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Lancashire legend - 1926 Vulcan 2T

Ahead of its time 1972 Leyland two-pedal Beaver

DECEMBER 2017 £4.40

One owner and never 1964 restored!

Ford Thames Trader 560e

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MODERNISED MOTORS

T

hroughout the history of mechanised road transport, there have been many people who have decided to ‘update and improve’ their vehicles by fitting different engines, gearboxes, etc. This may have been done in order to improve the vehicle’s speed, fuel economy, payload, or whatever. However, it doesn’t matter how it has been altered, when a vehicle gains ‘classic’ status, the trend is for originality, and unless the modifications are of ‘historic’ interest, restorers, in general, usually to try to put things back to how they were when the vehicle left the factory. This is particularly true of classic cars - but things may be changing! There now appears to be a growing number of people who want to ‘modernise’ their classic cars by fitting modern engines etc., in order to make them more usable and reliable.

I’ve seen this for myself recently, when I came across an old 1960s Lotus Elan at a show that had been fitted with a modern Honda twin-cam engine. The owner was at pains to stress that the original engine was in storage, and could be refitted very quickly if required.

Perhaps this ‘updating’ could become very common in the future, not just to improve drivability, but also to preserve rare engines and mechanical components. It may even become the norm, even for classic commercials.

However, this ‘updating’ of classics has been taken even further just recently by Jaguar, who have taken a 1968 E Type roadster, removed the petrol engine and fitted an electric motor! As well as having zero emissions, the performance figures are quite impressive, with a 0-62mph time of just 5.5 seconds - it actually has around 30bhp more than when it had a petrol engine.

I honestly am in two minds about this Jaguar conversion. On the one hand I think it is almost sacrilege to do such a thing to one of the most fantastic classic cars ever made. But on the other, I genuinely admire the engineering that has gone into the project. And don’t forget, this was done by Jaguar themselves, so it could be classed as a ‘factory modification’.

Perhaps classics retro-fitted with electric power will also become quite common in years to come. There are already companies

▲ The ‘Lime Green Goddess’ was the result of a government attempt to modernise their fleet of ‘Green Goddess’ fire appliances.

Only this one was completed, fitted with a Cummins diesel engine and 5-speed gearbox, but the project was cancelled due to cost.

Photo Stephen Pullen.

out there who will convert a car for you, and Porsche 911s seem to be one of the favourites. But could it also happen to classic lorries? Electric car maker Tesla, are currently developing an electric artic, and you can bet they won’t be the only manufacturer developing such a vehicle. So once the technology is available, could an electric Albion, Scammell or Guy be on our roads one day? Just a (very odd) thought!

Talking of conversions though, I think there’s still some development potential left in the steam engine. A steam powered Land Rover, now there’s an idea!

STEPHEN PULLEN stephen.pullen@kelseymedia.co.uk

December 2017

3 Ed Comment.indd 3

3

06/11/2017 22:52

CDEoCEnMBtEeRn20t1s7

06 Thanks Claude!

Are you looking for the most genuine classic vehicle of all time? Then Mount Hawke based Graham Carlyon reckons his 1964 Thames Trader must be a strong contender for such an accolade.

14 Ignition

News and events from around the classic commercial vehicle world.

16 Readers’ letters

Your chance to tell a story, ask a question, or put things straight.

20 Subscription form

Save money and get your copy of HC delivered to your door early by subscribing.

22 Ask the man who owns one!

Dave Bowers tells the story of a very rare 1920s Vulcan 2T.

22

26 From the archives

This month’s period sales brochure is for the AEC Mandator V8. Did you drive one?

30 Gazelle – in sheep’s clothing

Appearances can certainly be deceptive and while we thought we were just looking at a smart 1972 Leyland artic, we didn’t realise we were about to step into what must be one of the quickest, mass-production Beavers ever.

38 You invest in an Austin Dean Reader heads south to peruse a classic hearse that has only just been finished after a five year restoration.

44 East is best

The Toyota Hiace was introduced during the 1960s, and early survivors are rare. Bob Weir went to the Scottish borders to meet Len Hopkinson, and his First and Second Generation models.

30

50 Angular Austrian

Mark Gredzinski illustrates Steyr’s days in the UK.

56 Anglo-Americans

Ed Burrows looks at the history of US trucks in the UK.

64 A Handyman for all seasons – part 2

Continuing from last month, Alan Barnes tells the story of the restoration of a rare Scammell Handyman MkII.

70 Cylinder honing

This month Richard Lofting goes through the process of honing brake and clutch cylinders.

74 HC Marketplace

The place to buy or sell anything related to classic commercials.

82 Final word

Bob Tuck comments on the demise of the humble postcard.

56

4 Heritagecommercials.com

4 contents Nov.indd 4

06/11/2017 22:55

CLASSIC

LORRIES

“No two lorries are the same, that’s why you need a specialist to arrange your insurance cover” Eddie Johnson, HGV and Classic Lorry Insurance Specialist

The Classic Lorry Insurance Specialist www.classiclorries.co.uk or call 0161 410 1065 Classic Lorries is a trading style of ISIS insurance. ISIS Insurance Service Limited is authorised and regulated by the Financial conduct Authority. Our firm number is 314533.

Transport heritage

THANKS CLAUDE

BCV 54C is one owner from new and has never been restored.

Are you looking for the most genuine classic vehicle of all time? Then Mount Hawke based Graham Carlyon reckons his 1964 Thames Trader must be a strong contender for such an accolade. However, Graham’s the first to say that such a claim is only possible because of the years of care given to his hard worked tipper by the late Claude Tonkin - its original driver. Bob Tuck heads to deepest Cornwall to hear this special story and to try this cherished Ford for himself.

H

ere at Heritage Commercials we are invited to see all manner of restorations but we reckon this must be the first time that we’ve been asked to look at a non-restoration - but which is also a minter. “You won’t have seen anything quite like it,” promises Martin Caddy of a four-wheeled tipper that was bought brand new in ‘64 by his Uncle Bill and is still part of the GA Carlyon operation operated out of Mount Hawke in Cornwall

by his cousin Graham Carlyon.

Don’t get us wrong as the Mark II Thames Trader 7-tonner has not spent its life wrapped in cotton wool or cocooned away in a Museum. Having covered more than 170,000 hard working miles on the testing roads of deepest Cornwall, it carries at least one very slight bruise from a digger driver of old.

We can imagine that its regular driver, Claude Tonkin, was not at all pleased on the day his beloved Ford was nudged in such a

fashion. Because - as Graham puts it - Claude looked after this trusty tipper as though it was his own. And while it’s long been a golden GA Carlyon rule that they never ever hang onto a motor once it’s at the end of its working life, back in 1975 they did make an exception.

With 10 years hard graft then under its belt, the Thames Trader was well past its sell by date but for some reason it was reversed back into the company tyre store and left there for about 18 years: “Claude put so much into that

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Words: Bob Tuck Photos: Bob Tuck/As stated

1964 THAMES TRADER

The Trader’s owner, Graham Carlyon.

▲ The Trader when it was brand new and just delivered into the yard. That’s Graham’s sister Sharman in shot. Photo Martin Caddy collection.

motor I don’t think my father had the heart to part with it,” says Graham. And what a great decision that proved to be.

Stalwart Servants

They’ve never been the biggest operator in the South West but having given continuous service in the haulage / contracting world from around 1906, GA Carlyon have an established track record which is certainly a lot longer than most.

Based in the sleepy idyllic village of Mount Hawke (about seven miles west of Truro) Martin recalls that his grandfather - George Arnold Carlyon - was involved in a variety of contracting / quarrying and road stone work. This part of England is also well known for its farming activities but to get the best from their soil, the Cornish farmers have long relied on sea sand. “If you were growing the likes of cauliflower or cabbage,”

▲ This was the type of Bedford in use when the Trader was being run.

Photo Martin Caddy collection.

◄ Claude pictured with ‘his’ motor.

Photo Martin Caddy collection.

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Transport heritage ► The miscellany of levers for gears; tipper operation and to engage the PTO.

◄ Despite covering 170,000 miles the Trader’s interior is like new. Note the optional driver’s suspension seat ordered when new. ▼ The radio was fitted when new as an extra in the passenger footwell.

Martin tells us, “then you tended to use natural sea sand to raise the PH value of the soil. The wind blown dunes at Hayle (near Penzance) were long a natural source of this sand. However, while farmers may have still been using horses and carts to carry such loads, Grandfather invested in three steam traction engines – two Burrells and a Fowler - which could individually haul up to three drawbar trailers. Of course, back then the sand had to be shoveled on and shoveled off but they devised a system that allowed the crew to load say two trailers and while some men left with the engine to spread that sand, one guy was left to load the third trailer. And when they came back, they’d all help to load a second trailer before leaving again while the third empty one was being loaded again.”

It certainly sounds like back breaking work but Graham reckons it’s giving such a sustained level of good service that has allowed GA Carlyon to keep trading for so long. As we’ll cover at length shortly, this sea sand is still a big seasonal traffic in this part of the country although mechanised loaders;

When Claude started driving there in the late ‘50s, the Bedford was still the Carlyon marque of choice

specialised spreading outfits and vehicles equipped with tipping bodies, have of course now transformed turn round times and general load handling efficiency.

After National Service

Claude Tonkin was to give something life 35 years of his life driving for GA Carlyon. After doing his National Service, he had a couple of jobs before William Arnold (Bill) Carlyon took him on. Graham recalls his grandfather (GA) only lived to the age of 56 and died in December 1937 which prompted his son Bill to take over the fleet of two Commers and three Bedfords. When Claude started driving there in the late ‘50s, the Bedford was still the Carlyon marque of choice but in the early ‘60s Bill was to invest in a trio of Thames Traders.

At this time, Bedford and Ford were big competitors and with the Luton manufacturer having just launched their revolutionary TK range, it’s imagined that Ford were offering some great deals to encourage people to buy what was then a rather dated looking Thames Trader. True, the Dagenham based builder was to tweak the Trader with their Mark II range and it was such a model that was to eventually carry the registration of BCV 54C. Graham recalls this Model 560E Trader was supplied through the Phillips & Geak dealership of St Austell and came into Carlyon’s Mount Hawke yard in late ‘64.

And being supplied in primer, it’s thought this particular vehicle was packaged by Ford

as something of a job lot as it came with an Edbro steel body and Edbro single ram (front mounted) tipping gear: “Edbro are the RollsRoyce of tipping gear,” both Graham and Martin tell us.

As part of Trader spec’ Bill was to ensure some tasty extras. Although having just a standard four-speed gearbox, an Eaton two-

▲ The air assisted hydraulic brake set up.

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1964 THE THAMES WHITE QUEEEN TRADER

For the first couple of months or so, the new Trader was driven by the boss speed axle ensured its greater driveability. A radio; Michelin tyres and power steering was specified as was a Bostrom suspension driving seat: “Having a seat that you could adjust both up & down and back & forward was rather exceptional back then,” says Graham.

Back then, Graham was still under the age of 21 and recalls the only vehicle he could legally drive was a short wheelbase Bedford with light alloy body: “It was about 2 tons 19cwt unladen,” he says with a smile, “so just under the 3 tons maximum for a person of my age then.”

For the first couple of months or so, the new Trader was driven by the boss but it soon passed to Claude and as the company has a one vehicle - one driver policy, the pair were virtually inseparable for over 10 years.

Although their connection wasn’t to end even when the Trader was put out to grass.

Blocks, Sand And A Bomb

The Carlyon fleet have never travelled very far and it’s quite possible that Claude and his Trader hardly ever worked outside of Cornwall. You hardly see them now but in the ‘60s (and even the ‘70s) the fourwheel rigid was generally the standard tipper configuration of choice. And while the Trader was only rated (by Ford) to carry a 7 ton load, it was standard practice back then to load up to 10 tons of payload.

Martin recalls the breeze block style of concrete building block was a regular traffic in Cornwall and the Trader could squeeze

▲ Out on the road it drives like new, with no rattles.

on 454 of these 18in x 4in x 9in blocks as a ‘good’ 10 ton load. Handball them on (with the tipper sides dropped) they could be either tipped off or perhaps hand balled down onto the ground to save on any minor damage.

The Trader’s body was calibrated to 6 cubic yards capacity (by the Trading Standards people) as Carlyon often sold building materials by volume - rather than weight.

In season, the sea sand was a regular traffic and while loading it by loader was easy enough, the spreading method used (until the early ‘70s when specialist tractor / trailer combinations came into use) was a work of art.

The company tippers obviously had to drive round the relevant field but to ensure the sand was distributed evenly Carlyon built some spinner type spreaders. These were based on a car axle turned through 90 degrees and modified with the addition of a plate - onto the prop-shaft connection - fitted with some steel bars to fling the sand outwards. Sand came out through a small grain type hatch in the centre of the tailboard so of course the body had to be raised to ensure the material went out. “Edbro always said you should never drive a tipper with the PTO tipping gear engaged,” says Graham, “but we always did and it never harmed our gearboxes.”

▼ Claude loading the Trader with a Michigan loading shovel. Note the badge bar and badges on the Trader. Photo Martin Caddy collection.

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Transport heritage

The Trader carries a removeable shelter which is known in Cornwall as a ‘Kiah’ or a ‘Cuddy’. This was from when it was on day work for the council.

To ensure the flow of sand was monitored someone had to stand in the back of the tipper as the vehicle was driving round the field and as the body was at an angle, this was something of a balancing act: “I’m sure my Dad slipped one day and went out through the tailboard.”

The job was fairly routine to the company drivers although one day something more serious was discovered. “I was working with Claude who was in the back of my tipper regulating the flow of sand,” recalls Graham, “and after finishing the load he told me that he thought we had dropped off a bomb. We checked the field and sure enough we found a

▲ Even the wheel step rings look like new.

small bomb which obviously hadn’t exploded.

The dunes near Hayle had been used during the War as a test range for ordnance and this one must have slipped through. We contacted the Police and eventually the bomb disposal people carried out a controlled explosion. It was a lucky day for us then.”

