16/11/2007

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Cover design by Lawton Bailey Creative Services.

Firstly, I’m sure you’ll join me wishing Roy Elvis a speedy recovery from his recent eye operations. Get well soon Roy. Noticeable in this edition is the volume of material from readers, to the point where Alan had to collate the biggest magazine so far. Good work Al. And even with 36 pages we’ve still had to leave some articles until CW7. So, a bumper special edition for you here and back to 32 pages next time.

The weather meant that Snorkels would Andrew Wardle have been justified at Champ Camp Kemble this year but spirits remained high and a wonderful atmosphere was obvious. A super turnout. Thanks to Stuart Reid and Phil Plumb for organising the first couple of days, Jonathan for his dining shelter that provided much needed escape from the rain, and Frank and Darryl Robertson for providing a tremendous barbeque that fed almost 40 people. Dave Lock seemed to spend his entire weekend underneath one Champ or another, wheels off, brakes in pieces, hubs seals out, but he assures me he thoroughly enjoyed himself. Alan Rawsterne holed number 4 piston on the M5. He was quickly rescued by trailer and Dave soon had the head off checking it out. The fact that, before reaching home, Alan received offers of three engines from fellow members, is a superb illustration of the ethos of the ACOC. Also noticeable was the number of Champs attending for the first time, in some cases having travelled many miles. Visitors who, whilst not Champ owners at present, enjoyed the company and ambience enough to seriously consider buying a Champ in the future.

Germany has to be a highlight. I’ll resist pre-empting what you’ll read in this and future editions. Great company, lots of miles, fascinating scenery, friendly people and all that history. And how marvellous that Leo Maguire and Wally Bowers took the trouble to fly over specially from Australia to be with us. The camaraderie was tremendous. Phil Plumb’s itinerary and attention to detail made the whole event more comfortable, and the willingness of everyone, especially Jed Whitcher, Chris Godward and Martin and Pete Downton to get stuck in to solve problems helped make an interesting 11 days unforgettable. In fact, retracing the tyre tracks of the Champs of the fifties has given us so much interesting material that we’re thinking of putting out a DVD with the winter edition.

THE EDITORIAL TEAM

Editor: Andrew Wardle - CAMRA man (hic & click). Good with words.

Tel: 01782 550258

Mechanical Oracle: Dave “Diff” Lock - All things hairy and mechanical Mobile: 07768 471625

Advertising: Jonathan Williamson - Sell it, want it and flog it.

Tel: 07971 201065

Administration: Alan Rawsterne - Magazine format, play time and other stuff.

Mobile: 07970 715904

Vehicle Archivist: John Mastrangelo - Knows a thing or two about Champs.

Tel: 01454 313036

Information and Data: Stuart Reid - Numbers, graphs, internet and hard sums.

Tel: 01453 521980

AUSTIN CHAMP OWNERS’ CLUB Unit 4, Gatehead Business Park Delph New Road Delph Saddleworth, OL3 5DE United Kingom

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CHAMP WORLD ISSUE 6 AUTUMN 2007

Fax: e-mail:

01457 876360 austinchampownersclub@hotmail.com

DIFF LOCK’S GREASY NUTS GETTING TURNED ON [CHAMP SWITCH PANELS] The Champ was originally fitted with a standard FVRDE [fighting vehicle research and development establishment] designed switch panel designated switch panel number one mark one (also refer to photo at the bottom of page 31). This panel is identified by a straight starter switch lever and domed warning lamp lenses with no flutes.

The lighting switch has all its settings to the left of the off position. The first position when turning the light switch anti clockwise illuminates the rear number plate lamp which if the black out shroud is turned to the small circular No. 1 MK. 1 Panel opening provides convoy lighting to the rear. Subsequent positions give front and rear side lights and headlights.

The two most obvious modifications made to the panel during service were: (a) The replacement of the starter switch with a curved type lever (this made it easier to operate when wearing gloves and also provided an obvious differential to the lighting switch adjacent to it) and (b) The lamp covers for the oil pressure and main charge indicators. The No. 1 MK. 1 Panel Modified original yellow and red domed plastic covers were changed for more angular fluted types, the threaded portion being metallic; this made them easier to grip when removing them for bulb changes. The panel was superseded by switch panel number one mark six which, as well as having the fluted lamp covers, has a triangular lighting switch with positions to the left and right of the off position. The lighting switch must be pulled outwards before any position can be No. 1 MK. 6 Panel selected. A great number of permutations of convoy lighting is available and includes a live feed for brake lights which is disconnected when convoy positions are selected. Obviously the wiring of the Champ does not allow for the use of all variations.

Reference to the parts manual dated 5/3/1962 shows both panels being listed although stocks of the earlier panels were not being replaced. Large numbers of the

later panels were refurbished by REME base workshops and Lucas CAV as outside contracts. Many other vehicles of the era used this panel including Alvis, Humber, AEC, Daimler and Thorneycroft. Stocks of spare internal switch board bases for both marks of panel are reasonable and are often Dave “Diff” Lock found on stalls at shows. New or base overhauled MK.6 switch panels are also available.

To overhaul: The basic procedure for either mark of panel is as follows: • Disconnect or isolate the batteries.

• Remove the four side bolts (not the front) holding the complete switch and instrument panel to the flexi mounts of the dash board.

• Gently ease the switch / instrument assembly away until sufficient space is available to unscrew the speedometer and rev counter cables and release them.

• Observe the cable marker idents where the wires enter the row of Lucon connectors. If these are faded, Typical Cable Ident missing or painted over [very likely after 50 years] tag the cables each side of the connectors before separating them. If you don’t it’s like trying to work a plug board telephone exchange, Lucon Plug talk about perm any Lucon Block five from nine!

• Remove the four bolts holding the switch board to the dash frame.

• Withdraw the switch panel having disconnected the cables.

• With the board on the bench first remove the screws holding the lever/knob to the light switch and panel dimmer switch, then repeat with the starter lever. Remove the levers/knobs. It is not necessary to disturb the main ignition switch/lock (see photo of No. 1 MK. 6 Panel opposite).

• At the rear of the panel remove the knurled rings and washers that retain the rubber seals around the cable entry points. Lubricate these with WD40 or similar and ease them up the cables to free the cable from the glands.

• Remove the six nuts and washers holding the back of the panel to the main body. Tap it gently to free it from the rubber seal and studs and lift it clear. The main base of the board is now exposed and the wiring connections can be seen, alongside each terminal is its function moulded into the Bakerlite base.

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• There are three terminals which will have no cables on them and are marked E, M1 and M2. These are only used on magneto equipped vehicles and are of no relevance to the Champ.

barrel is retained by a spring loaded plunger accessed through a hole in the side of the lock body. Depressing this with a thin rod releases the barrel. The new barrel must be fitted with a key inserted in it.

• To remove the base board, remove the three slot headed screws located at approx 3, 6 and 9 o’clock.

Remove the small nut and bolt and adjacent nut connected to the panel lamp dimmer switch and rehostat.

The base and cables can now be lifted away from the front of the panel. A word of caution: the ignition switch contact, carrier and spring have no retainer and may jump out as the base is removed be ready for this.

• A cosmetic note: All switch panels were originally finished in gloss black although over painting in green did occur.

• Lettering on the original factory units was white applied by a print block system. necdotal evidence suggests that free hand and stencil systems were also used on refurbished units. Lettraset [white 3mm Helvetica style] is a very good replacement particularly if a clear lacquer is applied over it.

• Remove the ignition switch body [circular Bakerlite and brass part] and check the brass tips of the contact plate beneath, as they tend to burn away and loose their spring.

• Check the warning lamp bulbs and the felt rings in the bulb covers and renew if needed.

• Check the corresponding contacts on the base for burning. The contact of the ignition switch is not supplied with a new switch board base and would need to be sourced separately.

• Any defective cables should be renewed passing them through the rubber gland seals. Defective cable idents can be replaced by heat shrink tube and the function written on with a fine tip indelible marker. A useful tip when replacing any of the switch board cables is to extend them by approx four inches. This makes subsequent repairs much easier.

• While the base board is removed the panel light switch and rehostat can be checked with a multi meter for operation in all positions (or at least first and second dimming beyond this point is rather academic). The only other component which may require investigation is the ignition switch lock. Barrel and key assemblies are now in plentiful supply, either singly or in matched sets, making replacement an easy option.

• Removal of the ignition lock is fairly straight forward if the panel is in a stripped state, it being retained by a threaded ring or a circlip depending on mark. The lock

JOHN AND MARY WORTHING REPRODUCTION AUSTIN CHAMP CANVAS & UPHOLSTERY

Manufactured in England from top quality canvas and hardware 28th year making canvas for military vehicle enthusiasts

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HOOD - Leather cloth or canvas patterned on original SIDE SCREEN REPAIR KIT SEAT COVERS MAP CASE - for rear of drivers seat RADIATOR TUNNEL MUDFLAPS TRAILER COVERS Spout House, Orleton, Ludlow. SY8 4JG. UK Tel: 01584 831239 Fax: 01584 831554 email: canvasco@aol.com Web and online catalogue: www.canvasco.com

CHAMP WORLD ISSUE 6 AUTUMN 2007

• Following repair or refurbishment, reassembly is reverse of dismantling. The only special note is that the drive dog on the ignition switch engages with the contact body slots.

• Useful part numbers: • Number 1 MK 1 panel base: LV6/MT4CB/5870/46 • Red lamp cover: LV6/MT4CB/5869 • Yellow lamp cover: LV6/MT4CB/5870 • Ignition switch contacts: LV6/MT4/CB/5870A/17(A) Well that’s all for now …... Diff

Dave “Diff” Lock MOTOR ENGINEER Champ Repairs Undertaken • CHESHIRE BASED WORKSHOP OR ON SITE • ELECTRICS A SPECIALITY • CALL FOR ADVICE OR ESTIMATE Mobile :

07768 471625

Evenings:

01625 584994

NEW Quality Reproduction Hub & Tracta Joint Seals

A CAUTIONARY TALE From Chris Godward: A member of the Historic Military

Vehicle Forum (HMVF) had his GMC truck recovered on a suspended rear lift. During the tow the vehicle lost a nearside front wheel causing considerable damage. It has been suggested that because the vehicle was being towed backwards the wheel nuts loosened. Maybe Diff can comment.

Chris; Many thanks for sending this in. You’re absolutely right!! This is a significant issue where an experienced recovery person would know to check the wheel nuts before commencing recovery and after the first 20 miles of a rear suspended tow. The problem generally only affects taper seat type wheel nuts and not the more modern spigot mount commercial type. I guess a little knowledge has been lost over the years and I suggest people should insist these checks are made. . . . . . Diff

GREETINGS FROM DOWN-UNDER

Wally Bowers

Hi my name is Wally Bowers and together with my friends Russell & Rose Altmann we have been involved with Austin Champs & Humber 4x4 Trucks since the late 1970’s when we started purchasing what was to become a huge quantity of Spare parts for Humbers & Austin Champs.

I purchased the initial 10 tons of parts thinking that if I didn’t they would end up back in England and I would have trouble keeping my Champ on the road. The parts were in an auction in Western Australia about 3000 miles away. Had I known just how many parts were to be had in Australia at that time we never would have started on our “Hobby Business” that is now fairly out of control. We have never once advertised and somehow our customers simply find us.

On the recent Champ tour of Germany, whilst sitting in a Steam train travelling back to Drei Annen Hohne, Alan Rawsterne suggested, or demanded, that a page in each issue of Champ World should be about Champing in Australia and that I was “ it”, So here goes my first attempt……… The Australian Army purchased 400 Champs in the 1950’s and we are told about 1000 more were imported into Australia in the late 60’s and early 70’s. We estimate that about 10% of that total still survives today.

We do not have a Champ club as such because of liability problems. But, when Gus Gowers came to Australia at my invitation in 1997 we arranged a get together of Champ Owner’s to welcome & meet him. This was to become our first Australian Champ Camp, although that name was never used until Malcolm Hayes organized the next one in 1998. Malcolm is credited with first using the name “Champ Camp”, which by then had become the most important date on any Champ Owners calendar. We really enjoyed the get together each year, for a weekend, or sometimes a week, as with the 2 Champ Camps held in Tasmania. Champmen Ken & Joy Silver organised 2 absolutely superb Champ Camps in 2001 & 2006. This where we put all the Champs on a big ferry and take a 10 hour overnight trip to get to Tassie. Whilst all are welcome at our Champ Camps, on the touring ones in Tasmania only Champs are allowed to join us.

2007 Champ Camp Line Up So popular are our Champ Camps that people bid 2 years in advance for the right to have a go at organizing one.

We know now that the next Champ Camp in 2008 will be held next Easter at Tumbarumba New South Wales as per the following email from Robert & Reggie Black & Terry & Marie Warden

Dear fellow Champers, Reggie and I have just returned from a camp site tour of our proposed area for 2008. Because Easter 2008 is just after “Corowa Swim In” and our Champ Camp, it is vital we soon obtain the numbers that require cabin accommodation. There are also plenty of powered and un-powered sites available. (No generators or heating elements allowed). We will be staying at McPherson's Plains for the duration of the Champ Camp.

Speaking of duration, Champ Camp officially runs from Sunday night the 16th March until Thursday 20th March 2008. Reggie and I will be staying on until after Easter, indicate with your return e-mail if you would like to spend a few more days in the Alpine Region. Some of the sites we looked at around Khancoban, Corryong, have 2000 people booked in over the Easter period. Our site is a little bit more secluded and personal, they have assured us that we will be looked after and kept together. McPherson's Plains web site is: www.alpretreat.com.au Regards Robert, Reggie, Terry, & Marie.

This is how we go to the Champ Camp

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Further information about our 2008 Champ Camp is available from Robert at: raj3017@bigpond.net.au Our 2009 Champ Camp is also being organized by 2 Champmen Peter Reading & Malcolm Bursell and it will be held closer to Melbourne.

2010 is still up for grabs if anyone wants to have a go at organizing one. The format is simple and flexible, we usually plan a Bush drive on the Saturday afternoon, a group meal on the Saturday night, a pancake breakfast on Sunday morning, a talk by our friend Bill Millar with his now famous ‘Champ Talks’ on anything Champ related.

Bill & Jeanie are a delight to have with us on a Champ Camp and now Bill has put together a CD of Champ Manuals that is a must see for any Champ Owner. Bill’s email address is oneoff@iprimus.com.au for further information.

We recently held our 2007 Champ Camp at Myrtleford Victoria organised by Leo Maguire and his friend Ray Murtaugh, who live in the area about 160 miles North East of Melbourne up in the High Country.

In the next edition of Champ World I am going to ask Robert Black, our 2008 Champ Camp organiser, to tell us about how he wanted a Champ Trailer to go behind his beautifully restored Champ and, when he could not find what he wanted to buy he built, one from scratch from photographs.

Champ Camp 07 Myrtleford

Line Up At Champ Camp 07 many hours, and in some cases ‘Days’ before they surface with all the treasures they want to purchase.

Russell & Rose’s phone number is 03 53582279 or snail mail: Russell & Rose Altmann Post Office Box 26 Stawell Victoria Australia 3380

Gus Gowers at Champ Camp 07

Finally to all Australian Readers that are new to Champs or want to find out what is happening, or when it’s happening, a really great contact is Russell Altmann’s wife Rose, whose email address is altmannrr@sctelco.net.au We are happy to see you in Stawell if you need spare parts, we often just leave people in a big shed with about 200 tons of spare parts and don’t see them again for

Happy Champing…………..

Wally Bowers wallyb@bigpond.net.au

Close Up of the Myrtleford Line Up

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CHAMP WORLD ISSUE 6 AUTUMN 2007

CHAMPS REUNITED The Imperial War Museum’s photographic archives turned up a number of in-service photographs of Champs that will, no doubt, be the subject of a future article in Champ World. One of these photographs shows 54 BE 62 taken during the great floods that hit northern Germany in 1962. Strong winds had developed in the German Bight area of the North Sea. These winds reached peaks of 200kph (120 mph) and forced coastal sea-levels higher and pushed water back up the great German rivers Elbe and Weser. The River Elbe flows through the German port of Hamburg and is retained by massive embankments. On the night of February 17th 1962 the Elbe broke through its embankments and caused devastation to Hamburg. 60,000 homes were destroyed and over 300 people lost their lives. The British forces in Germany (BAOR) assisted in the huge civil efforts of life saving and reclamation.

The IWM picture shows the vehicle with 99 on black indicating Royal Military Police under division control in BAOR from 1962, which is the 1st Division Provost Company [RMP]. HQ 1st Division arrived in BAOR to take over from HQ 5th Division on 1 July 1960. HQ 5th Division had taken over HQ 7th Armoured Division on 1 April 1958. Therefore, it is possible that 54 BE 62 was serving with 7th Arm Div Provost Coy: 1954-58, 5th Div Prov Coy: 1958-60 and 1st Div Prov Coy: 1960-65.

The bumpers are painted white and the mirrors are mounted on the wings. It has a HQ Sqn sign on the windscreen and a Military Police sign in red on a white background front and rear. All signs were removed in BAOR during 1963 and replaced during 1964 with simpler letter/numbers signs. In this case it would have become: 1/99 in white on black background.

54 BE 62 was struck-off from service from BAOR in May 1965 and probably sold in Mönchengladbach. The vehicle is now owned by Paul Buys in Belgium and is one of the best looking Champs around. Paul tells of his long affiliation with Champs.

“I’ve lived my whole life in the neighbourhood of English army bases in Belgium (BOAR). They were located about 20 km east of the city of Antwerp in the municipalities of Grobbendonk, Emblem, Broechem, Olen and Herentals.

Almost all of these army bases were a short distant from each other. In my youth I lived in Grobbendonk and was used to the presence of the English soldiers. As a youngster I was also keen to see the impressive military vehicle convoys which were often on the move. Friendly soldiers sometimes dropped biscuits to the children who were enthusiastically waving on the side of the road.

I bought 54 BE 62 in 1991 on October 24. The previous owner was Job Visser from Holland who is well known among Champ owners, especially in the Netherlands and Belgium. Job Visser had professionally restored 54 BE 62 some years before. He was specialised in Champ spares and very knowledgeable in both the history and technical matters on Champs. Many Champ owners, including myself, have had the advantage of finding spares and information from Job.” It should be noted by all us Champ owners that Paul uses this fantastic vehicle every day as a working vehicle in the forest pulling trailer loads of logs!!

The photo right shows Paul (left of propeller blade) with his friends who brought five Champs across the Channel for a 750 mile round trip to the ACOC’s 2007 Champ Camp.

(John M: WN1-5462, Army Registration 54 BE 62, Eng: 53691, Date in Service 26/1/54, Receipt Voucher LUD/B/ R/125125 [1st Vehicle Groups RAOC-13th A Vehicle Depot Ludgershall] , Struck Off: BAOR May 65).

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REGISTER UPDATE The June update of the Register saw another 25 previously unknown Champs added and 20 known Champs having their information revised. Interesting to note that this time the majority of the ‘new’ Champs found are outside the UK, with vehicles reported in Australia, USA, France and Belgium. Probably the most significant collection is that of Ray Pratt who keeps six Cargo Champs (16 BE 49, 18 BE 24, 23 BE 98, 70 BE 69, and 80 BE 66) in Maddington, Western Australia.

Below are two of the vehicles added in the June update.

Joseph Trahan from Picaune, Mississippi, USA contacted the Register in Feb 2007 and wrote: “Hi, I have a truck 1/4 ton 4x4 ct Vehicle No 09 BE 43. I found the Austin Champ in a back yard on 16 of July 1988. I paid 100 dollars for it. The body is in bad shape but the motor and running gears are fine. I drive it in the woods and use it for hunting. It runs well, but the starter gear is broke, so I have to hand crank it.

Vehicle details: WN1-943; WO Reg: 09 BE 43; Engine: Originally 943. now 50902. Note: original engine and chassis number are coincidentally the same; Date in Service: 11th Nov 52; Receipt Voucher: LHM/R/5203; Struck Off: BOAR 8th May 1968. Note the trafficators on the windscreen frame fitted for use in BAOR.

Ken Harris from Sculthorpe, Norfolk undertook the massive task of restoring 72 BE 78. The vehicle needed new floors, inner wheel arches and sills. Ken has rebuilt the engine, replaced the rear axle, brakes, oil seals, wheel bearings and resprayed it Deep Bronze Green. Ken has done all of this work himself and produced a very good looking vehicle in the markings of HQ 2 Infantry Division Royal Artillery BAOR. As you can see in the photo above left, the vehicle is now complete, MoT’d and ready for Ken to enjoy the results of his hard work.

Vehicle details: WN1-7278; WO Reg: 72 BE 78; Engine: Originally 56356; Date in Service: 25th Aug 54; Receipt Voucher: ASH/R/1332; Struck Off: Ruddington 23rd June 1965; Sold: 80th Rud Sale on 5 Oct 1965 as Lot 217C. Please take a look at the Register www.austinchamp.com and if you have any more information, additional photos, spot a mistake or have any suggestions please contact John Mastrangelo austychamp@aol.com or Stuart Reid

stuartreid@onyx.fsworld.co.uk

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CHAMP WORLD ISSUE 6 AUTUMN 2007

TORQUE SHOP TWO SPEED GENERATOR SHEARED BOLTS Ken Jackson writes: For those who were not at Kemble this year and therefore

do not know the story . . . About a couple of miles outside the entrance to Kemble I lost the pulley off the end of the generator. The pulley dropped into the fan causing considerable damage. Three fan blades broke off shearing both fan belts and the oil pipe feeding the generator. Fortunately no further serious damage was done apart from one bent bracket which was duly straightened. We were only travelling at about 20mph when this occurred, but prior to that we had been motoring down the M1 around the 50’s. I would like to thank everyone who pitched in to help fix the problem and especially Dave Lock who just managed to pluck spare parts out of the air, amazing.

After returning home I consulted with one of my mechanical engineering colleagues and described the sequence of events which took place. We looked at the component making up the generator/pulley fixing arrangement and came up with the following prognosis.