Sunday Best

When you work a five and half day working week then you would think that the rest of the weekend is obviously sacrosanct to be taken as time off. The last place you want to go to is the company yard but every Sunday

▲ The Trader’s body was calibrated by the Trading Standards people as the company often sold products by volume rather than by weight.

morning Claude would come in just so he could clean and polish his Trader. And while he didn’t know it at the time, it was these years of personal pride in his vehicle which was to ensure it was still turning heads 40-50 years later - and years after he’d passed away.

This fastidious pride - and cleanliness - was also apparent when the vehicle was working and both Graham and Martin recall that he never liked anyone else to get into his cab - especially if they were eating: “If we were together for our lunch break,” recalls Graham, “”it was Claude who got into my cab - not the other way round.”

Martin is a few years younger than his cousin Graham and during school holidays he loved to ride out in the wagons: “I tended to go with Graham but if I had to say come back with Claude for any reason, he wouldn’t let me get out on site - if my feet were going to get dirty. And he wouldn’t let you have an ice cream. The cab interior was always kept immaculate.”

Personalising your truck and keeping it clean is carried out by many modern day truck drivers but such a practice was almost unheard of in the ‘60s. Claude fitted an extra pair of rear view mirrors and also fitted a badge bar on the front plus a couple of extra spot lights: “He also had a small bouquet of plastic flowers in the centre of the windscreen.” It helped the Trader’s well being that like the rest of the

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1964 THAMES TRADER

Carlyon fleet back then, it was garaged under cover every night.

Claude and his Trader were to cover something like 170,000 miles in their 10 years working together and while this doesn’t seem much to guys on distance work, the Cornish terrain has always been hard for any load carrier. So, it also speaks highly of Claude’s driving technique that the Ford’s driveline is still the original it first came with.

Back Together - Again

Although Claude and his Trader worked well together, the introduction of the new Plating

▲ Interior view of the council ‘Cuddy’.

▲ The small hatch where the sea sand came out.

& Testing regulations was to see the Ford’s eventual demise. “It was always reckoned as good for 10 tons,” says Graham, “but the new plate on it said it could only carry about 7 tons 2cwt which was no good for us so in 1975, Claude was given a Leyland Clydesdale and the Trader came off the road.” But as we said, instead of being sold it was reversed back into the shed used as a tyre store and it didn’t move for the next 18 years or so.

In the early ‘90s, Claude was to retire for health reasons but with time on his hands, his attention came back to the Ford: “For years he was involved with the West of England Steam Engine Society,” says Martin, “so it seemed a good idea to then bring the Trader back on the road and take it to events. Mechanically it was still sound but the only problem was that 18 years of condensation in the store had created a line of rusty stain marks across the front of the Trader’s bonnet as the water had dropped down onto it. So Truro Garage was asked to repaint the cab and re-letter it but that’s all that was done.”

With Claude and his trusty Trader together again, they were then seen at many local

events: “For a few years he used to pick up coal for the steam engines and deliver that round the rally field,” says Graham.

One passenger Claude did allow then was his son Simon and as the years passed, the father and son duo would swop places so Simon was driving Claude to events in the years just before he passed away.

▲ The tow hitch to couple up the little trailed spinner for the sea sand.

Looking The Part

Since Claude’s passing in May ’09 at the age of 80, the Trader hasn’t attended as many local events as it used to but wheeled out for us into the Mount Hawke sunshine this little tipper is still very much a head turner. Situated in the tipper body now is a shelter which Martin tells us is known (in Cornwall) as a Kiah or a Cuddy: “When it was on day work for the council - or ‘On the County’ as we described it - Claude would have that on the back. First thing on a morning, he would go round and collect the various Council workers at their homes. They would travel to the job and then the shelter was lifted off so the guys could use it during the day. The Trader would fetch and carry or transport away anything which was

▲ This is the type of trailed spinner they used to use to spread the sea sand. The axle probable came from a pre war car. They haven’t used them since the early 1970s as specialist tractor / spreader trailer combos are now used. The sand is no longer taken from the dunes near Hayle, and instead comes from the docks at Padstow – it’s now dredged up from the sea floor.

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Specification Make / Model: Chassis No: Year: Registration: Engine: Gearbox:

▲ Graham points out a small bruise where a digger driver nudged the Ford.

33201K Built 1964 – first reg.

January 1965 BCV 54C Ford six-cylinder diesel 5.42-litres 100bhp @ 2,600rpm Ford 4-speed + Eaton 2-speed axle

Gross vehicle weight: 11.2 tons Top speed: 45mph Fuel return: 15mpg (guesstimated) Body / tipping gear: Edbro

► Graham would love to find anybody who can help in replacing these particular rubbers on the Trader’s cab. He cannot find any anywhere.

needed for the job and at the end of the day, they’d load the Cuddy back on the tipper and Claude would take everyone home.”

We can imagine those Council guys took for granted this mode of transport but something like 50 years on, the Ford has become a priceless piece of Cornwall’s transport heritage. It still looks very well although Martin explains that about 10-15 years ago, the body was given a fresh coat of paint: “Although we then painted the rear wings black - rather than the original red so it matches the fleet of tippers in use now.”

We couldn’t resist the shortest of test drives across the Carlyon yard but before stepping in, Martin points out the original front wheel step rings which still look like

Ford Mark II Thames Trader 560E

new. In fairness everything in the cab has that just like new appearance and sitting (just where Claude sat) on the Bostrom suspension seat made us appreciate a little of what he’d done. Cab entry isn’t too bad and the great driving position sees your legs stretch out a bit like a sports car.

Graham offers to take us out to stretch the Trader’s legs and while the lanes around Mount Hawke aren’t that wide, our man is totally at ease with his home terrain: “I nearly forgot to double de-clutch,” he says with a smile as we quickly get off the mark. 2nd gear is low enough to make a move when empty but we love how Graham uses the Eaton two-speed to enhance the gear ratios on the undulating roads. The air over hydraulic

brakes seem sharp enough but it’s the lack of rattles (in fact just like being new) in the ride along the bumpy roads that reinforces what a cracking motor this is.

It isn’t often that we can tell a driver’s story and couple it to a specific vehicle which is celebrating its 54th year in existence. And as Martin promised us at the outset, I don’t think we’ve seen anything quite like this before. v

I nearly forgot to double de-clutch,” he says with a smile as we quickly get off the mark

The vehicle has been garaged all its life – it’s certainly helped the cause.

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Online Auction

PMP Transport Films

On the instructions of Melvin Cordwell “The Tank Man” due to retirement & following the sale of Collop Gate Farm Premises Piecemeal (subject to Conditions of Sale and unless sold previously)

Winter viewing, buy DVD online or by post / phone, download, subscribe to our channel. So many ways to enjoy our ever expanding range of lorry films.

Private Collection of Wheeled & Tracked Military Vehicles Spares and Memorabilia

3589. Shropshire. UK. Trucks. July 2017. One of my favourite lorry filming position on the A5 near Oswestry with a mainly sunny day, a nice mix of operators 3590. Shropshire. UK. Trucks. July 2017. More from one of my favourite lorry filming position on the A5 near Oswestry with a mainly sunny day, a nice mix of operators 3605. Kiev. Ukraine. Trucks. August 2017. Our first programme in Ukraine wholly dedicated to the amazingly varied trucking scene on the outskirts of the city 3606. Kiev. Ukraine. Trucks. August 2017. We look at the lorries coming on to the motorway at the penultimate metro stop taking us to the fringes of this city 3611. Lymm Poplar Services. UK. Trucks. August 2017. The ever popular Poplar services situated just off the M6 motorway in Cheshire taken around lunch time 3612. Lymm Poplar Services. UK. Trucks. August 2017. The ever popular Poplar services situated just off the M6 motorway in Cheshire taken around lunch time

Online auction bidding via www.sw.co.uk/auctions • Thornycroft Antar MKII Petrol Engine Tank Transporter Tractor • Thornycroft Antar MKIII Diesel Engine 5th Wheel Tractor • Dyson 50 ton Drawbar Tank Transporter Trailer • Brockhouse KS2138 Two Axle Drawbar Trailer Mounted Mortar Location Radar Unit • Sankey Trailer • Austin Champ AMP RHD Truck ¼ ton 4x4 CT • Bedford Green Goddess Fire Engine • Bedford QLD & Austin K3 General Purpose Army Trucks • Bedford OY Mobile X-Ray Unit • Centurion MkV/2 Main Battle Tank (1955) • Centurion MK12/B Main Battle Tank (1953/54) • Centurion Mk2/B Armoured Recovery Vehicle • Centurion Mk1 Armoured Recovery Vehicle (1947) • Centurion Restoration Project • Chieftain FV4201 MBT Main Battle Tank • Two Chieftain Fascine Layers • Three Abbot FV433 105-mm Self-Propelled Guns • FV180 Amphibious Combat Engineer Tractor

• Alvis Stormer Shielder High Mobility Load Carrier • FV432 Variant Tracked Infantry Vehicle with turret • Captured Iraqi T69 Main Battle Tank • FH70 Howitzer Self Propelled Artillery Gun • Polsten Quad Demountable Anti-Aircraft Gun • Trailer Mounted Water Bowser • Assorted Tracked Vehicle Spares & Equipment (nos), including 432 & 434 Packs; Two Rolls Royce Meteor Engines Centurion Gearboxes, Complete Full Interior Parts for Centurion Restoration Cam Shafts, Clutches, Magnetos Carburettors, Cupola Sights & Wiring Looms; Final Drives; Hush Puppy Tracks Wheels; Ammunition Boxes; Jerry Cans Recovery Ropes & Towing Equipment Breach Ring; Training Aids; Tank Manuals Brass Shells & Gas Masks • Marine, General & Memorabilia including Coventry Climax Godiva Pumps; Generators; Cylinder Heads Marine Anchors; Port Holes; Model Train GRP Airship Gondola, Fire Fighting Equipment & Tools

3620. Kings Lynn. UK. Trucks. August 2017. Our very first truck film from Norfolk, we start as the sun rises over the very busy lorry traffic heading around Kings Lynn 3621. Kings Lynn and Lincs. UK. Trucks. August 2017. More at Kings Lynn as the morning moves on and traffic slackens then the junction of A16/ A17 very hectic 3622. Lincolnshire. UK. Trucks. August 2017. The very busy junction A16/A17 but clouded over we will return but moved to another busy location at Holdingham 3624. A50 Westbound. UK. Trucks. September 2017.

Trucks making their way around the roundabout near Uttoxeter mainly in bright but hazy sunshine 3627. A5 Bridgtown, Staffs. UK. Trucks. September 2017. Another new location for the PMP camera situated near Cannock and its many distribution centres 3628. A5 Bridgtown, Staffs, UK, Trucks. September 2017. Another new location and a different perspective mainly based around trucks coming under a bridge

5% buyer’s premium applicable on major Items

Bidding:

Closes from 10am Wednesday 6 December 2017

View:

From 10am - 4pm Sat 2, Sun 3 (11am to 4pm) & Tues 5 December 2017 or by appointment

At:

Collop Gate Farm, Manchester Road, Heywood, Lancashire, OL10 2PX, UK

A SELECTION OF FILMS FROM OUR EXTENSIVE RANGE, SENT POST FREE WORLDWIDE DVDs £15 EACH, TWO OR MORE £12 EACH, CREDIT CARDS WELCOME PMP, 17 BIRCHWOOD DRIVE, LOWER PEOVER, CHESHIRE, WA16 9QJ Tel: 01565 722045 Fax: 01565 722038 email: dave@pmpvideo.fsnet.co.uk

+44 (0)161 259 7050

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Claymills Victorian Pumping Station

We now accept the following payment cards

A Great Family Fun Day Out

Children can start a steam engine and follow the Rat Trail ! Victorian Dressing up and other “One of the most complete restored steam pumping activities stations in Britain” - English Heritage ! Four Beam Engines by Gimson of Meadow Lane, Stretton, Burton upon Trent DE13 0DA www.claymills.org.uk Leicester 1885 Tel - 01283-509929 (answerphone) ! Five Lancashire Boilers enquiries@claymills.org.uk ! Steam Powered Generator ! Steam Powered Workshop ! Blacksmith’s Shop 10.00am - 5.00pm ! Over 25 engines in steam February - Feb 24th & 25th ! Second hand bookshop Easter - April 1st & 2nd ! Stokers Rest Cafe May Day - May 6th & 7th And often more NON STEAMING OPEN DAYS Free Car Parking June 09th & 10th & July 14th & 15th !

STEAMING EVENTS 2018

Every Thursday & Saturday (guided visits)

A38 Burton North Junction. Head for Burton (A5121) & follow Brown Signs.

2/%0. 68!9 ()' :$!0 &,;.3 !0/% ;% #0.9 &:;!! 7.6&&.6;4& $8%6 10;46" 5;80+ *%.;$-,% 68 6#0. 7.6&&$8-+

Admission charges

Adult - £6 Concessions - £5 Child - £3 Family - £15 Thursday & Saturday - By donation

▼

Ignition

SEND YOUR STORIES TO STEPHEN PULLEN stephen.pullen@kelseymedia.co.uk Heritage Commercials, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham Kent

SANDRA DIANE RICKETTS (1944 – 2017)

I

t is with great sadness that we, the Ricketts Family and the Llandudno Transport Festival, announce the sad loss of Sandra, aged 73, on 2nd September 2017, after a short Illness.

Sandra was born in the village of Studley in Warwickshire, and after getting married to Len and bringing up the family - Neil, Jim and Stuart - we brought a Bristol Lodekka bus.

Her brother Mick, painted it black and we converted it into a Transport Café and called

it Midland Trucking. We had it firstly on the A34 Stratford to Oxford road in Paraffin Annie’s Layby at Long Compton, then moved to the layby just outside Alcester on the A46 Alcester to Stratford road. We also went around a few truck shows - Cranfield, Battersea Park, Sandwell etc.

Sandra ran the café to such a high standard, God help anyone who stepped out of line!

After the Midland Trucking days had finished, Sandra got a job on the M42 once again in a bus canteen. The concrete gang towed it behind the concrete paver. When the M42 construction was finished and opened, we as a family moved from Studley to Llandudno.

With her experience on the M42, once the Conwy Tunnel contract started, Sandra was able to get a start in one of the canteens, where she stayed for around three years. After the Conwy Tunnel opened, husband Len had to give up work for health reasons.