On the two speed generator, as fitted to Champs, Humber’s etc the pulley is fitted by locating it to a doweled keyway and lining up the four fixing bolt holes. A large tab washer with four tabs being bent over to lock the bolts once tightened. A paper gasket is located between the pulley and the generator bearing shaft (the paper gasket, bolts and tab washer being supplied with the refurbished generator).

I purchased this generator from a stall holder at War and Peace in 2002, and fitted it not long after.

It has had only approximately 6 to 7000 miles of service before Kemble this year. I now know that Jonathan Williamson had a similar problem during the Germany trip and it transpires he bought his generator from the same supplier at the same time. So that’s two failures in as many weeks.

What we think happened: Each of the bolts had stretched marginally allowing slack to develop. As a result of this

each of the bolts would be subjected to fatigue as well as tensional and shear forces resulting from the rotational movement of the pulley. Compression of the paper gasket, although of a thin construction, may have contributed to the initial stretching of the bolts and any movement in the tab locking system may also have contributed to the failure.

The main reason we think this failure occurred is as a result of the wrong type of bolts being supplied (see bottom right photo). The correct type of bolts should NOT have the thread running all the way to the bolt head. The bolts which are threaded are designed for static tension only. The cross sectional area is only as good as the narrowest part of the thread and therefore all the shear stress is being applied to this area. The correct designed bolt for this purpose should have no thread at this point giving the maximum cross sectional area for the shear forces to act upon. Once the bolts begin to stretch and the gap widens each bolt will be further subjected to fatigue as it rotates (I.E. being stretched and then not being stretched as it moves through its 360 degree rotation). In other words it is subjected to oscillation.

Since all the bolts were new, of the same type and were fitted at the same time it is reasonable to assume they will all collapse within a short space of time, especially when you consider that if one was to go, all of the forces would then be transferred to the remaining three bolts, and so on.

I have looked for description of the bolt in the ISPL (Illustrated Spare Parts List) and the relevant workshop manuals including the RR rationalised engine documents, but can find no evidence to support this theory. I have checked the end of the generator bolt holes and they are slightly tapered at the beginning of the thread and I have dug out my very old and original generator to which I had replaced the original bolts and guess what. . . .

These bolts have a shoulder on them (see bolt on the right in picture opposite).

Bottom line folks, if you have fitted a two speed generator, or have one Probable cause: Wrong type already fitted, check the fixing bolts before it happens to you. of bolt on the left.

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PLUMB-LINES Back Flips or Forward Somersaults?

Continuing from Stuart Reid’s “Champs Reunited” in CW4, mention was made then of a double accident on the road from Fallingbostel garrison. To complete the story here are the other pictures taken on that day in 1958 by Frank Wood.

Pictured below; is the scene of the happening looking towards Fallingbostel. Champ 88BE93 is on the right being attended to by a group from the recovery tractor 35YZ83. The second accident can be seen to the left just past the recovery tractor. A railway crossing is visible in the distance.

Pictured left; the same scene as found on our German trip.

The road is still cobbled and the Champ is parked in the position of the accident to the front left of the picture above. The railway crossing is in front of the lorries.

Below; Champ 89BE43 boots in the air and going nowhere.

The cobbled road can be clearly seen in the picture (left) and this would have been treacherous Ice covered with a sprinkle of new snow.

It nearly caught out the MPs who came to investigate. Frank Wood the MP on duty at the time in his Champ 54BE47 says, “When I attended that accident, I was expecting trouble. I was in four-wheel drive and going as slow as possible and still slid. So you can imagine how treacherous it was.” It would have been very embarrassing if the MP’s vehicle had become a third accident. Fortunately there were no fatalities.

(John M) Chassis Number - WN1-8943, Engine Number - 60700, Date into Service 10/2/55, Receipt Voucher - ASC/R/3859, Struck off BAOR 10/12/65. This Champ was not scrapped as a result of the accident.

Unit sign 50 blue/yellow/red REME light aid detachment 4th Royal Tank Regiment 7th Armoured Brigade (formation sign). Notice white bumper tips for blackout exercises.

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CHAMP WORLD ISSUE 6 AUTUMN 2007

DISTINGUISHING MARKS Andrew Foulds is restoring 10 BF 61, but progress is being prioritised between two Ferrets and another Champ. The markings were found on the front grille under the headlights and John gives an explanation.

Formation Sign: 54th [East Anglian] Inf Division [TA] reformed 1956 and disbanded 1967. In 1961, East Anglian District and 54 Div merged and used the same sign, which is the Saxon crown of the Anglian Kings.

Unit Sign: 127 on Royal Artillery Colours (Red over blue). Now this is a strange one because until 1961, 54 Div used div numbers and 127 is out of the range. What could 127 represent? a) 127 Regt RA: No such regiment b) 127 [Dragon] Bty RA was part of 49 Fld Regt RA [11/50 to 8/64] and 49 Light Regt RA [8/64 to 1969]. However, this regiment was only based in East Anglia during 1955-1957 [Colchester]. Then it went to Hong Kong. I would very surprised if this was the meaning of 127. c) 127 was a RA unit number allocated in 1959 for a General Support Regt RA under Corps HQ and Troops. But it would be strange to use this number as 54 Div TA used a different set of numbers and East Anglian District seem to use 300 series. Ie: 14 Fld Regt RA used 314 on RA colours while in Essex during 1962-63 as part of East Anglian District.

John contacted Geoff Fletcher to add his expertise. Geoff comments:

All of this fits with “divisional numbers” and “127” appears to be a Corps number. If it were a Heavy Regiment located within East Anglia the most likely to fit the bill would be 350 Heavy Regiment at Nottingham although at one time Nottingham was in Northern Command! This may have been administered by 54 Div but in fact have been allocated to 1 (BR) Corps in war. However, I have nothing firm to go on. It is an interesting problem!

So, can CHAMP WORLD readers help with this one?

The images right represent how the original markings would have looked. Note: The Register now gives a guide on where to look for original markings on your vehicle.

WN1-11061, WO Registration 10 BF 61, Original Engine No. 62713, Date in Service 6th Jan 1956, Receipt Voucher FTM/R/6056/193, Struck Off Branson 2nd Jan 1967, Sold Branson 7th March 1967 Lot 869, Civ Reg: NJW 699 E Wolverhampton CBC [1/1/67-31/7/67]

MYSTERY CHAMP - UPDATE Gus Gowers writes on the subject of the WN3 'civilian' Champ in the last edition; specifically about the left hand drive aspect. I’ve had to summarise Gus's comments here… "In the Champ ledgers, certain chassis

numbers have the model number followed by a letter 'L'or 'R'. 15592, destined for Madagascar for instance has the suffix 'L' after the model number WN3. Possibly WN3 Left drive? Likewise 15702 is marked 'WN3L' and destined for Santa Marla. 15732 is designated 'WN3L' and was bound for Karachi whilst 16198 is 'WN3L' and was sent to Kuwait.

16244 went to Cairo, and ledgered in this instance 'WN3L-Export Stock'.

It could be that the mystery Champ is one of these?"

Thanks to Gus for the information. It’s fascinating to think that we might be able to apply some forensic analysis to the records and determine more of the history of this vehicle.

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NATURAL ELEMENT

By Ken Jackson request of my driver, who seemed keen to pose in this fashion though with only the occasional passing sheep to pose at it seemed a bit pointless and bloody cold to boot.

I have to say at this point the whole weekend was extremely well organised with occasional stops for photo shoots and some local history added which the team were extremely well clued up on. We had a variety of obstacles to navigate each day testing everyone’s off-road driving skills and some magnificent views which were worth the trip just on their own.

And so we were three.

North East Military Vehicle Club off-road weekends have been organised by Denny Thompson and his team for a number of years. Denny limits the numbers to a maximum of sixteen ¼ ton vehicles which means early bookings are essential in order to secure a place. My mates Doug and Michael along with Greg (Doug’s son) decided to go last year and enjoyed every minute and booked up really early for this years run. After seeing some of the photos from last year I was also pretty keen to test the metal as it were and if I needed any more persuasion my eldest son asked could he come along also. Tom Cummings of “Of course it can it’s a Champ” fame is an integral part of this group so I figured two Champs would be even better, as it turned out a third Champ was also booked in, and so we were three.

The weekend consisted of two days driving over parts of Otterburn army ranges and its surrounding areas, with a planned departure from Rothbury car park around 9:30am Saturday morning, arriving back at approximately 5:00pm, with a similar but different route planned for the Sunday. So, suitably clad and packed lunches at the ready the intrepid column and it’s outriders (movement control) ventured out. Although there was a clear sky the weather was cold and windy especially on the moor tops but the rain held off for the full weekend which encouraged the brave to travel with the tops down and even on occasion windscreens down. I have to admit to a go at this at the

We were of course not without a few mishaps and the odd instance of becoming well and truly bogged. The vital lesson here being never go off-roading on your own and always take some ropes and tackle with you. Things progressed well during Saturday with the day’s journey culminating in a water crossing, to which Tom delighted in expound the virtues of waterproof Champs to all who

Off road - The easy bit. would listen. He is of course preaching to the converted here but the Jeep fraternity seemed mildly impressed, though I suspect he has given this story before.

I unfortunately have been plagued with a recurring fuel

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CHAMP WORLD ISSUE 6 AUTUMN 2007

Who said “Ditch the Champ”.

We had met a few ramblers along the way but they only gave the expected disapproving look as we passed, not to be put off we pressed on regardless until coming to a halt high up on the summit. Wonderful views good opportunity for a photo shoot we thought until we realised our intrepid leaders were in deep discussion at the front of the column and with frequent reference to their maps.

Eventually decision made, despatch an escort motor bike to scout the lower fields along the fencing line to look for an exit gate, shades of the ‘great escape’ here me thinks.

Once located off we went only to be confronted by a rather large ditch, suitably wet and muddy complete with running water at the bottom.

problem for about a year now. Air would seem to be entering the fuel line before the pump. It doesn’t do it all the time and seems to be at its worst in slow moving traffic (most embarrassing when at roundabouts and on single lane roads). A quick prime of the pump and we are on the way again. I figured that this weekend would either kill or cure but the old girl never faltered on the hard working bits, most peculiar.

Dipped headlights required.

Tom - Blue lines on the map aren’t “B” roads!!!!

Sunday’s journey proved to be the tester, Denny announced that we were to try a new route which took us off the beaten track completely and was to test both driver and vehicles capability. At this point he hadn’t declared that non of the team had actually been over this route for some time but had decided we should go anyway after all, we were driving 4x4’s what could possibly go wrong? By the afternoon we had worked our way up onto the top of the moor, with only a few mild skirmishes with mother nature.

Big challenge here, test of the old metal so to speak, first couple got across ok but as you would expect the crossing began to collapse making things more and more difficult. Both LandRovers got across ok though one didn’t count, limited slip diffs are cheating, most of the jeeps managed to power through although the drivers and what passengers were brave enough to chance the ride were thrown about a fair bit. Two out of the three champs initially got stuck but we did all make it across in the end. I have to mention at this point and if you are reading this Tom next time you are hanging about in the ditch just let me know and I’ll throw you another rope.