One of the major attractions in Llandudno is the ‘The Llandudno Victorian Extravaganza’, held in the streets of the town. At the other end of Llandudno Bay are some fields which gave us an idea, and without a cent between

SOLWAY CHARITY RUN Report by Dougie Smith, Events Chairman.

T

he annual Solway Vehicle Enthusiasts Club Road Run from Dumfries to the Mull of Galloway took place on 24th of September 2017, with the profits this year being in favour of Breast Cancer Research.

An eclectic mix of transport took to the road this year, old and new, big and small, and from two to many wheels! The start was at the Queen of the South Arena in Dumfries, then the various ‘crews’ set off along the A75 road to Crocketford before heading over towards New Galloway and Clatteringshaws Loch where some took advantage of the

▲ Some of the entrants parked up at the Mull of Galloway lighthouse. From left, Neil McPherson’s International, Hugh Turner’s Albion Clansman, Andy McCall’s AEC, and Jim Henderson’s Leyland Leopard.

coffee shop for a brief break.

Conditions were not conducive for pleasurable driving with surface water an ever present hazard, but as the run progressed and passed Newton Stewart the weather improved. By the time participants reached Sandhead the rain had stopped, and everyone was able to appreciate the views across the Irish Sea, and on towards the final destination of the Mull of Galloway lighthouse. A few of the entrants made their way to the top of the lighthouse to take in the views of the surrounding area, the others headed off to hear the talk on the fog horn’s engines and hear them running.

Refreshments and entertainment were enjoyed at the finish. Judging of the vehicles took place by staff from the Mull of Galloway Trust with the final total of £500 ultimately realised from the day’s event. Arrangements are in hand to pass the money to Breast Cancer Research. The club would like to thank everyone for their loyal support on the event.

We are already in the early planning stages for the next big charity event for the club, the 2018 Gathering of the Clans Social vehicle weekend and road run at Lockerbie truck stop.

This will start on the Saturday afternoon of 21st

us we started ‘The Llandudno Transport Festival’, which Sandra was the boss of. It soon became one of the best events in the UK, and the biggest in Wales. With Sandra’s firmness and smile no one was able to pull one over her, and made it a well-liked event, so for the last 25 years that was her main role in life. Apart from Llandudno we were asked to help out at Kelsall Steam Rally, and Sandra became the commercial steward, and she used the same firmness - and that smile! Another high standard was achieved.

Sandra will be missed by the Vehicle Preservation movement, and leaves behind husband Len, Sons Neil, Jim and Stuart, Daughter-in-Law Vicci, and Grandchildren Carly, Sophie, Daniel, Sam, Harry, Charlotte, Bethan and Harvey.

Dougie Hamilton’s Land Rover ‘Lightweight’.

April of 2018.

The road run will leave around 3pm for a run around the area before returning to the truckstop for an evening with friends in O’Neill’s bar.

On Sunday 22nd April, the Gathering of the Clans social weekend show will take place, and all types of vehicles are welcome to attend – there’s no age limit on vehicles or drivers. With judging taking place throughout the day, trophies will be awarded at 3pm.

No entry forms are required, just turn up on the day. All we ask for is a donation into the buckets placed around the site. All the donations will be distributed to local charities and organisations within the Dumfries and Galloway region

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Ignition

SCAMMELL REGISTER NEWS 2017

▲ ‘Scammell Corner’ at the AEC Rally, Newark, with Nick Clarke’s Handyman and the Edgar’s S26 ballast tractor.

2

017 has been an excellent season for the invigorated Scammell Register, writes John Fadelle.

An effort was made to attend as many events as possible in the North to correct the impression that the Register is biased to the South! The Register lorry was a useful attraction, no doubt contributing to the welcome recruitment of several new members.

Northern and Midland events included the Ackworth Scammell Show, Kirkby Stephen CV Rally, Kelsall Steam Fair, Newark AEC Rally, Malpas Yesteryear Rally, Lions on Wheels at Telford, the Shildon Scammell Rally, as well as the Shropshire Trundle.

Scammells of all ages took part;

particularly interesting were those undergoing restoration, such as the BRS Rigid Eight displayed by Parry Davis at Malpas. Max Ward brought the refurbished Ward Brothers S24 to Shildon – uniquely, this was the first S24 sold, in 1981. Having originally purchased it, the Brothers then sold it - and then bought

▲ Max Ward with his unique S24 at Shildon.

it back again – and Max restored it to as-new condition.

Southern events were not ignored – the Croxley gathering attracted a wide range of historic Scammells including Roger Annis’ 8LW-engined ballast tractor and Billy Cole’s unique 1932 Rigid Four-wheeler showman’s vehicle.

▲ Mick Price tows the unrestored BRS Rigid Eight from Malpas with Parry Davis at the wheel.

▲ Roger Annis next to the cab of his 8LW tractor with an attentive audience at Croxley.

▲ A fine 35-tonne RE Plant Crusader (but with an American semi-trailer) at Malpas.

▲ Billy Cole’s 1932 Rigid Four-wheeler at Croxley.

December 2017

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Your say

STEPHEN PULLEN stephen.pullen@kelseymedia.co.uk Heritage Commercials, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham Kent

RELIVING THE DREAM I

worked for Atkinson Vehicles from the mid-60s at their head office in Winery Lane, Walton le Dale, Preston until it closed, and I still pass the location quite often. The old building still standing is now split up into a variety of trade units.

In September this year I arranged to have three preserved vehicles return to the site of their build, two eight-wheelers and a tractor unit. These were ‘Black Knight’ ATD 898E, FC 13152, in the livery of Holt Lane Transport, ‘Gold Knight’ DWW 112H, FC20000 ( this was the 20,000th vehicle built), in the livery of Hanson & Son Ltd of Wakefield, and ‘Silver Knight’ PTD 190G, FC 16632, livery of Atkinson’s Haulage of Preston (not related).

The images show a group shot taken at the rear of the building, then each one drove through what was once the service workshop (outline of inspection pits visible in front of vehicles) and out the other side. I have also included an image of some my memorabilia, my little tribute to the Atkinson.

My access to the vehicles was from being a member of the Atkinson Club, and the owners of the vehicles were more than happy to participate at the photo shoot and relive the dream!

Phil Hardman Via email

METRO MEMORIES W

ith regards to the article in the October edition of Heritage Commercials, ‘Leyland Lightweights, Part Three’, I was particularly interested in the reference to the Metro pickups specially converted for the Esso Petroleum Co to use in the Fawley Refinery. Before retirement in 1992, I was for 28 years an insurance company Staff Motor Engineer/ Assessor working in the Southampton and New Forest Area and regularly visited local bodyshops and garages.

If my memory serves me correctly the garage the article mentions (Dibden Perlieu Motors), at the time the original conversions were carried out, was in fact Nicklens Garage run by Mr Geof Nicklen. Although the conversions were organised through Nicklens, they did not have a bodyshop and the body conversion was actually carried out by the nearby bodyshop of GC South.

I visited there regularly and knew Geof South very well and I witnessed several of the first vehicles being converted. I think Dibden Perlieu Motors took over Nicklens when Mr Nicklen retired, and in fact the business was run by the Wadham Kenning group for a period.

The reason for the demand by Esso for a small pick-up was that where they had to transport petroleum samples round the refinery they were not permitted to carry them in closed vehicles. They had previously used Mini pick-ups and they required a replacement when they were no longer made. I think the pick-ups were not registered as were other vehicles used within the refinery, as they never left the refinery site therefore the Metro Pickups were rarely seen on the road except possibly on trade plates.

My company actually insured some of the Esso vehicles and many site vehicles were, I think, on a contract hire through

Vincents of Yeovil and another garage in Southampton (Fairway Motors Ltd of Bitterne, Southampton) had staff based at the refinery for vehicle maintenance.

A friend of mine, Len Stanley, was service manager of Fairways and latterly, before he retired, he spent much of his time at the refinery overseeing work for Vincents.

I was not aware of the conversions carried out by Corvesgate Coachcraft of Bournemouth and knew nothing of that company but these could have been a later batch, possibly arranged through Vincents of Yeovil. Dibden Perlieu Motors later became a Ford dealership, and now the petrol forecourt is a Tesco Express and the workshop and car sales area is a Honda dealership under the name of Balmer Lawn Honda.

I am an avid Heritage Commercials reader and find it one of the most interesting magazines of its type.

John Raffle Via email

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STEPHEN PULLEN stephen.pullen@kelseymedia.co.uk Heritage Commercials, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham Kent

DRIVING FODENS I

am writing with reference to the Foden 12-speed gear change diagram from John Corah on page 15 of the November 2017 issue of HC. During my 36 odd years on the road I drove at least five 12-speed Fodens, but I have never known anyone who changed gears in that manner. I was taught the following: Low range 1, 2, 3, 4, and then Direct 1, 2, 3, 4, then High 1, 2, 3, 4. It’s so simple and straightforward why would you mess about between ranges?

Also, my first Foden was a ‘Mickey Mouse’ type, but in all my driving career I never heard one driver or fitter refer to them in this way - I say ‘Mickey Mouse’ because I don’t know the model numbers.

I’ve only ever seen them referred to in magazines as this. Maybe it wasn’t a London thing!

Ken Monk Via email

OUT AND ABOUT

I

was passing a construction site near Burnley on 22nd September 2017, when I spotted this old Bedford, so naturally I had to stop and take a picture!

Also, I snapped this 1996 Foden 3365 in Miles Fox’s Yard in Clitheroe (with kind permission) back on 8th February 2017. I was told at this time that the truck was still used on local trips when required, and I think you will agree she still looks fairly tidy for her age.

Chris Newton, Via email

ROPING & SHEETING I

have just seen the November 2017 issue of Heritage Commercials and have read John Pilcher’s letter on the subject of roping and sheeting on page 17. I know a lot of your readers have an interest in this, although some people think it is a lost art.

You might be interested to see the attached photo of a roped and sheeted load taken in October this year at the end of my road. These trailers are a common sight here. DR MacLeod are the major haulier in these islands and bring us all sorts of supplies for our

shops and other businesses. Note the seabirds on top of the load – some of my neighbours are pretty sure the trailer is carrying palletted loads of seafood for the local fish farms, hence the birds’ interest.

David Underhill Isle of South Uist Western Isles

December 2017

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Ê

07/11/2017 12:44

Your say

BURNLEY DISPLAY

I

am attaching some photos from the Heavy Equipment Model Show Outdoor Display held at Burnley football ground on the 22nd of October.

I believe the Mack used to belong to a Preston firm (Chris Miller?) and has been repatriated from Kenya to the UK. Alex Saville, Via email

CAN YOU HELP?

I

am hoping a reader of HC may be able to help me with photographs or information on a Bedford Green Goddess, registration number RXP 580, which I have recently purchased.

This was first registered on 4th July

1956, for the Auxiliary Fire Service, and remained in service until 1967 when the AFS was phased out. It was then stored and only used occasionally.

In 1994 it was loaned to Hampshire Fire

and Rescue with 3500 miles on the clock, where it served for many years. It was also used during ‘Operation Fresco’ between November 2002 and March 2003, based at RAF Abingdon in Oxfordshire.

The vehicle was auctioned off in 2006 with just 6750 miles on the clock.

Ian Dorrell, Via email

ROWES IN A ROW! DORCHESTER BUS

RUNNING DAY I

am enclosing a photo of three Rowe Hillmaster lorries which came to the Launceston Steam & Vintage Rally, which was held on the last Bank Holiday in May this year.

would like to add to the report in the November issue about the above bus rally.

There were also two commercial vehicles as static exhibits. These were entry number C2, Len Watts’ 1947 Austin K4 brewers dray, a vehicle he has owned since 1975. The other was my entry, number C1, a 1968 Morris ½-ton van, reg KGV 659F, which was purchased in 2005.

Both these vehicles are pictured on the Dorchester Classic Vehicle Club website.

The taxi and classic cars were visitors as Westcountry Omnibus & Transport Trust do not have the exclusive use of the top of town car park.

I enjoy your magazine and always like the event reviews as these days I only attend events nearer home.

John Andrew, Launceston, Cornwall

John Dancy Weymouth

I

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STEPHEN PULLEN stephen.pullen@kelseymedia.co.uk Heritage Commercials, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham Kent

MOVING BLUEBIRD

I

am writing regarding the letter in September’s HC entitled ‘Moving Bluebird’ from Chris Walters. After having a rummage around in my Seddon photos, I came across the following.

These photos show some of Adams Seddons used on Bluebird transport. One

shows the Seddon Mk15, reg 500 DPE, with drop frame trailer loaded with the Bluebird K7 boat. The second photo shows 512 DPK alongside 500 DPE. The final photo shows 250 RPD, a Seddon SD4 with a Cummins engine, loaded with the Bluebird car ready for

a trip to the States for the Land Speed Record.

While in the States, the Seddon suffered a smashed windscreen, and a replacement had to be sent out by air freight. And would you believe it, they sent the wrong side out!

Colin Chesterman Groby, Leicester

ROLLS-ROYCE MEMORIES R

egarding your request for information on the Rolls-Royce 290 engine, I would like to give you an account of the engine and its performance. I drove a Leyland Constructor 30-30, reg number F730 JCN, for Richard Aynsley, based in Alnwick, Northumberland, and I can only praise the engine in that truck. It is one of the best wagons I have driven in my career in road haulage, which went from 1968 to 2016. The torque the engine produced was unbelievable!

I drove an FL10 Volvo eight-wheeled tipper for the same man, and it was different again, with a small cramped cab, an engine short on power, and a synchro gearbox with a gearchange which left a lot to be desired.

The Constructor had a big cab high off the road, great vision, steering, brakes, roadholding and so simple Roller engine. It had a 9-speed Fuller gearbox, and Rockwell axles, of which the rear axle casing kept splitting with the torque of the engine.

The work I did with the truck was motorway running, and A & B roads with a lot of farm deliveries carrying lime. I did a lot of work from different quarries delivering limestone, and limestone aggregates to Tilcon tar plants and RMC concrete plants.