We did all manage to exit from the moor and wind our way back to the finish point for the debrief. All that remained was to say our goodbyes and head for home. I have to say it was an absolutely brilliant weekend and enjoyed by all. Thanks Denny - hope to do it again next year if I can wrestle the wheel back from my son.

CHAMP WORLD ISSUE 6 AUTUMN 2007

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GERMANY CALLING ACOC TOUR 2007 Report- Philip Plumb & Photos By The Cast In the space available it is not possible to give more than a few highlights of this unique and unforgettable trip. A blow by blow account would take two full issues of CW. Members of the party took over 3000 photographs between them and over 8 hours of video. However we hope to issue a DVD disc, with a selection of photo’s and some video clips, free with the winter Issue of CW. Photo’s of all the items mentioned below will be on the disc.

DAY 1: was the run on home soil from respective homes to the ports of Hull or Harwich for the overnight ferries.

The southern group were treated to a tour of Colchester Barracks on their way to Harwich, with a vehicle inspection on the parade ground, a salute drive past and a dinner before we left escorted by local Champs headed by Eddie Smith.

DAY 2: was always going to be the most difficult with the longest drive and little make up time. The boat from Harwich docking an hour and a half late did not help. Heilke (a Dutch Champ man) met the Hull party at Europoort and guided them to Portland Services some 20 Jonathan Williamson: miles in land, where the two groups met and The spirit of the group was radios were distributed. The convoy of 8 brilliant. In particular I’m champs and a RAV 4 departed for Arnhem but grateful to our unofficial team after less than twenty miles Jonathan’s Champ of mechanics who were able had a problem on the motorway. We affected a to repair my Champ so I was hard tow a further 3 miles to a service rest stop able continue with the rest of and inspected the damage more fully. The 4 the tour. "Thanks to you bolts securing the generator pulley had all". I really was beginning to sheared off but fortunately a prompt stop had think that the Champ would prevented any undue damage. After organising have to be sent home. tools and spares from various trailers, four of the Champs and the RAV 4 continued for their planned rendezvous with the Dutch Champ owners at the Hartenstein Airborne museum in Oosterbeek, leaving Dave Blandamer, Jed Whitcher and Pete and Martin Downton to work on Jonathan’s Champ.

Running rather late, our hour and a half visit to the Hartenstein museum was cut to a short comfort break and a quick photo opportunity. Melis Davelaar headed the depleted convoy down to the John Frost bridge in Arnhem and much was made of the photo opportunity there. Just as we were about to leave a phone call informed us the remainder of the group had almost caught up and would be at the Hartenstein within 15 minutes. Melis went back to escort them in.

We continued on and over the border into Germany and things were going well when a radio message announced Dave had a problem, possibly a wheel bearing. We made it the short way into the next town at Nottuln and into a garage forecourt. Investigations to RFF 979 revealed the problem to be a deformed tyre and this was soon changed for the spare and with six champs filling up at the same time. The owner thought it was Christmas. th

We finally got to Münster at 20.30, four hours late and found the 9 Champ of the convoy waiting for us. Bernd Striepen had travelled up from his home in Witten to join us in his immaculately restored Champ. After booking into the Hotel six Champs travelled the 800 yards around to York barracks to apologise for our earlier no show and we managed a “we were here” photograph in front of the cook house.

DAY 3: We set off for the short 40 mile run to Osnabruck but were again delayed almost immediately when several Champs failed to make a right turn and we had to wait until Sheila & Mike Buckley had done their volunteered role as “tail end Charlie” and rounded up the strays. The radios were now proving invaluable in keeping everyone down the convoy informed of what was going on.

Some ten miles after our restart we were again halted by Jonathan’s Champ or rather his trailer, developing a binding brake. It would appear that the trailer

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CHAMP WORLD ISSUE 6 AUTUMN 2007

Photos Top To Bottom: 1. Champs on parade at Colchester Barracks. An hors d’ oeuvre by Eddie Smith.

2. Mike Buckley instructing us in the use of the radios he had organised.

3. The “Unofficial Team of Mechanics” hard at it on Jonathan’s Champ.

4. Don and Marjorie Huffer at Arnhem.

5. Chiropractors workshop Wally, Steve, Leo and Alan share a few ideas.

ALAN RAWSTERNE: Highlights; the had been reversed the night before people, Panzer Museum, Marienborn the drive to Drei Annen Hohne (the drive of my life - cutting in and out of the old East and West- Fantastic!!), the Harz mountains, Brocken and Mittlebau Dora (makes you think!). Fulfilling a lifetimes ambition to take a Champ abroad.

Summary - - - Top trip!!!”.

without inserting the reversing cleat, the towing arm was slightly bent and had stuck in the shaft. A quick Jerk forward with the Champ cured the problem and we had no repetition.

Woolwich Barracks in Osnabruck was our venue for a short stopover for the main convoy whilst Phil and Andrew detached themselves to go firstly to Roberts barracks to do a replica photograph and then to Mercer barracks with Don Huffer and his wife Marjorie to see where Don had been posted in his service days. (See future articles in CW.) Leaving Osnabruck at 13.30 hrs we made the short 30 minute run to Melle Automuseum and spent an interesting 2 and a half hours at this unique motor museum where there are 240 privately owned working exhibits. We had a delightful host in the museum’s manager Heiner Roessler who spoke excellent English and was able to give us an interesting tour of the museum. Andrew presented Heiner one of the special Austin Champ prints that Andrew had commissioned and financed as a personal contribution to the trip and we were to present another half dozen of these to museum directors and BFG personnel who had helped in our visit at various locations on the trip.

Another short 40 minute drive took us to Gasthaus Rose in Espelkamp Vehlager.

Owned by friends of Phil it was voted universally the best hotel on the trip. We had a wonderful evening with some skittle bowling and a meal in a private room.

Day 4: We travelled to the Panzer Museum in Munster (Lage),stopping off in Fallingbostel where one Champ went off to do a photo re creation shot that you can see in the “Plumb Lines” article elsewhere in this issue.

We got within 3 miles of the Panzer Museum when RFF 979 died on a roundabout and had to pull over. The convoy was again split with mechanics staying to effect a cure, whilst the rest went on to the museum. Our tenth Champ had already arrived. Alan Rawsterne had set out from Harwich a day before the main parties left, to travel the long sea route to Esbjerg and meet up with an old friend Steve Coglan who joined Alan for part of the trip. Steve was immediately pressed into service to translate the welcome from the museum’s director Walter Grube, who’s speech was interrupted however by the arrival of the three remaining Champs, all under their own power. Fuel vaporisation had been the problem this time. The Panzermuseum will be the subject of a future CW article but suffice to say we had a wonderful afternoon visit and a lot of interest in our vehicles and another German Champ owner, Hartmutt Staats was able to come up from his home in Braunschweig although his Champ is still under restoration.

The day was rounded off by travelling the short distance to Bergen Hohne, for an early evening visit to the barracks and a photo opportunity at the famous Round House before we retired to our HoLeo Maguire: The German trip tel in Bergen. was fantastic and I will have pleasDAY 5: The most mentioned ‘memorable ant memories for years to come. best day’ was Monday 21st of May. The best part of the trip for me was meeting and getting to The morning started for those who wished know all of the great people on the with a short one hour visit to the Belsen adventure. It was overwhelming Memorial. The remainder of the party that peop le took us i nto were to rendezvous outside the barracks their homes and made us feel more at Bergen Hohne at 10.00hrs. than welcome. Every person on the The onward journey was then via the trip seemed to go out of their way North of Celle to our first scheduled stop to make it an enjoyable time for all at the Windmills and Watermills museum the others and I for one want to at Gifhorn where our allotted 1 hour stopthank all of you for one of the best over wasn’t long enough. Definitely a vacations of a lifetime. place to spend the whole day.

Photos Top To Bottom: 1.Returning from Belsen 2.This OMD110 is a real mans fragrance.

3.Charlotte, Bernd & Marion at Hohne.

4.Martin gives Pete B tips in starting technique.

5.Presentation to Clive Candlin at Bielefeld 6.Marienborn hidden gem.

CHAMP WORLD ISSUE 6 AUTUMN 2007

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Then we were heading for the Old East German Sheila Buckley: Despite Border and Checkpoint Alpha at Marienborn. my previous misgivings, I Here adjacent to the new motorway service sta- really enjoyed the trip. The tion is the old East German frontier post that was group did gel together well. the entry to the motorway corridor to Berlin.

It is a vast open space with all the customs booths still in place, and complete with floodlights and watchtowers and ancillary buildings.

Our manoeuvring of Andrew’s Champ into the Entrance point for a photograph caused some interest and Steve Coglan was busy using his German again and gained entrance for the convoy down a service road. Inside we were rounded up by a Volks Polizei mini bus with sirens blaring and had photo opportunities forced upon us and then we had to suffer discovering a whole hoard of eastern European vehicles locked away in garages.

These East Germans certainly new how to get through to you alright (story and pictures in the DVD in CW7).

Leaving Marienborn we were weaving in and out across the old East German border riding the cobbled roads and made our next stop at Hötensleben. Here is one of the best preserved sections of the old border fortifications with two sections of wall, two different watchtowers, tank traps and kolonenweg to explore.

Some 20 miles further on and we arrived at Matierzoll where there is another border watchtower and border marker posts.

A pleasant run in the early evening through rolling countryside to Wernigerode and the climb up into the Harz forest to our hotel at Drei Annen Hohne.

DAYS 6 & 7: ‘The Krauterhof ‘ was our base for three nights and there was no set itinerary for our stay in the Harz which is a wonderful natural park. Optional excursion drives had been mapped out each taking in differing sights and groups formed naturally to join in on visits of common interest.

Many people took the opportunity on the first day to have a rest from driving and take the First has got to be getting lost train from outside the door to the top of in the **** forest, great comBrocken (highest mountain in Northern Gerpany all getting on together, many at 1142 metres). A few elected to walk good hotels, food and of back down the mountain to the Hotel on forcourse beer, Shelia on the raest paths. Others chased trains and made dio, Pete's navigational skills; photo opportunities with the old steam enThe cobbled road in East Gergines or visited the Rappebode Dam. In the many, and especially the museearly evening when everyone was returning to ums & border posts ”. Driving the hotel there was no sign of Pete Downton on the wrong side of the road and Chris Godward. They had last been seen for the first time. going off the top of the mountain 6 hours previously, the wrong way as it turned out. Then a call came in from them saying they were stuck in impenetrable forest, somewhere behind the hotel they thought. Fortunately they had a map and they were able to describe where they thought they were. A job for ‘International Rescue’ and so Phil and Pete Blackman set off to search. The Forests are off limits to all but forestry vehicles but emergencies are emergencies. Eventually they were located but not where they thought they were. They made short work of the bottles of water taken to them, as they had not had a drink for over six hours on a very hot day. Some 8 minutes saw them back at the hotel.

Chris Godward: Highlights!!

Photos Top To Bottom: 1. Tail end C’s driver, Mike Buckley, takes 40 winks.