One run that I regularly did was from the Leighton quarry in Weardale to RMC at Pottery Lane, Newcastle. The route I took was down Weardale to Stanhope and turn left up Crawleyside Bank, onto the moors

over to Shotley Bridge, then to Newcastle.

The way the motor climbed Crawleyside Bank was fantastic, with the power of that engine and an exhaust note second to none.

I made me feel how fortunate I was to drive such a truck. I never got tired of driving that Leyland, which in my eyes was one of the best tippers ever made. It was so simple, and the crowning glory was the Rolls 290 engine and Fuller gearbox.

Another wagon I drove was an MAN eight-wheeler with a 290 engine and 13-Fuller gearbox. The MAN engine did not have the character of the Rolls-Royce engine, but it was a good wagon to drive. The cab, road-holding, steering, brakes etc., were all very good, and the 13-speed Fuller was a delight to use. The engine might have come into its own as more miles were added to the clock.

John Charles Turner Alnwick, Northumberland

STEPHEN PULLEN stephen.pullen@kelseymedia.co.uk Heritage Commercials, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham Kent December 2017

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Classic restoration

Ask the man who owns one!

Owner Rodney Brookfield and Chris Doolan (in cab).

Dave Bowers tells the story of a very rare 1920s Vulcan 2T.

A

dvertising slogans are often criticised for exaggerating certain qualities of the particular product they are promoting, but who couldn’t admire the publicist who came up the following well chosen words for a range of vehicles, portraying such a reassuring degree of openness: ‘Ask the man who owns one’.

So, following this advice, it was the perfect introduction to interviewing someone who actually owns the product in question – by which I mean a Vulcan badged lorry!

Rodney Brookfield began his apprenticeship at a factory in Southport, Lancashire, in 1965.

This may seem surprising as this area of the country is more known for its tourist trade rather than industry. However, under different ownership, this same factory once produced

A single-cylinder, belt-driven 4hp car was the first product offered for sale to the public

cars and lorries bearing the name ‘Vulcan’, from the Roman god of fire.

This factory produced presses for car and television parts in Rodney’s time, but many years later, in view of what he knew about the factory’s history, he felt inspired to buy a Vulcan 2T two-ton lorry, which had already been restored. He also has a 1924 Vulcan KNO saloon car, fitted with the Dorman twin-cam engine and external pushrods, which he is now restoring. His eventual objective is to display this car on the back of the lorry when they are taken to shows.

Vulcan began vehicle production elsewhere in Southport before settling for a factory in the Crossens region. The founders of the company, brothers Thomas and Joseph Hampson, had built their first car in 1899 in Bolton before moving to another location in Southport in 1902. This is where they first adopted the trading name of Vulcan Motor Manufacturing and Trading. A single-cylinder, belt-driven 4hp car was the first product offered for sale to the public, with other models following in the years prior to the First World War, by which time there had been another change of name,

▲ The 1926 Vulcan 2T is one of only six thought to have survived.

this time to Vulcan Motor and Engineering.

The outbreak of war offered an opportunity to all producers to supply vehicles that met certain military specifications, and Vulcan’s 30cwt truck was adapted as an ambulance to serve Britain and its Allies.

The post-war years were ones of increasing financial struggle for the company, and a move away from car to commercial vehicle production was necessary to avoid bankruptcy.

The Vulcan 1½- and the 2-ton trucks kept the company afloat, with a 4-ton version arriving in 1926. Bus versions of the lorries were also offered.

Brockhouse Engineering

However, further financial problems persisted so Vulcan developed new, lighter models, together with refuse trucks and road sweepers for local authorities. The firm was finally taken over by Brockhouse Engineering, and although vehicle production continued for a while, Brockhouse were more interested in acquiring

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Words & photos: Dave Bowers

1920s VULCAN 2T

▲ There’s not much in the way of creature comforts in the cab. ▼ ▲ Vulcan car advert with the famous slogan, “Ask the man who owns one”.

the factory site, so the rights to produce Vulcan vehicles were sold to the bus manufacturer Tillings-Stevens in 1938. Production of Vulcan trucks and buses continued alongside those of the new parent company at their own factory located in Maidstone, Kent.

Once again, the outbreak of war in 1939 resulted in sales to the armed forces, and Vulcan six-ton lorries were produced in large numbers for the war effort. After peace returned, a new seven tonner was introduced.

The demand for new vehicles was unprecedented in those times when the country was being rebuilt, and Tilling-Stevens managed to successfully sell the Vulcan and Tilling Stephens production names to the Rootes Group in 1951. However, Rootes favoured their own brands of Karrier and Commer commercials, so the manufacture of Vulcan and Tillings-Stephens vehicles came to a halt circa 1953.

As Rodney went on to elaborate, the ownership by Brockhouse Engineering of the Crossens factory on Rufford Road introduced a new era of vehicle production. It was here that the Corgi motorcycle (a civilian version of the war-time paratrooper’s air-dropped motorcycle) was produced, together with certain Indian motorcycle models under an agreement with the Indian Motorcycle Company of Springfield, Massachusetts, USA, from 1950 to 1952. President light tractors were also manufactured, until all production at the Crossens site was abandoned in 1955.

In the following years the factory was owned by Mullard Magnetic Components – later under the ownership of Phillips - and Rodney’s position as an apprentice eventually matured so he became the head of engineering ► The 3400cc four-cylinder engine is of Vulcan’s own manufacture.

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Classic restoration

When I saw the Vulcan offered for sale, it was my idea to bring it back to the area where it was built services. However, he eventually left to found his own engineering business, which trades as Specklefine, specialists in industrial breakdown repairs and servicing.

Only six survivors

Rodney first became enticed by the prospect of owning this Vulcan lorry when he heard it was for sale at an auction in 2004, where it was described in the catalogue as a Vulcan 2-ton VSD model, of which only six were known to have survived at the time. This had been fully restored by a previous owner in 1992, and, later on, it was repainted by another owner with its present livery and signwriting.

Rodney commented: “When I saw the Vulcan offered for sale, it was my idea to bring it back to the area where it was built, at the factory in the Southport area at Crossens, Southport, in the 1920s.” However, it would be several more years before he actually owned the lorry.

“I have made some enquiries on the history of this Vulcan,” said Rodney, “and a former owner, David Rice, has recorded that it was found in a coal yard alongside a canal. It was in a complete but poor condition when it was rescued by John Johnson of Banks in 1984, a restoration enthusiast of old vehicles and steam engines. The coal firm’s name was possibly Wearing Brothers. There were a few other old motors at this site when it was recovered, including an old Riley with a wooden estate car body.”

The lorry was owned next by John Robert Wilson of Leicester, and then bought by

▲ Vulcan was the Roman god of fire and metalworking, hence the blacksmith mascot fitted.

David Rice in 1992 as a kit of parts. When it was stripped down the moving parts were reportedly worn out or broken beyond belief.

Ownership after it was restored then passed to David Shepherd in 2000, with Rodney finally becoming the present owner in 2012.

With the help of David Hales of The Vulcan Society, David Rice did manage to piece together some aspects of the lorry’s history.

After Rodney bought the lorry he was supplied with some correspondence between David Rice and David Hales which attempted to iron out what the vehicle actually was, as the design of the radiator, bonnet panels and bulkhead did not match the early 1926 date of original registration. These in fact matched a later 3-ton lorry, as the vehicle was re-registered in 1933. However, further correspondence

▲ The radiator and front panels are actually from a slightly later vehicle. They were fitted in the early 1930s, possibly after an accident.

and examination of the vehicle suggested these later body panels had been possibly substituted following accident damage to the front end.

Historic dilemma

Rodney commented: “These changes posed a dilemma as they are part of the lorry’s history, although I have obtained the correct type of bonnet for a 1926 model, and I know where there’s a radiator – although the owner’s not prepared to sell at the moment, but I’m working on it! The replacement parts are part of the lorry’s history as they have been on it since 1932.

“The cab shape looks like a 1920s design and the side-valve petrol engine and four-speed gearbox are the right ones for this model. And the lorry sits on pneumatic tyres, which were available from new, although these could have been substituted for a set of original solid tyres of the era, which were available until 1929.”

Establishing the lorry’s true identity as a 2-tonner was settled when the chassis number 2T-2209 was identified on a dumb iron, leading to the conclusion this was a ‘composite’ vehicle using the original 1926 2-ton chassis, sometimes referred to as the ‘VSD’ model. The 3400cc four-cylinder engine is of Vulcan’s own manufacture and carries the serial number M9866.

Adding substance to the above theory, Vulcan often adopted an ad hoc approach to the completion of their vehicles from new by utilising whatever was available to match customer requirements.

Rodney continued: “Since I bought the Vulcan I have not done much at all to it, but we have had a few technical problems, such as the needle valve leaking in the carburettor. Also getting the fuel settings for the advance and retard and the fuel delivery were not exactly as they should have been. Another problem was that the Autovac doesn’t work too well, particularly if the engine hadn’t been used for a while. But once up and running, this lorry’s

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1920s VULCAN 2T

▲ 1946 leaflet for the 6VF, when Vulcan Motors Ltd was owned by Tilling-Stevens.

▲ Out on the road!

quite nippy. It’s a real slogger, and I can well imagine it in use as a coal wagon. One unusual feature I noticed was that the rear brakes have no back plates, and they are completely open at the back!”

On examining the cab interior, Rodney pointed out a brass fitting with a rounded nub which flicked out to indicate whether the oil pressure was fine after the engine was started.

Following a condition affecting one of his legs, Rodney had to hand over the task of

driving the Vulcan to fellow old commercial vehicle enthusiast Chris Doolan, who took the vehicle out for a drive at my request so as to provide the photographs for this article.

Chris gave his opinion on the difficulties of driving a lorry such as this: “It has been an education, particularly when you need to balance the advance and retard with the hand throttle to get the engine started. And working the hand throttle while attempting to change gear, it’s so difficult, it’s rather like

flying a helicopter.”

On the front of the bonnet stands the Vulcan mascot that was also fitted to the firm’s car products. This is a very well sculpted article that Rodney has duplicated using a mould so that he could cast a reproduction item. Clearly, just as for the advertising catchphrase ‘Ask the man who owns one’, Vulcan were ahead of the game when it came to spotting something effective as a means of advertising their automotive products. v

Rodney is currently restoring a 1924 Vulcan KNO car which he wants to display on the back of the lorry.

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From the archives

I

t’s been quite a while since we featured an archive sales brochure in HC, but when I found this one in my collection the other day I couldn’t resist!

Anyway, did you drive, own, sell or work on these AEC lorries? If so, please write in or email with your experiences.

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From the archives

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Transport heritage

Gazelle – in sheep’s clothing

You may not think so to look at it, but this 1972 Leyland Beaver could be classed as a ‘Super Truck’!

Appearances can certainly be deceptive and while we did think we were just looking at a smartly turned out 1972 Leyland four axle artic, we didn’t realise we were about to step into what must be one of the quickest, mass-production Beavers ever to leave the factory. True it’s had some imported ‘Kiwi’ magic blended into its original spec’ but in the hands of its current owner - John Fallon - we witness someone totally versed at getting the best from this two-pedal pocket-rocket. Bob Tuck gets his socks blown off when he’s driven round down-town Livingstone.

W

hat you are about to read is the truth; the whole truth and nothing but the truth – I promise. I state this now because I realise that even before some of our readers have looked through these first few lines (never mind my whole story) they may well doubt my credibility.

The problem I have to get over is that a lot of folk believe that everything made by the huge Leyland organisation – especially trucks built in the 1970s – were simply rubbish. So, if I was to turn round and say that the 1972 Leyland Beaver which I’ve just had the chance to closely examine is something of a ‘Super Truck’ then these folk might doubt my sanity.

In fairness there may be guys and girls out there who can recall what a

tremendous motor the two-pedal version of the late ‘60s Leyland Beaver could actually be. True, not many examples have survived (because of their inbuilt fragility you might say) but that shouldn’t prevent us all coldly examining how far ahead of the game Leyland actually were when they first offered this concept to the truck market around 1967.

50 years later, two-pedal transmissions are almost standard in the road haulage world so it begs the question: ‘If Leyland could have ironed the warts out with their original offering, would truck drivers of old – right across the world perhaps - have benefited and thus had a far easier life to contend with.’ Who knows?

But there’s more – I promise.

Truck And Bus Man

Our guide for the day – and current custodian of EKX 895K – is John Fallon and in fairness, we couldn’t have found someone more ideal to take us through the original concept behind the Pneumocyclic gearbox which is at the heart of this story. John’s name may ring a bell as we did feature him – and the six-wheeler AEC Marshall he was then running – back in Heritage Commercials August ’15 issue.

We don’t intend repeating his full life story although it is worth looking up as John is a guy who has seen action in both the truck and bus world. Now living in leafy surrounds not too far from Edinburgh, he’s worked right across the globe. At 64 years young he’s (sort-of) retired although he’s still something of a traveller and we will come back to what

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Words: Bob Tuck Photos: Bob Tuck/As stated

TWO-PEDAL BEAVER

▲ The Beaver as it was collected in 2004. It had been used as a winch wagon to pull gliders into the air. Photo John Fallon.

▲ The Beaver is fitted with a Leyland Power-Plus 680. Photo John Fallon.

The Leyland’s owner, John Fallon.

his connections in New Zealand were able to bring to this particular party.

We must emphasise the links this transmission has to the bus world. It was at the Earls Court show back in September 1958 that after spending about four years in field trials, Leyland announced their new Atlantean double decker that was to turn traditional bus design on its head. You wouldn’t think bus development could have much effect with the heavier truck world but John’s two-pedal 1972 Beaver is a direct descendant to the Atlantean ‘decker and Leopard coach chassis which went before it.

As John puts it: “The two-pedal Beaver is essentially the lorry version of a Leyland bus. The power unit is the same as fitted to Atlantean buses; the fluid flywheel is taken from Leyland passenger models such as

▲ The box of tricks!

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◄ The Leyland’s cab is really easy to get in and out of. ▼ Spot the missing item – no clutch pedal.