2. Checkpoint Alpha.

3. Dave’s prophetic words.

4. Melis at Liberty Park.

5. Recovering lost hikers.

6. St Andreasberg 7. Hötensleben.

On our third evening Wally Bowers showed a video of The Altmann Bowers Champ scrapyard in Australia and regaled us with hilarious stories of professional cheating in order to win a charity rally.

Other trips in the Harz were to the historic city of Quedlinburg and to Wernigerode. The old V2 rocket factory at Mittlebau-Dora near Nordhausen also proved an attraction for a lot of people and this will be the subject for a later CW article.

DAY 8: 24th May we leave the Harz and after a photo group shot at Torfhaus make the short run to St Andreasberg where we exhibit the Champs in the town car park for an hour and are joined by a local Willys Jeep, the Mayor makes us

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CHAMP WORLD ISSUE 6 AUTUMN 2007

welcome, the press attend and we meet up again with our local contact Tony Ford who has organised this for us in his home town. Phil and Andrew go off to do a re creation photograph at the location of the CW 4 cover shot.

WALLY BOWERS: Well what a trip, Austin Champs have taken me to many places, but the trip to Germany has been the highlight of my overseas Champing adventures, SO FAR. Good Company is the most lasting of memories when you travel, and we had a really good group. The amount of organization that went into this trip was unbelievable almost inspirational. It would be a really hard act to follow, Thanks Phil. To Andrew and Jonathan sincere thanks for the absolute tops in hospitality.

We travel on through Baron Munchhausen country to Hameln of Pied Piper fame where we lose half the convoy around the ring road for an hour because of a mistake by the Gruppenführer in call- Firm and lasting friendships were born that ing an overpass an underpass. can only grow in the future. To all that Once free of Hameln we had a went on this trip you know you all have to steady run to Bad Salzuflen and be a little bit ‘Touched’ but wasn't it Great. had a pleasant dinner and a look To all those who didn't but who read this……………… ………………………………………. around the old town.

DAY 9: The following day was ……………… “EAT YOUR HEART OUT!!!” very busy, showing off the Champs at Hammersmith Barracks Herford where we received a lot of interest and did interviews for the army and regional press. Another photo re creation shot was made at the Wentworth barracks next door. We departed Herford after three hours and made the short trip to Catterick Barracks in Bielefeld and then on to Princess Royal Barracks on the old Airfield in Gutersloh. We were given a tour of the airfield, formerly one of the most secure sites in Northern Europe with its jets on 4 minute warning, nuclear standby. Finally Running slightly late because of our earlier welcomes we arrived at the Hotel in Paderborn and Phil made a token visit to Barker Barracks in the early evening.

DAY 10: Saturday 25th May; Steve had left us the previous afternoon to get the train home and Alan headed for the ports that morning because of a mix up in his bookings.

Negotiation had been going on right up to Herford but we were unable to get access to Sennelager ranges for some off road driving so Phil told us of his back-stop plan.

Firstly we paid a visit to Normandy Barracks in Sennelager and received a warm welcome from the commanding officer and took photos with the tank exhibits.

Then on the road to the surprise venue The Möhnesee scene of the Dambuster’s exploits some 64 years previously to the very week.

Unfortunately about half way there RFF 979 became a terminal case as far as the rest of the tour was concerned suffering a split back axle trumpet. In order to tow her on the ‘A’ frame without causing further damage the free wheel hubs were transferred from front to rear. This was left to the mechanics whilst the rest of the party proceeded to the dam. By the time the towing party had reached our assembly point at the Möhnesee arrangements had been made for the rescue truck to pick up the Champ and for a hire car for Dave and Marion the following day.

Having said his goodbyes, Bernd departed from the convoy shortly after the Mohnsee to head home, whilst the rest of the convoy, went on to Wesel, and our last overnight. Here we had a fine meal together in the hotel and a picture signed by all the tour participants was presented to Phil as a memento. The Aussies also presented Phil with a canvas bag for his “nuts”. Phil says that he is still looking for some nuts to put in it, he’s squirreled them away somewhere and can’t remember where. With Jonathan Williamson: The ‘Bowlsmeister’ Martin in charge, the skittle food, the beer, the accommoda- alley provided some light hearted entertaintion, the company were great so ment to round off the evening. when's the next trip?

Photos Top To Bottom: 1. Alan’s New Trailer.

2. Sheila Buckley.

3. Leaving Wernigerode.

4. Charlotte waves goodbye from Overloon.

5. Hartenstein, Chris Mike’s Champs.

and

6. Mnster, Pete B watches jump start proceedure.

7. Old timers meet.

CHAMP WORLD ISSUE 6 AUTUMN 2007

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Andrew Wardle: The whole idea of touring Germany in a Champ occurred to me over a pint of beer one night. Suddenly it had a life of its own! Thanks to Phil, what I'd imagined to be a leisurely drive, stopping to peer over the barracks walls, turned out to be a total experience and an event never to be forgotten. Champs aside, the highlight had to be the people, what a great bunch! Friendly, generous, helpful and damned good company. A brilliant 11 days.

Picture by Gerald Dunkel.

Left to Right: Clive Candlin, Andrew Wardle. Alan Rawsterne, Philip Plumb, Wally Bowers, Steve Coglan, Johnathan Williamson, Visitor, Bernd Striepen, Leo Maguire & Mike Buckley.

A MOTLEY CREW AT HERFORD

DAY 11: The Following day was supposed to be a steady run back to the Ports but Phil sprung one last surprise when he announced that we were to visit en route the Liberty Park Museum at Overloon for around 4 hours (4 hours, it needs 4 days). An amazing museum which now Charlotte Blackman: Pete and I includes the Marshall Collection. We also had a terrific time. We were perhaps had a reception committee with Champs a little apprehensive. What are these at Overloon as Melis and our Dutch Champ People really like? But we fig- Champ friends and one of the Belgian Möhnesee, Dave’s Champ ured we'd be OK if they're all as nice owners were waiting to meet us. The final is collected. as Dave & Marion and if they're all as convoy of 7 champs and the RAV 4 left for good at fixing things as 'the Down- the Ports mid afternoon and after a final stop just outside Rotterdam the tons’. Both turned out to be true. groups headed for the ferries and home with memories never to be forgotten.

Best missed photo opportunity: 5 Even when we had problems we had a good time. That such a disparate champs, pointing in 5 different direcgroup of people melded so well together, coming from all corners of the UK tions, at one T-junction. We had a and even the other side of the world with the common bond being a 50 year ball and are ready to put our names old mechanical mistress, is what being in a club is all about. down for the next one - really. By the way - sheepskin seat covers - they The front cover says it all. Happy smiling faces from our group of self appointed mechanics, who did sterling work throughout the tour and had just trireally do matter! umphed in getting Dave Blandamer’s terminally ill Champ to the pick up point.

Phil Plumb: My German Memories; •The relief after all the planning at seeing people enjoying themselves.

•The unbelievably good weather, hoods down much of the time.

•Driving through wonderful countryside.

•The shear bonus of Chris and Pete D getting themselves lost in the Harz forest and creating for me an unforgettable 45 minutes of off-roading to find them.

•The unofficial and indefatigable mechanics crew, Pete D, Jed, Chris, & Martin.

•The ladies just for being ladies and joining in with the ‘Laddies’, and for making the tour better by them being there.

•Sheila, “three Champs stuck at lights”.. …”OK we’re back with you… out” Brilliant job.

•Mike for back up support as tail end Charlie with Shelia rounding up strays.

•Dave for sheer entertainment value. It wouldn’t have been the same without you along.

•The International Brigade of Wally, Leo and Bernd for their mixture of sanguinity, humour entertainment and a different slant on life and the opportunity of widening friendships.

•Steve for his jovial presence, translation help, and finding hidden gems at Checkpoint Alpha.

•Don for his accent and for the pleasure written all over his face after a visit to Mercer Barracks.

•Alan for tactical parking in backing up to wheelie bins and watchtowers.

•Jonathan for support and encouragement.

•Andrew for signs, leadership support, pictures and re-badging kit, and having the idea in the first place.

•And last but by no means least Pete B who did a great job as convoy navigator.

•Best sights; 9 champs in the rear view mirror bowling across Germany, and Marion Bowling, 4 clean misses in a row!

A special mention for Eddie Smith who organised a wonderful visit to Colchester barracks for the Southern group and for the hospitality of all army personnel both in the UK and BFG and RBL in Germany who looked after us at the various barracks and in particular Clive Candlin for grasping the nettle and doing so much organising for the visits and Nigel Sargeant who provided and disseminated information and regular feedback. Also to Melis Davelar and Tony Ford.

STATISTICS 67BE99 (SSY210)

Mike Buckley

Mike, 1504 miles @ 14 mpg with a full radio kit and them some.

43BE76 (UFF332) 19BE73 (NFF626)

Philip Plumb Pete & Martin Downton

Highest mileage - Phil, 1683 miles @ 16.5mpg towing ¾ ton trailer.

Mileage estimated at 1580 miles.

54BE78 (EN-KL-616)

Bernd Striepen

Estimated at 590 miles.

88BE06 (XVH185J)

Jonathan Williamson

Lowest Mileage - Jonathan, 1306 miles.

88BE47 (RVP21G)

Chris Godward

Chris, 1381 miles.

85BE68 (JSL345)

Alan Rawsterne

Alan, 1440 miles.

06BF53 (YVT187H)

Andrew Wardle

Andrew, 1430 miles.

38BE70 (VLA201M)

Jed Whitcher

Jed, 1380 miles.

59BE69 (RFF979)

David Blanamer

Mileage estimate to Möhnesee at 900 miles.

Total cost based on Phil’s notes @ £1100.00 for 1 person, champ, ferry, hotels, meals, petrol and beer. Over 13,000 Champ miles in 12 days (about 4 years avg mileage). 43BE76 travelled more miles in 12 days than in the last 12 years!

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CHAMP WORLD ISSUE 6 AUTUMN 2007

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DEAR DELIA Dear Delia, Please excuse me writing as a non-member but I need your help. My husband, who is an ACOC member, let me drive the Champ to the shops the other day. I had only gone about a hundred yards when it conked out and wouldn’t restart. I walked back home and went upstairs to tell him. Imagine my surprise when I found him parading around in front of the bedroom mirror wearing my skimpiest underwear! I was shocked and we had an argument about it. He said he was wearing my undies because he couldn’t find any clean ones of his own. Eventually he admitted that he had been trying my clothes on for over six months. I’m devastated and on the verge of leaving him. What should I do?……………. …Desperate of Hampshire.

Dear Desperate, Firstly I would try the obvious. Were you out of petrol? If not then it’s probably the electrics. Check the battery connectors and if possible see if there’s a spark. It could be fuel evaporation or a faulty petrol pump. Presuming nothing has been altered since it last ran it’s probably something very simple. Any problems ring Dave Lock. …………….Delia.

Dear Delia, Having taken onboard advice regarding classic car insurance I was wondering if you could get us a quotation for our new little run a round?. . .. . . Bjorn Yesterday Dear Bjorn, They say there's one Bjorn everyday, however, I think this is the first time we’ve corresponded. I suspect you’ll find it difficult to obtain classic car insurance for a vehicle with limited horse power.

CHAMP WORLD ISSUE 6 AUTUMN 2007

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CHAMP CAMP Kemble Airfield: 22 to 24 June 2007 The 2007 Champ Camp took place again, as part of the MVT National Show, at Kemble Airfield in Gloucestershire. Everyone in the UK who reads this will know that the weather leading up to this event was atrocious, but it did not stop the preparations. The Severnside area MVT, under the leadership of John Keedwell, take responsibility for the MVT show and they are supported by other local MVT areas including Gloucestershire and Wiltshire. I know they began their onsite preparations on Tuesday 19th June. The ACOC also had it’s planning to do and visits to the site were made on the Tuesday and Wednesday with things beginning in earnest on Thursday morning.

The Champ Camp is always an opportunity for the obvious things, like meeting fellow owners, looking at vehicles etc; but there is a lot more that goes on. One member of the paying public came along with photos of his national service days which showed a Champ being raced around a parade ground in deep snow conditions. A few spares are always exchanged, together with some gentle banter and ribbing. A few beers are drunk which then adds to the gentle banter.

In fact the ribbing is the bit some people appear to enjoy the most!

It is good to see new Champs and owners. This year Keith Whitehead came in his newly acquired vehicle. Keith is the chap who sold a very young John Mastrangelo his vehicle (10 BF 23) 35 years ago for £55. Father and son Walter and Richard Mee brought their vehicles 13 BF 83 (YSJ 353) and 51 BE 60. (KNX 439D). This was the first time Walter had driven his Champ as it had only that week been made roadworthy by Dave Lock.

The weather was kind in spells across the days from Thursday to Sunday. It allowed the dining shelters to be erected and the fantastic BBQ cooked by Frank and Darryl Robertson to take place on Saturday evening. The BBQ was a very expert affair that supplied enough quality food to beat one or two people who are regarded as “professional eaters” into submission. The sun shone, the wind blew and the quality of food and debate was excellent.

The European element of the ACOC arrived on Friday with five Champs driven in convoy from Belgium and Holland. The chaps are shown in the photo in the Champs Reunited article, where Paul Buys’ vehicle is the subject. Roger van Gasse brought some of his precision made reproduction parts. These caused a great stir and many compliments to Roger for the quality of his work.

One of the best moments in the public day arena was the sight of 25 Champs circling, followed by 4 Champs circling at the same speed in reverse. The display and line up was appreciated and commented on by many.

A few people had mechanical problems on their way to the event. Ken Jackson suffered on his long journey from the North East, which he will describe in detail elsewhere in this issue. Alan Rawsterne almost completed the journey from Lancashire, but blew a piston and was trailered in by Andrew Wardle. Keith Whitehead had a radiator problem but only had to travel 20 miles so took the chance and made it. The fact that Ken’s vehicle was repaired for the journey home and Alan’s was stripped but found ‘Beyond Local Repair’ is a real insight into the help and support that Champ Owners will give each other. In particular Dave Lock who was continuously repairing or advising on somebody’s Champ.

So, same again next year but let’s hope for a few more gaps in the weather! . . .. . Stuart Reid

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CHAMP WORLD ISSUE 6 AUTUMN 2007

ORDNANCE SUPPLY AND DISPOSAL DEPOT

By Andrew Wardle

Entering Ruddington Village

found new owners. The following week, from the 8th to the 13th, 1900 motorcycles changed hands, along with hundreds of lots of spare parts at both sales. It must be said though that the first catalogue warned the potential buyer that the lots were “Mostly defective”. The list of vehicles reads like a classic MV rally with most makes represented. The lots of particular interest include a Bantam BRC (prototype ‘Jeep’), Tilling-Stevens Petrol/Electric, 24 Bren carriers, 30 Diamond T prime movers, examples of Mack, FWD, Autocar, White, Thornton and other relative rarities; along with dozens of Dodge, Austin, Bedford, AEC, Leyland, Fordson, Guy, Morris Commercial, Albion, GMC, and other ‘common’ makes. Several ex-Wehrmacht vehicles, presumably captured during the war, and also for sale were seven trailer-mounted pigeon lofts!

Part one includes: Introduction, depot history, the auctions and the railway.

Next time you find yourself in the Nottingham area, take a detour to visit the site of what probably once was, after the production line at Cofton Hacket in Longbridge, the most important Champ-related piece of land in the world.

From Nottingham head south east on the A52, and then take a right on to the A60. After about 2 miles, on your right you will see Rushcliffe Country Park. The abundance of greenery and the profusion of leisure activity areas belie the origins of the site of the massive (285 acre) Ruddington Ordnance Depot, operated during the war and the auction sales that took place afterwards.

The Depot entrance in the ‘70s. (photo. Ruddington LH&AS) However, the history of Ruddington Depot begins, as you might expect, some years before the auction sales period……..

Ruddington Depot History In the mid to late thirties, and with hindsight, only just in time, the government realised the threat that Germany represented to mainland Europe. The parlous state of the nation’s defences dictated action and one of the many measures taken was to increase, by ten, the number of munitions factories. Ruddington was chosen to be one of these.

Ruddington Depot 1946 Champ owners know Ruddington because of the disposal sales that took place between 1946 and 1983, in particular the period 1959 to 1970 during which thousands of Champs, in fact, the majority of those disposed of in the UK, were sold off.

The very first sale was from Monday the 1st to Saturday the 6th of July 1946 during which 800 trucks and 300 cars (“or” as it says in that first catalogue “the remains of”)

Whereas vehicles, ships, tanks, clothing, food etc. could be supplied by outside contractors, explosives were only supplied by I.C.I. and the Royal Ordnance Factories (R.O. Fs.) had the monopoly over manufacturing of armaments.

Ruddington therefore was commissioned as an R.O.F. with the intention of producing bombs and shells. History shows that the former took up the vast majority of the activity and the production facility for the ‘Shellite’ shell filling never actually achieved its potential.

So why was Ruddington chosen?

CHAMP WORLD ISSUE 6 AUTUMN 2007

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The production of armaments was a labour-intensive activity, so there had to be a ready supply of local labour and Derby, Nottingham and Leicester provided that. Good road, and more importantly, rail connections were needed; Ruddington, in the heart of the old Midland and latterly both LMS and LNER railway areas was well served.

The site had to be rural in order to reduce any potential for disastrous explosive effects; Ruddington, several miles from the nearest conurbation, Nottingham, was sufficiently ‘isolated’. The ground had to be stable with water available and preferably level to remove the gradient problems for massive and numerous train movements, again, Ruddington had all of these. Plans were drawn up in total secrecy and even when the land was requisitioned and work began, the local population still did not know what was happening. In true MoD style the depot appeared on no maps, this can be understood during a time of conflict or impending conflict but even on the 1947 AND at least up to the 1963 Ordnance Survey map updates the area still appears to be nothing but fields.

In December 1940 around 4000 men were drafted in, mainly from Ireland, to construct the depot. Land was levelled and graded, huge water culverts were dug out, piped and covered. Munitions ‘filling’ shops, magazines and ammunition stores were constructed with their associated blast banks and the whole infrastructure, consisting of around 200 buildings including self-generated power house, sewerage treatment facility, houses, offices, underground reservoirs, vehicle maintenance facilities (road and rail) and even a mortuary were constructed before bomb production began in June of 1943.

Lot numbers 1362 to 1366 illustrate the style of Ruddington numbering. LtoR Lot 1362. Leyland ‘Hippo’ Mk3 Fueller: Lot 1363. Thornycroft FV11401 ‘Big Ben’ 10-ton 6x4 07BJ26: Lot 1364. Leyland ‘Hippo’ Mk3 Fueller 07AM42: Lot 1365. Bedford SB3 31-seater coach. MoS reg. PGK860: Lot 1366. AEC Matador 6x6 ‘0854’. Circa 1967-69. (Photo. John Mastrangelo) At this stage the title of the facility was The Ruddington Ordnance & Supply Depot. The ‘ordnance’ aspect being controlled by the Ministry of Defence through it’s R.O.F. arm and the ‘supply’ side being under the control of the Ministry of Supply, the government department created in 1939 to oversee the production and acquisition of everything other than weapons and ammunition.

Ruddington acquitted itself very well during the conflict

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and a measure of the care taken over the bomb production can be gained from the fact that there were never any serious accidents on site. The only death actually within the facility was that of a man who died of natural causes and the only fatality of any description attributable to Ruddington being in existence was when, in 1946, an over zealous tank transporter driver took a corner in Ruddington village too quickly and his load, a 32ton Comet, slid off the transporter, crushing a delivery van and Ernest Hopewell its unfortunate driver.

Fred Beilby (left) George Musson (centre) and a third, unidentified worker take a break amongst the vehicles for auction. (photo. Ruddington LH&AS) Very soon after V.E. Day it was announced that the facility would be run down. And by V.J. Day bomb production had almost ceased. The Ruddington management began to consider new ways of using the huge facility. One of the first ‘private’ ventures to occupy any of the site was Taylor Woodrow’s ‘pre-fab’ housing business. The components of the ‘flat-pack’ houses were sorted and stored at Ruddington prior to despatch for construction around the country. In addition, workers formerly employed in producing bombs found themselves tending crops, planting trees, tidying verges and feeding pigs and chickens.

The security, the sheer size and the excellent road and rail links to the site meant that Ruddington inevitably became a collection and storage depot for the thousands of vehicles and especially tanks being brought back from overseas. The tanks were cut up for scrap, mostly on the concrete hard-standing site of the old filling factory area, the parts going to the foundries in Sheffield. Even though the tanks were checked and marked ‘Free of ammunition as far as possible’ many instances of munitions being set off by the cutting torches are recorded; smoke canisters giving the most spectacular and long lasting results! Massive railway guns took enormous amounts of oxyacetylene to dismember and British Oxygen had to be called in to advise on the specific techniques to be used.

The guns and superstructures were cut up for scrap, the bogies towed away, presumably to be reused.

The depot had its own bakery which continued to produce and supply much of the local area. On the sundries and general equipment side, uniforms, clothing, boots & shoes by the million passed through Ruddington for a second life in civilian use.

In 1947 the first reduction in the facility took place when the Ministry of Supply vacated its site and the MoS storage buildings were demolished and the land returned to agricultural use.

At first the returning soft-skin vehicles were destroyed and any unusable remains thrown into pits dug specially for the purpose but eventually the outcry from a public still under rationing and used to numerous austerity ‘make do and mend’ directives grew to the point that it was decided to re-cycle the materials; this led to the first of the Ruddington Sales.

By 1950 the depot had taken on a new life, that of a disposal centre. The title was changed to The Ruddington Ordnance, Supply and Disposal Depot and in those early days most of the material still came in by rail. Nowadays ‘recycling’ is a well known concept, in the fifties, at Ruddington, when something couldn’t be sold on at auction it would be cut up for smelting and the process was known as ‘Reducing to produce.’ Inflammable components such as cordite, along with the thousands of tons of wooden packing cases, cardboard, waste paper etc, was simply put into enormous piles and burned. The glow of burning cordite, especially at night, caused numerous calls to the authorities from anxious citizens sometimes many miles away; and to the end of its days, one of the areas, later used to hold auction vehicles, was known as ‘The Burning Ground’.