Atlantean, Leopard etc. The five-speed semi automatic gearbox is similar to that fitted to a Leopard bus and its additional splitter was latterly available as an option on the Leyland Leopard coach. Air valves; gear change pedestal; fluid flywheel; electrics; hubs and power steering are all standard Leyland parts fitted to many passenger models.” Or as he sums it up: “The two-pedal Beaver was essentially made from bus components.”

On The Road

The Atlantean was to make a huge impression on the bus world and also with yours truly.

Although I was a wagon mad teenager (and had very little interest in buses) I can still recall the mesmerising effect that late ‘50s first ride in one of these new Leyland ‘deckers up Woodside, between Lanchester and Iveston

The Atlantean was to make a huge impression on the bus world and also with yours truly

in north-west County Durham. Even now the bank is a good click to surmount but I recall getting the best seat (near the driver) to see him romp up here in great style. With rear mounted transverse engine and transmission pack, the fully loaded ‘decker seemed to dig in and lift the nose slightly while the way the driver flicked that stubby lever through the semi-automatic gearbox just blew my mind away. Wow. The Pneumocyclic ‘box obviously worked in a bus but fitting the same set-up into an artic which ran at perhaps twice the gross weight – 32 tons – was obviously going to be a different ball-game but first impressions of the two-pedal Beaver by Ken Glendinning were highly favourable.

Back in 1967, Leyland put out several two-pedal demonstrators and one of course winged its way to the North-East of England.

The Shotley Bridge based WA (Archie) Glendinning Ltd were long time Leyland users so naturally an invitation was sent out to them to try this new wagon themselves: “I don’t think my Dad had driven many artics,” says his son Ken, “so he handed me the keys.

We were allowed to take it out by ourselves and we went for a run along Team Valley at Gateshead. I quite liked it as it pulled like a train.”

Back then Ken was driving one of the small BMC artic car-transporters and the 32 tons fully loaded Beaver artic was probably the biggest vehicle he’d ever driven. But with just the most basic of instruction, he was able to drive the new Leyland very easily: “As well as the five-speed box, the first ones had a two-speed axle,” he says. “They later changed that to a gearbox incorporated splitter but I preferred that earlier two-speed – they were more reliable.”

So impressed were the Glendinning duo that they ordered one straight away – NNL 755F: “That one had a two speed axle,” says Ken, “and it was given to Davy Johnson to drive. We got two others – with the splitter – and SNL 140G was given to Tommy Bruce.

We later bought the second hand HPT 135H when we took over the small fleet that Carrimore had been operating from their Harelaw factory.”

Ken recalls the worst problem with these two-pedal motors related to a rubber

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TWO-PEDAL BEAVER

he actually went down a gear ..... the action blew the engine up as the camshaft came out the side diaphragm in the splitter. And as this was a time when Leyland were going through a dismal period for back-up and service, just getting parts were a problem: “I can recall one night driving down to the main Leyland factory across in Lancashire just to collect some new diaphragms. They were left at the gatehouse for me so I brought them back so they could be fitted up here. But I can also remember getting in touch with the local Northern bus company people when we were after some parts just to keep our trucks on the road.”

Although Ken was normally involved on the car transporter side of the Glendinning business, he recalls a couple of long runs with a two-pedal: “I did two trips down to Appledore in Devon with one and they were a good enough truck to drive. I’m sure ours would easily do over 60mph.” Most memorable point of those trips was the way Ken fell over his back load: “Where we delivered was really awkward,” he said, “and as you couldn’t turn round, I had to back out all the way. I ended up reversing into another haulier’s yard and when he saw where I came from – because it was written on the cab door – he asked if I’d like a load of Ambrosia Rice to take back north.”

Most memorable incident of a Glendinning two-pedal was when one of their drivers was going full-chat down the A1 at Aberford: “For some reason,” says Ken, “the driver didn’t realise he was in top gear. And when he tried to up-shift, he actually went down a gear and the action blew the engine up as the camshaft came out the side. In fairness, Leyland was very good to us and although the vehicle was out of warranty, they did a deal with us over a new engine.”

Ken says: “We liked these two-pedals when we had them,” but Glendinning didn’t buy any more. “We fell out with Leyland over their

▲ The spring brake lever is nicely mounted close to steering wheel.

500 fixed-head engine,” says Ken, “and on 1st August 1970 we bought our first Atkinson with a Gardner in. From then we began buying the likes of ERFs and Sed-Atks fitted with Gardner and Cummins engines.” And the old allegiance to Leyland was broken.

Kiwi Magic

Historically, Esso Petroleum had long favoured Leyland products but in the early ‘70s – when John’s Beaver was being ordered as part of a huge batch – then the customer obviously dictated the precise specification of the tractor unit they wanted. Yes, they wanted the latest technology available in the 10-speed two-pedal-gearbox but they also selected one of the oldest engines Leyland had in build. In

▲ The small gear lever. There’s also a collar there which you have to lift to get it across to engage reverse / crawler bottom gears.

opting for the Power-Plus 680, they took an engine which in essence was about 12 years old. And in producing a modest 200bhp, it was only just above the 6bhp per ton minimum required for 32 tonners back then.

High speed motorway work wasn’t really the basic work of this batch of Esso tankers as they were generally delivering fuel from a chain of satellite depots. So, to ensure gradeability, top speed potential was sacrificed by fitting a lower geared rear axle: “When I got it,” says John, “it would only do about 52mph.”

John says he discovered the fleet number of his tractor unit was 1201 but that’s all he knows of its early history: “I was told by an Esso Fleet Engineer that they used to keep

▲ John also pointed out this extra on the Ergomatic which was ahead of its time. It allowed air from the heater through (when the door was closed of course) so the driver could regulate the heat to his side window.

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▲ John managed to find a couple of Scammell hub caps for the trailer but would love it if anyone could source a few more please. ◄ John told us that for some reason, the two-pedal Beavers had slightly wider front mud wings than Beavers with manual gearboxes.

gearboxes on the shelf so that they were able to change them over fairly quickly if needs be.

It suggests they may have had some problems with them.”

John thinks his vehicle may have only done as little as six years service with Esso: “I was told that six of them then went out to various gliding schools in Lincolnshire where they were used to winch gliders into the air.”

John bought his Beaver in September ’04 but his memories of them go back to about ‘67: “I can still remember seeing one take off and the cab lifting as it reared up into the air it was an awful driving technique. But I often thought later that I’ve got to get one of these at some point.” That point came into focus when he began suffering from arthritis in his knee: “I wondered if any two-pedals were left and after leaving an advert, someone rang me up.”

John went down to near Boston in Lincolnshire to collect this tractor unit and although the Beaver was able to be driven onto the collecting trailer, its Ergomatic cab was in a bit of a mess: “Somebody had tilted the cab into a wall and everything was knocked out of

parallel. It took some work to get sorted.”

Mechanically it also required work and John recalls attention to both its fluid flywheel and the injectors. More work was done on the gearbox about three years ago – by Nationwide Transmissions of Ayrshire – and John was warned then that spare parts were in very short supply.

The transformation of the Beaver’s modest top speed was done after John discussed the problem with good friend Richard Lowe from New Zealand’s South Island: “He came up trumps with a higher geared crown wheel & pinion from a Beaver out there and had it air-freighted back to the UK.” As it happened, Richard was set to be visiting the UK for other matters and he also did the transplant into John’s motor: “It only took him half a day to put it in.” Thanks Richard.

Drive Of Your Life

On the face of it, the two-pedal Beaver is very straightforward to drive. It doesn’t have a clutch pedal to work but – unlike an automatic where you simply move the gear

lever into say Drive – it does have a gear lever which you need to shift up and down. It has five gears and as the gear lever is surrounded by a small gate, you just follow the notches up or down. On the top of this stubby lever there’s a small splitter switch which goes from high position to low – which means all five of the gears have a low and high potential.

Although when we are out with John he drives it as 4-speed as crawler bottom isn’t needed for his unladen artic.

Before we go anywhere near the motor, John explains the driving technique: “With your foot on the footbrake, select low split by moving the splitter switch left. Select 1st gear; release the spring parking brake; release the footbrake and without acceleration, the lorry will begin to creep forward. Accelerate up to around 1500 rpm, then move the splitter to the right and briefly lift off the power. After a slight lurch the lorry will be in 1st high.

Accelerate again back up to the 1500rpm mark and as you lift off the power, move the main change lever to second and the split switch back to low split. Continue with this

John’s semi-trailer seems quite rare in that it’s a 1969 33ft tandem built

by Scammell. John got it three years ago and had to re-floor it and did a lot with its restoration. It looks like it was specially built for something – John would like to know what it was made / first used for.

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▲ This was the last Scania Derek bought and then modified. When taken on by Gallacher’s, they kept the original paint job. Photo courtesy Derek Parnaby.

TWO-PEDAL BEAVER

▲ WA Glendinning were long time Leyland users, with lorries such as this Comet. They also had some two-pedal Beavers. Photos courtesy Ken Glendinning. ►

process using every half gear – although you can block change depending on terrain and load - to the maximum road speed of around 75mph (yes!).”

That seems easy enough to follow but before we jump in for a demo’, John asks us to stop and have a good look at the Leyland cab. It’s been around for about 54 years but our man feels it still has a lot going for it: “People like Volvo are now starting to fit kerb-side windows to the passenger door bottoms and announcing them as something ‘environmentally’ new but Leyland offered this back in the ‘70s.” We warned you there was more to this story.

And while we are on, let’s have a close look at how easy it is to get in and out of these Ergo’ cabs: “When I was driving trucks at Tesco,” says John, “one day I counted that I had got in and out of the cab 80 times. And with three steps down – and three steps in – it was quite an exercise but the Ergo’ cab is a lot closer to the ground; a lot easier to gain access to and an ideal workplace for the modern day driver on distribution work.”

We warned you that this Leyland was well ahead of the game.

We of course eventually get away into motion and John makes this Beaver almost talk in the effortless way he uses the shift.

Driving it as a 4-speed (plus the splitter) he tends to use every half gear – well the engine is 45 years old. But it’s the speed across the ground which is so impressive – very gazelle like. True, the tare weight of the artic is only around 10-11 tons or so but this is one impressive mover.

Going up the box, there is only a slight pause when he takes half a gear through the splitter as it is simply done by lifting off the accelerator pedal - which allows the change to go through.

When it comes to moving the gear lever, John

it’s the speed across the ground which is so impressive – very gazelle like

pauses slightly longer – between the gears in neutral – the same amount of time you’d wait as if you were doing a double de-clutch: “You have to give time for the bands in the lower gear releasing before you can engage the bands in the higher gear.”

Up to speed, the ride in the unladen Beaver is as smooth as you like and internal noise isn’t at all disturbing. What is strange is when John comes to change down a gear. Half shifts are straightforward but when moving the gearlever, John deliberately pauses in neutral and then marries the throttle revs before engaging the next gear just as though he was driving a manual ‘box. Very strange.

It’s apparent that the driving technique of the two-pedal is something to be mastered. It’s not an automatic where you just floor the throttle to go and then press the brake to stop. It’s not like the later Twin-Splitter where you can whip the gearlever through the box quickly without using the clutch pedal. It does have a fluid flywheel so it’s perhaps a bit like a heavy hauler with a torque-convertor to their transmission - although they are fitted with clutch pedals. In

essence it’s something special.

The biggest downside to the two-pedal Beaver is that it’s not protected from driver’s mistakes. Modern day goods vehicles fitted with a two-pedal transmission have all sorts of computer wizardry to protect a driver changing into a wrong gear by mistake – as what happened in the WA Glendinning situation.

As John says: “They were simple to use, with the correctly trained driver, but in untrained hands many two-pedal Beavers suffered the ignominy of being towed home with the prop shaft disconnected. Being so simple to use, drivers had to pay attention to what gear they selected and in what order. With no clutch, gears would engage when selected sometimes with catastrophic consequences. Full power in 2nd then slapped into 3rd meant that 2nd had not yet released when 3rd was engaged. This practice caused premature wear on the gear bands. Indeed, selecting reverse at slow manoeuvring speed before stopping simply wrecked the gearbox.”

▲ An early Leyland two-pedal Beaver demonstrator. Its left-hand drive and with a big sleeper cab, so it seems destined to be showed off on the Continent. Photo PM Photography.

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Transport heritage John’s Final Thoughts

“The two-pedal Beaver was many years ahead of its time,” he says, “especially with its Ergomatic cab. The view of the road ahead, immediately to the front and sides was better than any of today’s lorries. The driver gets an all round view and cyclists and pedestrians can be seen clearly. The two-pedal gearbox is a joy to use - light, easy and effortless. Sadly, drivers needed to constantly think what gear and split combinations they were selecting with no second chance if they got it wrong.

With modern electronics, driver error could have been eliminated and the two-pedal Beaver could and should have been the premium truck to beat all others 40 years ago.”

I think he has a point when he says: “Leyland got it right with this in 1970 but sadly it was not developed. I suppose it’s another case of ‘if only.’ I always remember an expression from my old boss: ‘There’s nowt wrong wi’ a Leyland.’” I think he had a point – and as we said at the start, that’s the truth. v

One of the sister vehicles to John’s from the same batch ordered by Esso. EKX 896K is pictured at the Lorry Driver of the Year final at Cranfield in 1979. Photo PM Photography.

◄ It’s a hard life writing things down – but a coffee (in a period mug) and a Bakewell tart or two make the job a lot easier!

Specification Make / Model:

Chassis No: Year: Registration: Engine: Gearbox: Gross combination weight: Top speed: Fuel returns: Semi-trailer:

Leyland Beaver BV 68 / 32 ATPR

7201272 16.6.72 EKX 895K Leyland Power-Plus 680 11.1-litres 200bhp Leyland two-deal 10-speed (5 gears + splitter) 32 tons 72mph (originally 52mph) 12mpg 1970 Scammell tandem-axle

When John painted the vehicle he decided to use the blue and white basic colours used in Leyland’s own fleet of the time.

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We have decided to sell our classic collection, most of the vehicles have been restored “in house”, they will be of interest to Transport Museums, collectors, enthusiasts and investors.

It is sad in some ways to be relinquishing our collection but will give others a chance to show the trucks more than we do.

T: 01242 620677 M: 07730487177

Leyland Octopus LAD, 8x4, Leyland Axles, 680 Power Plus Engine, imported from New Zealand, has a Fuller Road Ranger Gearbox, 24 ft.Alloy, Keruing body, fully restored, beautiful.

Leyland Octopus LAD 8x4, Albion Axels, 680 Power Plus engine, supplied new to Shell Petroleum, we have the original Thompson Spirit Tank available,

AEC Mamouth Major 8x2 trailing rear axel, unbraked second steer axel, 24ft Alloy and Keruing body, a real gem.

AEC Mercury, Ergo Cab, supplied new to Federation Brewery, last journey was to take the legendary Noel Minchew to his funeral, drives superb.

Mercedes Hanomag, 306 D, this is our latest restoration, 10ft Alloy Keruing body, fully restored in house, just a superb restoration, work or play fantastic.

AEC Mamouth Major, 8x4, unrestored, from Malta, very easy restoration, cab very nice, on the button, four spring rear bogie, underslung, we think originally supplied to Spillers Millers. £25,000

Scania 111, LHD, 6x2, 1979, rear steer, alloy tipping body, the cab is in exceptional condition, could be cut down to a tractor or broken for spares, from Italy. £15,500

Scania 141, LHD, 6x2, 1979, rear steer, alloy tipping body, cab is good, as before could cut down to a tractor or break for spares, from Italy. £15,500

Douglas DC6 Airport Tug, Perkins 6354 engine, from Harwell Nuclear Research establishment Oxford, very low hours, weighs about 9 tonnes. £3,500

Dyson Drawbar Trailer, unbraked, has been used as a farm trailer, easy restoration, would complement any historic truck, £1,200

E: theboss@wgilder.co.uk @williamgilderltd

W: www.williamgilder.co.uk

Classic lightweight

You Invest In An Austin

Words: Dean Reader Photos: Roger Byrom/As stated

Owner Roger Byrom.

The Austin A60 based hearse was built by Woodall Nicholson of Halifax and is one of only two known to have survived.

So went the tagline in a brochure for the Austin A60 Cambridge, and it couldn’t be truer for Braunton-based funeral director Roger Byrom when Dean Reader headed south to peruse a classic hearse that was literally finished just months ago after a five year restoration.

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t is hard to think that this stunning black beauty was the same well-worn hearse that I saw, like many others on eBay, more than three years ago. Standing looking at the shine made me proud and I was not even the owner, but I knew how Roger Byrom was feeling. As the restoration slowly but surely came together, he had updated me whenever some work was done, and the anticipation was clear then. I could also imagine the first time that the hearse was delivered, fresh from its construction at Woodall Nicholson of Halifax and again, how proud the original funeral director would have been - time was simply repeating itself.

The 1969 Austin Cambridge appeared in Port Talbot, Wales having been in a dry garage where it had lain for years after coming out of service with a local company.

In the pictures it looked decent, but I know from experience that with these coachbuilt bodies, nothing could be further from the truth in some cases, but that didn’t deter Roger and many others from bidding. If I recall, it hit the £3000 mark at least, which

in some ways is top money for a hearse of this ilk, compared to say a Rolls-Royce or Daimler but it was a rare beastie indeed; it is one of just two known to survive.

With the deal secured, and having been bought blind, Roger arranged for its collection and delivery back to his home in Devon; this was one Farina that would not

be going around the banger track as they are hugely popular for this sport, even now. Once home, he had chance to poke and prod and he tells me: “When it arrived, I just beamed.

It was actually far better than I expected so we were onto a positive straight away.

I proceeded to start her up and drive her around the yard, albeit gingerly as the brakes

► This original advert for the hearse came from the Classic Hearse Register.

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AUSTIN A60 CAMBRIDGE

▲ The Austin as Roger bought it after many years in storage.

were, well kaput really.”

The hearse was stored and worked on up at his own large unit amongst the new funeral cars and rows of coffins, and Roger decided from the start that he would be doing as much of the work himself. Coupling that to a family life, running several other classics, and with the funeral business taking up much of his time, the restoration was not going to happen anytime soon. In many ways that is not a bad thing, having deadlines to adhere to, in my personal opinion. He went on to add: “I had a local chap do the welding and my brother Ben, gave vital reminders on some of the work as I had not played with cars like this since my last Marina (and that’s going back some). This was particularly handy as he owned a local garage (West Cross Garage, Braunton, 01271 812295), so I knew I had a back-up should the need arise”.

More Tea Vicar?

To go into service with his firm, L Clarke & Sons, the hearse needed to be literally tip top in every way; breakdowns during a funeral is one of the ultimate sins and can savage a reputation, and I have known it happen to many top funeral directors in London with high class machinery; old cars are exactly that, and even the best can have hiccups, but Roger was not going to take any chances.

Once the old girl was down to a rolling shell, Roger made a list of what would be needed, and all things considered, it was not going to be much. It really was a case of being more practical hands-on rather than wave a cheque book at suppliers, and thanks to clubs like the Cambridge Oxford Owners Club and the Classic Hearse Register, the job of sourcing spares and advice was simplified.

For the bits he did need though, it took an age for them to be processed.

The four-cylinder 1600cc engine was surprisingly a good runner and all that was required was a thorough check over, a full service and much detailing including painting up the block, rocker cover etc., back to showroom condition. The automatic gearbox selected and changed as it should and there was nothing untoward throughout

▲ The restoration in progress. Fortunately very little work was needed to the wooden frame.

the prop and axle and let’s face it, there shouldn’t be as it would not have done many miles in its lifetime; the odometer reads just 72,000.

The brakes and associated pipework were renewed throughout and should always be the number one priority when restoring a laid-up classic, whilst the suspension just needed cleaning up. However, the front kingpins did need changing. The steering was fine after a good grease up and Roger could then finally move, steer and stop safely without any worries of hitting anything, especially the tea making facilities; many a cuppa was downed while work progressed (incidentally, does everyone chuck the last few dregs away like I do?)

Ashes To Ashes, Rust To Rust

Turning his attentions to the bodywork, a plus point was the fact all the doors, and especially the two-piece tailgate, opened and shut as they should, which means the wooden framework had not warped due to water ingress. The wreath rails on hearses

eventually let in water and it only takes a constant dribble to worm its way between wood and metal, and after a few years it rots and spreads downwards; wet wreaths inside do not help matters low down either!

Unlike something more utilitarian like a van or motorhome where panels can be removed, a hearse combines its new metalwork with the original bodywork via copious amounts of filler, and let us not forget that this Austin harks from an age when the separate chassis’d motor car had all but finished (one thing that sent many coachbuilders out of business). The amount of work involved to restore a hearse is why so many hearses ended up on the banger tracks throughout the 1980s and 1990s, but now the classics are scarce and good money is paid for something rare.

The common areas associated with these Farinas were solid although the usual front wings required work, particularly around the headlamps; luckily, these repair sections were available from Earlpart. The aluminium lower panel work fore and aft of the rear arch (both sides) needed some new metal letting in but

▲ The 1600cc petrol engine only needed a service and detailing.

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▲ Best wagon he ever drove – and best job he had – was his time with SAI Scottish Agricultural Industries.

Classic lightweight Black Gold

▲ The pale blue interior is mostly original.

that was really it; it truly was a good buy even though much more time and money would be need to be invested.

With regards to the concealed wood framework, as I have said, all was visually fine but a prod from underneath at the extreme rear showed signs of softness; the wood here is just a cross-member and was not load bearing but untouched, it would just get worse and slowly attack the outer panel so it had to be rectified before paint started.

As standard, the layers upon layers of

prep and final black paint was immense, and this was going to be no different. The panel work had to be flawless, so every minor ding or blemish had to be ironed out, skimmed, flattened, re-skimmed, checked...you all know the score I’m sure, but the result was worth it. While Roger did the prep, the skill in application by Ben gave the hearse its mirror finish, which is a nightmare for photographing so I had to let Roger do this as I was unable to return for months and I had a deadline to meet.

The original chrome was just cleaned up, although a spares car did yield some vital parts, and the original steel wheels were cleaned and painted black. I asked why he left the simple centre hubcaps; perhaps some beauty rings would be good? He explained: “Sandra Mitchell from the CHR sent me a copy of an original advert and I wanted the hearse to look exactly like that. The coachbuilder provided various levels of hearse and with the Austin models you had the simple half ton chassis, the Farina and then the Princess.”

Looking at the interior, I smiled as it had that 1960s pale blue trim. It was again largely original although a new headlining was fitted, and the door cards replaced as these were as warped as a soggy biscuit; the seats may get recovered at a later date. The hearse was complete in every way and included its deck, lights and bearer seats, all of which were cleaned up.

I keep saying it, but you have to marvel at what work has gone into building a hearse of any type. The fact that a simple car has been taken, extended in the chassis (in some cases, others had rear overhangs on standard chassis) and a fully working body added; it is coachwork at its best yet they still receive a frosty reception within the classic scene.

With the hearse already having earned its keep months before this feature, was there anything Roger would have changed? “No. The only things I may have done differently is plan the refurbishment more accurately and look at what needed doing as I spent a lot of time at the end waiting for parts to come, but I am so pleased with the results; she is a welcome addition to my modern Vauxhall funeral fleet”. v

▼ Roger prepped the bodywork, but the mirror-finish paint was courtesy of his brother Ben.

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THEN AND NOW!

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!

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raham Carlyon’s 1964 Ford Thames Trader together with one of his modern fleet vehicles, a 2014 Scania P370.

Photo Bob Tuck.

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Classic lightweight

EAST IS BEST

â–˛ A rare pair of workhorses north of the Border.

The Toyota Hiace was introduced during the 1960s, and early survivors are rare.

Bob Weir went to the Scottish borders to meet Len Hopkinson, and his First and Second Generation models.

B

y the early 1970s, the Japanese invasion of the British car market was well underway. Key to this success was competitive pricing, and low running costs. The ailing UK car sector was also not helped by a string of mediocre models, and poor build quality.

And while Japanese cars were also prone to the demon rust, this was an industry wide problem.

Vehicles like the Ford Transit still dominated the light commercials market, but even this hallowed turf was under threat. Spurred on by the success of the rival Nissan Homy, Toyota introduced its new commercial model the Hiace (H10).

The H10 had first been launched in Japan in 1967, and was available in several body styles. These included a cab-over pick-up, delivery van, and a stretched commuter model. In time there would also be specialist variants, like a taxi and ambulance. The Hiace was also marketed

as the Hiace Commercial in camper van configuration. There were three petrol engines to choose from, ranging from 1.35-litres (1345 cc) to 1.6-litres (1587 cc). A more powerful 1.8-litres (1808 cc) unit was added in 1975.

Most early Hiace vehicles were used as passenger vans, and were capable of carrying up to eight people. This was helped by the forward control layout, with the engine installed underneath and between the front passengers.

Initial sales were also given a boost as the new vehicle complied with all the latest Japanese Government regulations.

The H10 was in the showrooms for ten years, before it was given its first makeover. The Second Generation range was available between 1977 and 1982, and included the H11, H20, H30 and H40. The revised models featured a longer and more

Len Hopkinson.

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Words & photos: Bob Weir

THE TOYOTA HIACE

the early versions were worked hard. Rust also took its toll, and only a few vehicles have survived streamlined cab, and single headlights.

Because the original Hiace was so popular, the Second Generation also included a smaller cab-over van called the Toyota LiteAce. Improvements were also made under the bonnet. In addition to the familiar petrol engine, a 2.2-litre diesel was also made available and sold in certain markets. Models included a new doublecab long wheelbase van, and a high roof ‘Commuter’ passenger variant. The Commuter version could seat up to 15 passengers. The H11 truck and H20 vans all had short wheelbases, while the H30 and H40 variants were equipped respectively with a long wheelbase, and a super long wheelbase. Although the Second Generation models were replaced by the Third Generation range in 1982, they continued to be produced for several years.

Like most light commercials the early versions were worked hard. Rust also took its toll, and only a few vehicles have survived. The Hiace is now into its fifth generation (H200), and although the Hiace name is no longer available in Europe or America the brand is still used in some Asian countries.

▲ Because of ongoing rust problems many of the European H10s were eventually sold on to Africa to take advantage of the milder climate.

An owner’s story

Len Hopkinson owns a farm just outside Abington, on the upper reaches of the River Clyde. The M74 motorway is just a short distance away, and the local scenery is spectacular. The area is prone to heavy snow during the winter, but Len says that is par for the course living in the Scottish Borders.

He said: “I originally come from Lancashire, and moved up to Scotland in 2001. I am a mechanic to trade, and eventually got into haulage. I opened a garage and ran a small fleet for several years, and the Hiace’s are painted in the same livery I was using at the time. Money was pretty tight, so in 1977 I decided to try my hand at something different. I ended up buying a milk round in Bury, and a Hiace Mk1 milk float was included as part of the deal.”

Despite the fact he had no previous experience in the home delivery business, this turned out to be a shrewd move. Len was so successful he ran the milk round for ten years.

“I even managed to save enough money to buy a smallholding,” he recalls. “I was farming mainly livestock, and when I eventually sold the milk round I used the proceeds to buy more land. This brought the total up to 60 acres.”

▲ The Mk1 Toyota Hiace’s cab could certainly compete with UK vans from this period. Note the standard radio, a clever marketing ploy by Japanese manufacturers.

▲ Len made the flatbed himself. Not a bad effort for cheap floorboards!

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▲ Best wagon he ever drove – and best job he had – was his time with SAI Scottish Agricultural Industries.

Classic lightweight

The Generation Two or MK2, was a larger vehicle than its predecessor.

Len concentrated on his farming, and around the year 2000 decided to make a life changing move.

He said: “I had been looking to buy a bigger holding, but farm land is comparatively scarce in Lancashire and can be quite expensive. I then saw an advert in a magazine for my current farm in Elvanfoot.

I put in a successful bid, and moved up to Scotland in the summer of 2001.”

It was all hands to the pump for the next few years, while Len concentrated on running his new property. Once things settled down, his thoughts returned to the Toyota Hiace.

“The second-hand Mark 1 had come with the milk round, but Toyota then introduced the H11, or Mk2,” he said: “I decided to trade in my Mk1 for the new model. The memory of the new Hiace stuck in my memory, so when I decided to buy a classic pick-up to take to rallies this was the first vehicle that came to mind.”