A selection of Ruddington catalogue covers from the fifties and sixties.

From the ‘Commercial Motor’ of 28th January 1966 an advert announcing the forthcoming Ruddington auction which includes a Jaguar XK150 and ‘250 Austin Champs’

Up to 1963, apart from the creation of three very large tarmac areas for the parking of vehicles destined for auction, the layout of the depot was as originally constructed, many of the buildings were being used for other purposes of course but little had changed. Security remained constant and the perimeters were patrolled regularly. Because munitions were still stored there security was increased in line with the changes in the political climate in Northern Ireland. The increased perception of risk meant that the foot patrols were superceded by guards in LandRovers. The worst breach of security occurred in November 1982 when a quantity of plastic explosive, hand grenades and a small quantity of ammunition was stolen by thieves who cut through a set of metal security doors with an oxyacetylene torch. The IRA was of course suspected but no evidence was forthcoming. The stolen goods were later found buried in Sherwood Forest and nobody was ever apprehended.

CHAMP WORLD ISSUE 6 AUTUMN 2007

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Typical mixture of equipment for sale ranging from a Humber Pig to a Sprite caravan and including a single Champ chassis U136 (lot 756) The auctions.

The auction viewing days would typically be the three days prior to the sale itself. Also, as the sales began at 10.30 there was viewing from 08.30 on those sales days.

Access for viewing was via the gate furthest from the main entrance, which could be reached after about a mile along the perimeter road. On sales days the main entrance off the A60 was used. The carpark was outside the perimeter so a lot of walking was expected! Once on the site the main auction buildings were straight ahead, the other side of a small crossroad. ‘Vehicle Park Number 4’ lay to the left, between the saleroom and the perimeter fence. Walking on past the saleroom a series of turns along the internal roadways would bring you to the largest viewing area, ‘Vehicle Park Number 3’. To the right lay ‘Vehicle Park Number 1’ and behind Park 3 lay ‘Vehicle Park Number 2’. In total there were probably in excess of 40 acres of ground specifically for parking vehicles!

Some of the auction sales in the early days must have been fascinating sights to behold and some of the statistics are remarkable. 24th to 26th July 1956, 2,100 vehicles.

2nd to 4th July 1963, 1,600 vehicles. 7th to 10th February 1967, 2,500 vehicles and some of the pre-Champ-era sales in the early fifties had over 5000 vehicles in them!

The appointed auctioneers were Walker, Walton and Hanson of Byards Lane, Bridlesmith Gate, Nottingham. In association with Turner, Fletcher & Essex, and Richardson & Linnell. Mr Linnell was at the time the president of the Institute of Chartered Auctioneers in London and it was they whom the MoD approached to find a company able to

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handle the proposed sales. Mr Linnell knew Mr Charles Hanson and the partnership was formed. W.W.&H. were the ‘senior’ players and they handled all the ‘lotting’ or advertising, cataloguing and organising.

The condition of the auction buildings and surroundings was grim to say the least. The facilities were almost non existent, toilets were, to quote Robert Hanson, one of the partners and auctioneers, “Bloody awful”. But the seeds were sown for the future and eventually, in the seventies, the buildings were upgraded to provide proper theatre seating, an auctioneer’s podium, public address system, canteen facilities and toilets.

The auctioneers took it in turn to do hour-long stints and on the podium with them would be a clerk and a ‘Man from the Ministry’ overseeing to ensure no skulduggery!

Once the hammer fell the buyer had to come up with at least 25% of the price within half an hour, he then had 7 days to pay the balance. If he didn’t have the 25% his name would go on a blackboard (with the associated shame!) and the lot would be re-auctioned. The vehicles, once paid for, had to be removed immediately and this gave rise to another business, organised by the adjacent farmers, of charging for storage. In the early days most of the buyers would pay cash, cheques were rare. The sheer number of vehicles meant that a huge amount of cash was generated and Robert Hanson, along with four or five other men, twice a day, would make the journey to Lloyds Bank in the Market Square in Nottingham with huge bags of cash; the second of these was to the night safe deposit as the bank itself was closed. Some of the

money was filthy dirty, probably having been secretly stored in tins under beds for years and they were fairly certain that some of the money had come from wartime black market deals but that was not their concern. Thankfully, in all the years of handling the money in this way there were never any attempts to rob the group.

Robert Hanson’s comments on the auctions make fascinating reading. “There were LandRovers that were taken up in aeroplanes and dropped out of the sky with parachutes from 20,000ft and they looked a sorry sight. [the parachutes hadn’t opened. ed.] But you could see exactly what was wrong with it and the Ministry never tried to hide any problems there were. They were quite up-front and quite clear on the condition of the vehicles, so if you came to buy a Morris Minor or a Mini, even though you couldn’t get the key, if it looked complete it was likely to be complete. It would have been looked after extremely well during its life. It would have been properly serviced and if it needed a reconditioned engine, it would have had one. Everyone had a lot of confidence about the sales at Ruddington.”

Ruddington didn’t handle just vehicles of course, Robert Hanson again.. “One chap bought a load of boxes containing razor blades, millions of them. He didn’t really want them so he split the boxes up and auctioned them off himself. There was hell to pay for that.”

Local resident, Jack Bagguley adds, “I went several times to the auctions. On the side where the big sheds were they had miscellaneous stuff, army boots, shirts, socks and all sorts. I bought 100 pairs of army boots for 30 shillings (£1.50 for the younger reader. Ed) and I sold them for 10/- a pair. I bought some shirts another time, a big stock of R.A.F. shirts and I think I only paid £1 for a big box full. There was a man who used to stand on Sneinton Market and he bought all the stockings, hundreds of pairs of A.T.S. stockings. He stood there in the market and sold them all.”

One of the very few surviving colour photos of a line-up of auction vehicles. Probably late ‘70s (photo. Wheels & Tracks)

Robert continues… “One day the police came into the office, we thought there was a parking problem. They said it was a lot more serious than that and demanded to know who had bought lot number such and such. I asked why they hadn’t simply rung up for the information and they said, “Haven’t you read the papers?” I said, “What, about the Train Robbery?” “Yes.” they said, “The vehicles used in that robbery came from Ruddington and we want to know who bought them.”

You never knew what might turn up for sale. A Cuthbertson conversion on a Series 11A LandRover. Ruddington Circa 1967-69 (Photo. John Mastrangelo)

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The site during the auction sales period.

It turned out that these particular vehicles had been bought by Lu Jackson from Doncaster who had in turn sold them through a third party, so thankfully was not actually implicated in the Great Train Robbery. As a matter of interest, the sale in question would have been on the 13th March 1963 and one of the vehicles was a Series 1 LandRover reg 05BC04.

The Railway Link.

East Leake lost its purpose. It remained unused until approximately 1990 when it became clear that the only other possible user of the branch, British Gypsum, were unlikely to require it. There was a distinct possibility of the track bed being lifted and the land sold off. The GCR (Great Central Railway) Northern Development Association was formed and they began to restore Rushcliffe Halt station. When Rushcliffe Borough Council agreed to lease part of the MoD site to the Association a grander scheme was devised and the Nottingham Transport Heritage Centre was created, the aim then changed from rail orientated to cover any transport heritage relevant to the area.

The Transport Centre therefore, amongst an additional number of modern structures, utilises the only group of buildings that survive from the original MoD days.

I hope this article, devoid of specific Champ material as it is, has not been too much of a diversion and has helped to illustrate the fascinating history of the depot, without which, the story would not be complete. The final part of the Ruddington story will concentrate on the Champs at Ruddington and the current use of the site. Ed.

Huge amounts of munitions were moved by rail during the war. Local resident Wes Scarret remembers “There were always a lot of trains on the move. The sidings always seemed to be full. We used to drop pebbles on to the bomb cases from the bridge. I think when they were going out they used to cover them with tarpaulins.”

With the cessation of hostilities the rail movement numbers declined rapidly as the need to move personnel, raw materials and finished product was removed. Trains continued to use the tracks as many of the vehicles destined for auction, especially in the early days, arrived in bulk by rail and the system, albeit in a reducing capacity, remained viable. When the depot finally closed, on the 31st of December 1983 the 4-mile track to the main line at

The fate of the majority of the Ruddington material.

Thornycroft 6x4 Antar HD Tractor 54BH09 (with a ballast body and Darlington winch) sold as lot number 1550 at Ruddington’s 128th sale on the 22nd of March 1974. In a North Staffordshire scrapyard over 30 years later.

COMING UP IN CHAMP WORLD How much does it cost to restore a Champ? We often see photographs of rebuilds and hear horror stories of problems encountered along the way. But very few stories include the REAL costs. Maybe we daren’t add it up. Maybe we don’t want to know. Maybe we don’t want the wife to know! Well we’re going to follow the rebuild of 49BE58 and it’ll be a warts and all, every penny listed, tale of despair or joy. It’ll be a regular feature and should make interesting reading.

Searching historical archives can be a thankless task. Phil Plumb and I (Andrew Wardle) are currently accessing various collections, looking for Champ photos. We’ve studied tens of thousands taken over the last fifty+ years and if we never see another marching band or soldier posing for the camera whilst doing something really obscure, it’ll be too soon! However, just occasionally we find an absolute gem. If we can afford them, obtain permission and hopefully research the stories behind them, they’ll appear in future editions of Champ World. There is some unusual and worthwhile Champ history unfolding and no doubt some interesting stories of development and service activities. We look forward to presenting them for future enjoyment.

Champs in Scotland. Stuart Reid and I (Andrew Wardle) took the opportunity to visit friends in the North. We were blessed with fabulous weather, tremendous hospitality and a good few Champ stories and photographs for a future article in Champ World.

Champs in photographs. Most Champ owners would love to find a photograph of their Champ in army service. It happened with Paul Buys’ chassis 5462 as you can see elsewhere in this edition; That one came from the Imperial War Museum archive and it was a pleasure to inform Paul of the find. We’ve found another of one of 10296, now owned by Gianni Stignani in Bologna. It’s a tremendous one of his Champ at the head of a parade of Saracens in Germany and Andrew Wardle is endeavouring to obtain the permission to use it. We’re now compiling a list of every Champ photograph where the vehicle is identifiable and this list will be available to members, enabling them to check if theirs is ‘on the record’.

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REGIONAL REPORTS ACOC SOUTH WEST GROUP:

ACOC MIDLANDS GROUP: Andrew

ACOC NORTH WEST GROUP: Jonathan William-

Philip Plumb,

Wardle, Mob: 07970750191 / e-mail: CheckleyAnd@aol.com

son. e-mail: jonathan.h. williamson@btopenworld.com

Tel: 01373 832441 Phil

Jonathan Andrew Ed. Because Phil, Andrew and Jonathan were away in Germany their area reports will be in the next issue.