Collectors know from experience that sometimes you have to play a waiting game, especially if your chosen vehicle is a rare item like an early Toyota Hiace. But just like buses, opportunities can sometimes

Collectors know from experience that sometimes you have to play a waiting game

come along in pairs.

Len said: “I was searching the Internet in 2012, and spotted this Mk2 for sale on eBay. My bid was successful, so I drove to Essex with a trailer to take delivery. The vehicle needed a lot of work, and the restoration was only finished earlier this year. Then just

a fortnight later, I also spotted this Mk1 living down in Cambridge. Mk1s are very rare so I hitched up my trailer, and made another trip to England. Unlike the Mk2 HKP 310N was in reasonable condition, and on the face of it didn’t need a lot of work.”

▲ The Mk 2’s cab was also quite modern by contemporary standards.

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dustries.

THE TOYOTA HIACE

T What to do next

A brief history of Toyota

oyota has its headquarters at Aichi in Japan. The company was founded in 1937 by Kiichiro Toyoda, as a spin-off from his father’s company, Toyota Industries. The company had already produced its first engine three years earlier, dubbed the Type A. This was subsequently used in the company’s first mass produced car, the Toyota AA. The company managed to survive the trauma of WW2, and by 1947 was producing light commercials under the name ‘Toyopet’. By 1957 Toyota was starting to export cars to America, although there was stiff competition from the likes of Ford and General Motors. Like other Japanese manufacturers the company overcame the problem of import tariffs, by building factories in the USA. They were also helped by the 1973 oil crisis and the dramatic rise in fuel costs, which sparked a growing popularity among American buyers for smaller cars.

Toyota received its first Japanese Quality Control Award in the 1980s,

Now that he had two Hiace’s stored away in his barn, Len was faced with a difficult decision.

“Although I am semi-retired there’s always something that needs doing on a farm, so time was at a premium,” he said. “I wanted to take one of the Toyota’s to rallies that summer, but they both needed some work.

The Mk2 was obviously going to be a big job, whereas HKP 310N’s refurbishment looked comparatively straightforward. The Hiace had originally been kitted out as a white campervan like most of the surviving Mk1s, but I wanted to restore it as a flatbed. Being a former mechanic, I did most of the work myself.

“The wooden platform is made out of floorboards, and painted with imitation creosote. I also repainted the Hiace in the old colours, which I used back in the old days. I had intended showing the pick-up carrying a load of some sort. Fortunately, the flatbed conversion turned out ok, so I (1490cc) version. I’ve since replaced this decided to leave things as they are.” engine with a 1.9-litres Peugeot diesel. I didn’t have a lot of choice, as one of the Mechanically, the Mk1 also previous owners had already carried out had a few surprises up its a diesel conversion. Unfortunately, they’d made a hash of it, so I had to start again sleeve. from scratch. The rest of the vehicle is Len said: “All the factory fitted engines in totally original, including the 4-speed the Mk1 ran on petrol, and I believe the original unit in HKP 310N was the 1.5-litres column change gearbox.”

and was soon heavily involved in motorsports. By this stage the company was well established, and was selling its cars all over the world.

The firm also entered into a joint venture with General Motors, and in 1989 launched ‘Lexus’ its new luxury division.

Toyota continued to expand its operations into Europe and Australia, and by 2005 was ranked eighth in the Forbes 200 list of the world’s leading companies. The firm was then hit by a series of natural disasters, including the Tōhoku earthquake and tsunami.

Equally damaging was a series of product recalls, and subsequent fines.

Now called the Toyota Motor Corporation, the company is still the world’s largest automotive manufacturer, and is a market leader in hybrid electric cars. Sales of hybrid cars topped 10 million in January 2017, and the Prius is currently the world’s top selling hybrid model.

The company is also a big player in the commercial vehicle market, with popular models like the Hilux.

Although the Mk2 is a standard specification, it took a lot longer to restore because of its condition. While he was about it, Len decided to build some living accommodation on the back of the vehicle. ▼ Toyota chose the name ‘Hiace’ for its new commercial, as the ‘Hi’ represented high performance, and the ‘Ace’ signified a hard worker.

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Classic lightweight

I like going to shows, but most of the people I know are HGV drivers.

They prefer larger trucks like ERFs and Fodens “I prefer to stay on site when I go to rallies,” he explained. “It keeps the cost down, and it’s easier to meet up with old friends. I’d hardly call my living quarters the Ritz, but it does me just fine.”

Len says that the Hiace’s are both great fun to drive, but he occasionally gets a bit of stick when he takes the Toyotas to rallies.

He said: “I like going to shows, but most of the people I know are HGV drivers. They prefer larger trucks like ERFs and Fodens, and haven’t got much time for light commercials. When I started showing the Toyotas I got a bit of stick, especially as the vehicles come from Japan. The banter is all a bit of fun, but there’s one thing you can say about the Hiace. Unlike British vans and pickups from the 1970s, there are very few of these early Toyotas on the rally circuit.

They certainly stand out in a crowd.” v

Photos on this page: Len decided to build some living accommodation on the Mk2, so he could stay overnight on site.

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Transport heritage

This 1989 Steyr belonged to Ian Stirling of Linwood in Scotland. They also ran at least two Scania 112m tall cab tractors on bulk haul duties with similar trailers at the time. This picture was taken on the M6 in Birmingham around August 1992, coming into the light from under a bridge.

Angular Austrian Mark Gredzinski looks back at Steyr’s days in the UK.

M

aking a welcome debut onto the British Isles was the superb Steyr range of trucks from Austria. Their residence was surprisingly short but during their brief life over here they injected some variety amongst the usual big players in the truck industry.

Steyr had a long history of making commercials but actually started out in the 1890s making weaponry. Much of their output used in-house components and they had a history of producing many vehicles during the Second World War. The post war years saw steady expansion and in 1988, the total amount of trucks produced was around 3500, making them a medium output company.

The Steyr heavy truck cab had been around since 1968 in its original form as the 90 Series and though quite angular, it was nevertheless a handsome thing that stylistically held its own among the more conventionally boxy tractors. The

cab was drawn up by French industrial and vehicle designer Louis Lucien Depoix, who had also done styling work for Hanomag, Bussing, Henschel and Magirus-Deutz. Its pointy front revealed an asymmetrical grille which was a unique

styling feature thoroughout its life. In 1978 it was replaced by a tilting version of the same cab as the 91 Series with improved insulation. Later Steyr also imported a range of four- and six-wheeled rigids known as the 92 Series but for this feature

â–˛ TA Herdman were, I believe, based in Chester Le Street, County Durham. Their 1989 Steyr 19S31 was photographed in Wednesbury in the West Midlands around 1990. Part of the load appears to sheeted flat panels but the main standout is the Volvo F88 in primer on the tri-axle trailer.

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Words & photos: Mark Gredzinski

STEYR’S DAYS IN THE UK

Steyr had produced a 320bhp V8 alongside, which ultimately became an 11.97-litre twin-turbo 386 we’re looking at the heavy tractors which began to be seen in limited numbers over here. These were also eventually named as part of the 92 Series.

Making inroads

In 1986 Steyr announced that they were to pursue UK buyers (why not? Everyone else had!) because sales had flat-lined among some of their established markets.

In September 1988 4x2 tractors became available for the first time in Britain with ex-Scania man Cliff Groves becoming MD for Steyr UK. Making the conversion for the Brits was easy since right-hand drive was used in Steyr’s home market for both its drawbar and delivery trucks. The tractors were available in one wheelbase only.

The initial model was the Steyr 19S31 4x2 tractor. The first registered in service belonged to Graham Lowder of South Wales. He ran a 19S31 cab with top sleeper in the colours of Somerset Wire, with which he had a contract. The tractor had a kerb weight of 6.75-tons and an Eaton twin-splitter gearbox. Its 9.75-litre turbocharged Steyr diesel was a lowrevving and quiet intercooled 6-cylinder 315 horsepower unit. They proved popular in Somerset and Devon, as local dealer Brian Kellow Commercials sold a few 19S31 units. Some were fitted with a lift axle conversion for 38-ton operation.

A 280bhp 19S28 model was also in the line-up for fleet use but this proved not as popular as the bigger engine.

In Austria, Steyr had produced a 320bhp V8 alongside, which ultimately became an 11.97-litre twin-turbo 386 horsepower powerplant by 1991. This more powerful 19S39 model held its own in tests against rivals like the Scania 113, the Mercedes 1830 and even the Foden 4450, which was by then an accomplished tractor in the circa 400 horsepower range.

However, the 19S39 never got to see these shores, alas.

The Steyr commercials got good press and owners generally found them very reliable. The Steyr built axles were robust and coupled with either Eaton or 16-speed ZF gearboxes, the Steyr pulled well and satisfied most drivers.

The cab was roomy with good stowage, an Isringhausen sprung seat and excellent vision all round. It was an odd combination of the old and new with archaic hinged quarterlights coupled with electric main windows. The bottom bunk was rather narrow, although with the taller cab roof extension there was

▲ The first Steyr I ever photographed was this one. It belonged to Fuhrer Brandl & Co of Austria, and was captured travelling up the Tyburn Road in north Birmingham on Thursday October 16th 1986. ▲ This tractor was a Steyr demonstrator and eventually became part of the Chambers and Cook fleet in their colours. I believe Alpinetrux was the name of a Steyr dealership next to the Chambers and Cook premises in the Witton district of Birmingham.

It was photographed on the 3rd of May, 1989.

▲ The tenure of Steyr in the UK was a tragically short one. I’d always thought they were around for about four years but in fact it was less than two. Some never liked the Steyr cab but I thought it handsome, and this 19S31 with high roof extension looked ready for work from the Alpinetrux dealership.

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Transport heritage plenty of room with a wider bunk inside.

Both the ride and braking were first class. Engine access was good, and it was particularly uncluttered under the cab which was an aid to fitters.

Operators eventually included Graham Butler of Peterborough, Bourne Dispatch Service, and J&J Currie in Dumfries who ran a pair of 4x2 tractors. GKJ Sweeting and Sons of Weston Super Mare had a 19S31 adorned with chrome accessories and an intermediate height cab extension

by Jennings of Crewe. Martin Hayman of Devon used at least three on tractor haulage.

Economical, cheap to run, quiet and good for the driver; what was not to like?

Very little actually. Truck building giant MAN thought so too, but their increasing financial stake in the company gave them the option to either keep the rival marque alive or eventually kill them off.

As with their ERF and Bussing takeovers, they chose the latter, which is why we only have their own competent, but perhaps rather sterile products today.

MAN pulling the plug stifled the potential of the Steyr marque in the UK which was poised for bigger orders about to be secured among its 17 dealers. The more powerful V8 version could have come on stream, possibly together with Steyr’s range of robust eight-wheelers.

Instead, dealers had to close, much to their chagrin, and remaining stock was sold off cheaply to fortunate buyers. It was great shame and an ignominious end to Steyr in the UK. v

Economical, cheap to run, quiet and good for the driver; what was not to like? Very little actually

▲ Based in Austria so far as I’m aware, LKW Augustin understandably used the roof-extended Steyr with the twin bunk for distance work.

This example of their fleet, that also included MAN and Mercedes, was captured at West Bromwich around 1990.

▲ At first glance this Steyr belonging to Postl-Austria appears to have a roof extension. In fact it’s both a mounted fairing and a place to store extra boxes etc., as there is a flat roof underneath. A Volvo F12 Globetrotter was in use also around 1992 when this photo was taken.

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STEYR’S DAYS IN THE UK

▲ Enviroclear Services of Ruabon, Wrexham deal in waste management and largely used a fleet of Volvos to do their various tasks. Back in February 1996, this 1990 Steyr was on the books and passing by on the M6.

Martin Hayman Haulage of Burlescombe in Devon ran at least three and maybe up to five Steyr tractors, and got good service from them.

I managed to photograph two of their Steyrs, both on farm tractor carrying duties, in May 1998.

They had also run Mercedes SK and Renault G Series units in the past.

▲ This 1992 Steyr was one I caught a couple of times passing through Walsall. LPD Transport of Nottingham were the operators and it was April 1996 when the photo was taken.

▲ Note the large 120 gallon fuel tank and rear cab detail on this shot of J835 KCP from LPD Transport, as it drove past on a Midlands ring road.

▲ I have no idea who ran this 1989 flat roofed Steyr, other than to say it was sporting a very neatly sheeted load. The picture was taken in January 1992.

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Transport heritage

Vermissen Antiek of Best in Holland used this Steyr four-wheeled rigid and trailer for the haulage of antique furniture. It was photographed in 1992 with a 200mm telephoto lens on the M6 in Walsall, and the unit carries the Steyr factory colour scheme of purple/pink stripes over a silver base.

▲ H Frost & Sons of Bury St Edmunds in Suffolk had this nicely liveried Steyr in the fleet in the early 1990s. Nowadays there appear to be a lot of Scanias in the fleet but at one time they had a Pegaso Troner, so are not averse to trying the unusual.

▲ At speed on the road, this Chambers and Cook Steyr was often used on international work. Note the air management roof and cab side deflectors on this version which greatly aided the wind deflection around the big tilt trailer to enhance fuel economy.

▲ Chambers and Cook ran at least three smart 19S31 Steyr tractors in their familiar acid yellow and deep blue livery. They used to major on DAF trucks and I believe the head honcho at the Witton, Birmingham based haulier was called Pat Blackburn. This rig was photographed in March 1990.

▲ In January 1991, I ventured out into the night armed with my tripod. Tramping around carefully in the frosty conditions, I was rewarded with this rare shot of a 1990 Steyr parked up in the early hours in Walsall. It was operated by Stalkers Transport Services of Brampton in Cumbria, and they nowadays run DAF tractor units in a white paint scheme.

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Transport heritage

Words & photos: Ed Burrows

As the right-side airbrush art proclaims, Graham Poole’s 575bhp Western Star is a real Clint Eastwood of a truck.