ACOC EASTERN GROUP:

Early May saw Keith Hyland, Terry Gayler and myself take part in a Classic & Military vehicle run from Ipswich to Felixstowe. Unfortunately John Walker could not take part, he had a bout of 'Delhi Belly' thanks to a bacon roll at roadside food stall. Eddie Smith also took part, however he drove a Humber Utility. Myself and Keith knew our way home thanks to the trail of axle oil we cleverly left in case we got lost! Mid May we gave the Southern group of the German expedition a send off at Colchester Barracks and then escorted them to the ferry at Harwich. A big well done to Eddie Smith for that. Early June myself & John Walker attended a two day event at The East of England Tank Museum at Mike Barnham near Thetford, a very nice friendly affair plenty of drink, food and entertainment. Steve Carter was also there with his new toy a very nice Bedford MW, even if it was in RAF blue. There was also a small but very entertaining off road course, however the Jeeps and Land-Rovers did not want to come out and play, they might get dirty!

Then came Kemble which myself and John Walker, along with many others attended from the East and due to a slight error on my behalf (I was towing my Champ on a trailer) I forgot John was following me. I can confirm that his Champ can easily cruise at 65mph!

I’m looking after the “Sales & Wants” section of our club magazine. Please let me know if you’d like to place a free advert. You can contact me, Mike Harvey, on: Tel: 01603 781313 or e-mail: mike-harvey50@hotmail.co.uk.

Attendance at the 40th Anniversary of 12 signal Group. A celebration day was held at the TA centre Darlington to mark the 40th anniversary of the inauguration of 12 signals Brigade. I was asked if I could supply some vehicles to help with their displays, I of course agreed and as a result met up with some long lost friends (full story in the next issue).

ACOC NORTH EAST GROUP:

The appearance at this event of a fully CES equipped champ and Humber Wireless Light along with its main power generator trailer created a lot of interest with lots of Nostalgic memories for some of the more senior visitors, and with curiosity from the young soldiers who were in attendance for the day. The day Ken went well up until around 2:30pm when the heavens opened. The visiting Royal Signals White Helmets produced an excellent display as always. Music was provided by the Core band who were on this occasion supported by a REME pipe band. The BBQ did a roaring trade and the bar was open all afternoon, what more can I say, a great day.

Please e-mail me, Ken Jackson, if you want more details of our group. e-mail: kjackson@ntlworld.com

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Mobile : 07802 473722 Evenings: 0161 431 3563 CHAMP WORLD ISSUE 6 AUTUMN 2007

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THE HISTORY OF THE AUSTIN CHAMP PART 3: The Pre-Production Model

Pre-Production Austin Champ from 1951

John Mastrangelo continues the history of the Austin Champ with The Pre-Production Model of 1950/51.

As far as I have been able to ascertain, these PreProduction models were assembled sometime during the early to middle part of 1951. Of all the vehicles manufactured under the “Champ” project, these are the least known or documented.

Between 1949 and 1951, the Ministry Of Supply (MOS) and Fighting Vehicle Development Establishment (FVDE) had agreed the basic final design; the vehicle that was to become the Austin Champ was born. The Pre-Production Car 5 Cwt 4x4 CT (Combat) was very similar to the final design but carried some “Mudlark” ideas, such as the suspension mountings etc... The Rolls Royce engine type was similar to the one fitted to the “Mudlark”, a B 40 No 1 Mk 2/A. Two of these vehicles may have been fitted with the Turner 1 Ton Winch. None are known in preservation today. They were used for evaluation and testing to see if the final design was acceptable for military use. The total produced was possibly 12; half were Cargo and the rest Fitted For Wireless (FFW) models. However, with 33 as a favourite number with the War Department (WD) & MOS, maybe I need to increase the total.

Like the Mudlark, the Pre-Production Champ was sent to various commands in the UK and overseas for testing.

Unlike the Mudlark, none were given War Office registrations. The few pictures I have seen of these vehicles show civilian registrations or none at all. This is one major

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reason why information on these is so difficult to find.

I have been lucky in that I have seen two of these PreProduction Champs over the years. Unfortunately on both occasions, I did not have a camera with me and, therefore, I have to rely on memory.

The first one, a Cargo, was seen in Bradford-on-Avon in Wiltshire during 1975 and was painted in faded red oxide with a lot of rust. It had come from the south coast of England where it had been used to tow boats out of the sea. The result was that the floors etc, had rotted and gone. On the bulkhead was an Austin Plate [Two Rivets] with Please Quote Chassis No SP 201; no MOS data plate was ever fitted. The second one, a FFW, was also seen in Wiltshire near Westbury during 1977 and lacked any data plate or holes where one was fitted.

Like all prototypes, each was different in minor ways.

Early models lacked the metal strips on the windscreen frame to attach the sidescreens; the same goes for the turn buttons on the bodywork. Wiring looms and cables were not protected in fabric or metal sheaths. The rubber windscreen buffers on the bonnet were larger than the production version. Most if not all had the wing mirror mounted on windscreen frame. External corner brackets held the inner windscreen together and the pioneer tool brackets and straps were fitted to some after initial production with the locations of straps varying depending on who fitted them!

The Pre-Production vehicles differed from the final [1952] production design in the following ways:

[a] Aluminium steering wheel [b] Fuel filter fitted behind rear axle [The three holes on winch compartment front panel are for this] [c] Rear “winch” access panel rectangular instead of triangular [d] Generator panel in front of driver’s seat [Cargo] and behind driver [FFW] [e] Cables to generator panel in different location [Running under seats and under torsion bars - see photo below]

The rest of the design was carried onto the production models with a more refined and better fitting hood and sidescreens. At first glance, a Pre-Production Champ could be mistaken for a production model until you notice the differences mentioned above.

FVDE General Data of 10 October 1951 for Light Car 5 cwt 4x4 [FV 1801] listed an unleaded weight of 3470lbs, average max road speed of 60 mph at 3750 rpm and safe max speed [road] of 50 mph, with fuel consumption of 15.7 mpg. Range of action on 20 gallon tank at 50 mph was to be 300 miles. Wading was to be Unprepared to 3’ 0” and Prepared to 6’ 0”.

[f] Torsion bar mountings to suspension wishbone [design changed with the production model - see top right photo] [g] No pioneer tools brackets or mirror arm on body [h] Dash panel was similar but very crude compared to production model and the revolution counter recorded the total revolutions the engine had done while in use [see photo below] [i] The front axle had the same type of shield as fitted to protect the rear differential transfer box [the front shield was omitted on production models]

What are interesting to note for late 1951 are that both types of engines are listed, B40 No 1 Mk2A/4 and Mk5A as well as 6.50 and 7.50 x 16 Dunlop tyres. The Mk5A engine was not supplied for the production model until late 1952 and 7.50 x 16 tyres were not fitted until 1953.

Delco-Remy, Lucas, Simms and CAV supplied the ignition/ electrics. The other suppliers listed were Fisher & Ludlow [Body/ Upholstery], AC/Solex [Fuel System], Morris [Radiator], Borg & Beck [Clutch], Exhaust [Chilcotts], Austin [Transmission], Girling [Brakes].

This FVDE Data was based on the final design/ modifications given to the Pre-Production Champs and to be used by Austin as the specifications for the Production Champ.

CHAMP WORLD ISSUE 6 AUTUMN 2007

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READERS LETTERS

Dear Ed, I came across these photos of a Champ that has been genetically re-engineered. Close examination of the photographs suggest someone had gone to a lot of trouble to do this conversion.

Is this Champ still alive? Does anyone know anything about this vehicle and the person who did the work?

Please contact me via Champ World or my e-mail: Sheep.farm@virgin.net Best Rgds. . . .Stuart Brown

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We got the following email from leslie@freathy‌.. Just had a look at the Champ site and thought you may like to use the attached items.

Champs of 16th Independent Parachute Brigade guard the British Embassy in Amman. Must be 1958. The Champ on the left is a recoilless rifle carrier [Note the barrel clamp].

The other Champ could be the CO'S. The Land Rover is a MK3 [86"] attached to HQ [81].

Advert from the Aeroplane Nov 1954 showing a WN3 Firefly Champ

If I remember correctly I took this at Cyril Groombridge yard in Sussex in the 1970s. Note the RR Service floppy sidescreens

I was informed this belonged to one of the Guards regiments in Germany in the 1960s. WN1-994, 09 BE 94, ENG-1354, DIS-12/11/52, RV-LHM/R/5305, S/O-BAOR 31/5/63.

Spotted in SE London in 1981

CHAMP WORLD ISSUE 6 AUTUMN 2007

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Dear Ed, In my National Service days, 1959-1961, I served as a driver in the RASC (Royal Army Service Corps) at HQ Eastern Command, Hounslow. I use to drive a doctor (Captain) around London in a Champ.

Forty years on, in 2001, I met Dale Johnson at the Royal Artillery Museum. Dale took my wife and I for a run in his Champ, I just had to have one, so Dale put me in touch with someone selling a Champ (Ed. Brian Cooper) in Monmouth. I bought the Champ, took it home to my workshop and started work. I would not have owned a Champ without being in a club, you have to have a fair idea of the workings of old cars and I find the club provides information and contacts that gives me the confidence to take on most jobs.

The photos above show the end result - My Champ 16BF25. Very best regards, Norman Andrews.

Dear friends, my Champs are: • 1626 (16BE26), green, now in condition 1 (pictured below).

• 4860 (48BE60), green, fully restored, condition 1 (pictured below during restoration).

• 10645 (06BF45), sand, fully restored, condition 1 (pictured below and also in same picture as 48BE60).

• 2932 (29BE32), condition 7.

• 2144 (21BE44), not complete, spares only.

As you can understand I'm a real "Champ maniac": I'm 37 years old, and I've done all you can you see in these pictures by myself. Thank you so much. Andrea Zermani

16BE26

06BF45 & 48BE60

Wardle & Son

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CHAMP WORLD ISSUE 6 AUTUMN 2007

06BF45

Paul Sutherington's Champ (47BE30)

Dear Ed, I recently bought a postcard from E-bay of the Market Place in Settle, North Yorks. This was because I used to live there many years ago. Imagine my delight when it arrived and I saw there was Champ in the middle of the card. I have zoomed in on the Champ and it is registration number 02 BF 83 with "TAC60" on the passenger windscreen. There are no markings whatsoever on the rear of the card to show who published it so I am not sure whether you will be able to include it in the splendid Champ World. It was posted on 30/8/59. I have attached the pics for your perusal. I will be buying a Champ soon and am finding Champ World invaluable - a list of what to look out for when looking at a potential acquisition would be great. Best regards. David J Busfield I’m informed this was a Yorkshire TA Exercise circa 1959. The cap badges look like Royal Signals and the TAC 50 could be the call sign for the vehicle. Chassis number WN1-10283, War Office Registration 02 BF 83, Engine number 62981, Date in Service: 10 Jan 56, Receipt Voucher - DBY/R/923/195, Struck Off at Ruddington 4/11/66 and sold at the 92nd Ruddington sale 4 Oct 67 Lot 577A [One of 5] The engine number is strange for this chassis number. It should be circa 61900. Eng-62981 is more in line with Chassis-Wn1-11200 [12 BF 00]. This could be a mistake in recording the number or: The Date in Service (DiS) is late for this chassis, others in this range are Sept 55. However, 02 BF 83 is not alone, some 20 others in this range are also DiS Jan 56. [I.e.-02 BF 62, 03 BF 19 etc..]. As to why?? …… JohnM

CHAMP WORLD ISSUE 6 AUTUMN 2007

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