Anglo-Americans

Although not every heritage vehicles fan appreciates US heavy metal, Kenworths and their ilk have a faithful following – and undeniable road presence. Ed Burrows looks at some of the pros and cons of ownership and admires some of the examples out there – including some genuine rarities

M

ention American trucks to some members of Britain’s classic trucks community and the response is decidedly condescending. It’s interesting to ponder the possible causes. Because – just going off the names of some of the makes and their founders, the US auto industry has a heritage that’s distinctly British, German – and not infrequently Scandinavian.

One reason could be jealousy going back to World War Two, typified by the wellknown ‘overpaid, overfed, oversexed and over here’ jibe – and the fact that Lease-Lend US military vehicles made up for inventory shortfalls in British-built equipment.

Despite a presumed advantage in the often-extreme conditions of the North American winter, another reason could be that until the mid-1970s, front wheel brakes were not mandatory.

But as is the norm, industrial equipment is generally designed to suit the circumstances of the market and the regulatory environment. In North America, the long gradients and high mountain passes characteristic of the Western states led to an appetite for greater engine outputs.

Kenworth for example responded by offering 100bhp Cummins diesels in 1932. That puts UK trucks of the period into perspective. It was not until the following year that Leyland introduced its first diesels, with outputs of 39-60bhp. And it was not until 1933 that UK tax changes based on unladen weight finally put paid to steam wagons.

Given Britain’s relatively flat arterial road network – and the 20mph speed limit applying to heavy goods vehicles in those days – for the most part, modest power outputs were deemed adequate.

Graham Poole’s sleeper-box conventional features artwork that well and truly lives up to the Western Star name.

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US HEAVY METAL In consequence, although only a molehill compared to the gradients facing US West Coast mountain truckers, Shap remained a heroic struggle until the mid-1960s’ gross weight and power revolution.

It’s definitely hats off to the band of individuals with the determination to overcome the various regulatory obstacles placed in the way of running US-built classics in the UK. This applies to both older vehicles and current types. Despite this, a select few, chiefly operators of wreckers, have in recent times negotiated their way through the minefield.

There are estimated to be around 200 road-registered US classic trucks in Britain, together with others that are trailered to shows and rallies. The total excludes preserved US military vehicles. There are vast numbers in Britain – which routinely answer the call to lend authenticity to TV and film productions like ‘Band of Brothers’ and ‘Saving Private Ryan’.

In more than one sense, Kenworths and their ilk certainly have pulling power.

Their aura – especially long engine hood conventionals – seems to have a kneetrembling effect on the nation’s distaff side.

No question: parked up at rallies and other events, they attract almost continuous parades of wives, daughters, girlfriends and grannies wanting their pictures taken and doing selfies in front of pure, unadulterated American bling.

A few entrepreneurial owners have taken this kind of pulling power to another level. A good example is Gavin Groome.

Big Rig Truck Events is a side-line to his Southampton haulage business. Earlier in 2017 he acquired a Kenworth W900L – and runs it on a taxi-type local council private hire licence. The big 86-inch full aircon Studio sleeper box is fitted out like a stretch limo, complete with ice buckets for champagne. For weddings, hen nights, school proms and corporate events, the gleaming black bodywork and gleaming chromium plating add up to a babe magnet that’s in a class by itself. For making a statement and arriving in style, it certainly delivers.

R16 EVT was imported by a previous owner from a Nashville, Tennessee truck dealer, who spent ten months fitting out the plush 8-seater interior. The engine is a 575bhp, 15-litre, turbo-intercooled Cummins 565 Signature. Comfort is assured by air-ride suspension.

▲ Geoff Makinson’s 300+bhp Cummins engined Autocar Construcktor is maintained to the standards of a working truck.

▲ 1962 Mack B61SX, also owned by Geoff Makinson. It served as a Swanzey, New Hampshire fire truck until 2010.

Problems and red tape

Gavin Groome has certainly hit on a fun – and profitable – way around the barriers to becoming road legal. As already indicated, meeting the regulations can be challenging.

Though for some, the satisfaction gained from detective work – such as verifying the VIN number and build date of a truck that may be many decades old – is all part of the attraction. The process of getting road legal is beset with grey areas, puzzling inconsistencies. For example, some pre-1982

▲ This Detroit 2-stroke V8 engined long-nose R773ST is another Mack in the Geoff Makinson collection.

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Transport heritage

The Department for Transport obstacles he had to surmount were beyond his imagining

classics don’t require MoT testing. They can be run pretty much as built, which means – as used to be the American way – they are not necessarily equipped with front brakes.

For post-1982 used trucks however, getting registered and licenced involves untangling a mass of red tape. This equally applies to new vehicles.

The position is clarified somewhat by the response of the Driver and Vehicle Standards Agency (DVSA, formerly VOSA) to a request to clarify the status quo: used HGVs up to 25 years old require an IVA inspection, based on the European Directive Requirements applying at the time a vehicle was built; any HGV imported and registered for use on UK roads also requires plating and testing irrespective of use, whether commercial or private. But that’s far from the end of it.

A brand-new US truck imported into the UK would need to be re-worked to comply with EU lighting, tyres and other safety-related functions. All replacement componentry has to bear the e-mark. Which

both sides of the Atlantic. Prominent here are Daimler-Benz (Mercedes in Europe, Freightliner and Western Star in the US), and Volvo (Euro-spec over here, ‘normal control’ conventionals over there – and not forgetting Volvo-owned Renault in Europe and Mack in the States). This is similarly true of PACCAR – DAF in Europe, Kenworth and Peterbilt in America. It should not be forgotten that DAF-designed diesels are now produced in the States, and Kenworth and Peterbilt badged LFs are exported from Leyland to the US. Within the bewildering maze of bureaucratic irrationality, there are dedicatedly quirky anomalies. Fancy a US fire truck? Fire appliances are MoT-exempt.

Hauling a semi-trailer with a modern ▲ Geoff Makinson’s US tractor is pretty much a non-starter. latest restoration Perversely though, this could possibly project: the one-off be overcome under Special Types rules F886SX spec was applying to heavy oversized load prime originally built movers. Small wonder that the fifth-wheel of for a UK heavylift most privately owned American semi-trailer contractor. tractors is capped by a polished metal cover.

The two safest bets for getting a US truck licenced is to register it as a motor home – or a wrecker, commercially or privately. A ◄ A Mack F700, private owner who took the latter route is typifying the Keith Marriott. Fitting a light recovery crane Bulldog’s 1960s helped him get his extremely rare Navistar generation of International 4-door crew-cab S1600 road cabovers that registered. His sheer persistence has to be cruised the admired – all the more so because he was in US Interstate highway network. unfamiliar territory. He’s never worked in the road haulage industry; his mechanical and bodybuilding skills are self-taught – begs the question as to whether this and he hadn’t owned a classic before. The is obstructionist Brussels bureaucracy Department for Transport obstacles he had just for the sake of it – or nit-picking to surmount were beyond his imagining. tariff barrier protectionism. After all, The 2-axle International was a spur of it seems reasonable to suppose there the moment attraction. He spotted it in is a considerable degree of component a breaker’s yard seconds before the grab commonality across the product ranges of was about to do its worst. Managing to manufacturing groups that have plants on

► Rolls-Royces retain a timber veneer dash, so why not Kenworth (which unlike R-R offers a traditional flat-rad spec)?

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US HEAVY METAL

▲ Out-blinging stretched limos, Gavin Groome’s 1999 Kenworth W900 runs on a local authority private hire licence.

interrupt proceedings, he negotiated a deal.

The truck was saved, but the challenges began. Although 20 years old at the time he acquired it, the clock registered only 16,000 miles. It had served as aircraft tyre inflation vehicle on a US air base in East Anglia. It operated strictly airside. Never having been road taxed in Britain, it had no papers.

Without these, registration was impossible.

Searching the records

To avoid settling for a Q plate, Keith had to produce verification of the actual build date. Navistar came up with the records, which established its build number and all salient details. It turned out to be the first vehicle off the Springfield, Ohio assembly line on Thursday 20 October 1988, checked out at 8.00-am. It had taken an age, but Keith Marriott was finally able to get HGV registration. He did the wrecker bodywork fabrication and installation himself.

All credit to Keith Marriott for

▲ Egertons Recovery’s imposing T800 is representative of a surprising number of Kenworth wreckers in UK service.

perseverance – and Navistar International for helpfulness in tracing back through the records. Then again, going the extra mile is a too-often overlooked American character trait.

An owner who’s taken the motor home route to legality is Steve Finney. This is appropriate, given that he has a caravan park and caravan transporter business.

His Freightliner with integrated raised roof sleeper was built 20 years ago, and imported into the UK by its previous owner.

A host of customisation features include twin polished metal exhaust stacks for its 515bhp, 6-cylinder, 4-stroke Detroit Diesel.

He would readily concede that it has a limousine ride and, with 18-speed auto transmission system, drives like one too.

The cache of owning a Yank get an extra boost thanks to their rarity, all the more so when they are extensively customised.

Steve Finney’s icon of the Interstates is no exception: you could probably count the

number of Freightliners in Britain on the fingers of one hand.

When it comes to individuality, Rochdalebased road transport business owner Graham Poole’s Western Star 4900 is in a class apart – even to the extent of being quite possibly the only Western Star in the country. It rolled out of the factory in 2005.

Spending its working live in Canada, it has 299,000kms on the clock. The engine is a 575bhp Detroit of the post 2-stroke era.

(Like both Freightliner and Western Star, the former GM diesel engine specialist is now part of Daimler North America.)

Graham Poole’s Western Star takes paintyour-wagon to another level. Its magnificent artwork is in keeping with some of the tractor units in the company’s working fleet of MANs and DAFs. In a world of white cabs with vinyl graphics, their all-over paint jobs are highly visible advertisements for the business. Tens of thousands of pounds were lavished on the paintwork. Inspired by the

▼ Like new: this 211bhp Mack Thermodyne engined 100-ton GCW 1960 Mack B-61 was restored by Robert Braithwaite.

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Transport heritage Western Star name, one side celebrates the 1960s Clint Eastwood westerns directed by Sergio Leone. The other side is a billboardsized montage featuring the same movie director’s later epic ‘Once Upon a Time in the West.’ The characters’ likenesses by airbrush artist Adam Haden are perfection.

This is more than a truck. Instead of what these days passes for art, it deserves to be exhibited in the Turbine Hall at Tate Modern.

Scottish logistics giant The Malcolm Group is another transport business with a respect for classics. Taking its place alongside trucks from its Donald Malcolm Heritage Centre fleet – which regularly appear at truck events – is another rarity, a North American Volvo VNL 780 conventional. The aero-styled VNL series is actually still current. The choice is hardly surprising, given the Group’s predilection for Volvos – it is the proud owner of the 200,000th Volvo truck sold in the UK. Another unfamiliar American that in recent years has appeared at events amid the accustomed line-up of Kenworths, Peterbilts and Macks is Geoff Makinson’s Autocar.

Geoff is the semi-retired founder of the GMH Group heavy plant and equipment business. Fitted out as a ballast box tractor, his immaculate 300+bhp big-cam Cummins engined 1968 Autocar DC64 Construcktor wears the livery of international heavylift specialist Mammoet. He also has a taste for Macks. Adding to his Detroit 2-stroke V8 engined R773ST – similarly presented as a Mammoet ballast tractor – and B61SX fire truck, earlier in 2017 he took delivery of a Mack cabover drawbar prime mover. Imported from Kenya, it is what many collectors and restorers desire most – genuine uniqueness. It is the only F886SX spec ever built by Mack. Better still, the GMH Group is based in Bolton, Lancs – and ‘Bonzo Bear’ was originally manufactured for the Chris Miller heavylift business that operated just up the M61 in Preston.

▲ Representative of two generations of Kenworth premium conventionals – and two different takes on custom bodywork.

▲ The archetypal Kenworth COE. The configuration gave way to conventionals following US 1980s truck deregulation.

World’s Strongest Dog

Mack’s bulldog radiator mascot helps explain the truck’s original ‘Bonzo Bear’ tag.

As a door plate explains, ‘Bonzo Bear’ was a dog of the Newfoundland breed. In 1973 it gained the Strongest Dog in the Word title by shifting a sled grossing 2 tons over a distance of 15 feet in 12 seconds. With a designed gross of 200 tons, the truck itself didn’t take the strain quite so well. After its initial years or so of service, the factoryfitted 32.5-ton capacity Mack rear axles had to be replaced by a 45-ton Clark planetary axles setup. The truck is a runner, but the

Scottish logistics giant The Malcolm Group is another transport business with a respect for classics

▲ Outfitted as a flatbed carrying a vintage Ford wire-wheeled pickup, this 1972 Peterbilt is in the Tommy Taylor collection.

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US HEAVY METAL

▲ Saved from the crusher with seconds to spare, Keith Marriott’s ex-USAF 1988 International S Series with crew cab.

cab is shot. Replacing it is work in progress.

As the slow evolution of the classic big chromium-plated slab radiator look indicates, American operators are sticklers for tradition. Although the Kenworth T800 wrecker operated by Egertons Recovery is only 2006-vintage, it gives a good indication of why extreme-duty US conventionals have a discerning following.

And why they are rigs of choice for heavy recovery specialists. Mechanically, they are pretty much bulletproof.

Egertons’ big yellow wrecker exudes presence, never failing to attract excited pointing and waving from other road users and pedestrians. Weighing 29 tonnes and 36ft long, under the hood is a 500+bhp, 15.25-litre, 6-cylinder CAT C15, with twin-turbos and 48 lb/sq-in of boost. Peak torque is in excess of 1,800 lb-ft. Drive is through an Eaton Fuller 16-speed with high and low crawler gears and 4-speed reverse. It can tow 70 tonnes which, considering the maximum gross of an HGV, indicates prodigious reserves of muscle. The slider crane can lift its 21 tons maximum 10ft beyond the truck’s rear.

But what’s a big Yank left-hooker like this to drive? Devotees of forward-control European trucks would immediately condemn visibility. But the T800’s sloping ◄ Apart from the recovery gear, Gav Smith’s 1957 Ford F-750 is very original. His intention is conservation, not restoration. ▼ Ken and Ray Walsh salvaged the best bits of two ex-USAF Ford N Series tractors to create this sleeper-box wrecker.

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Transport heritage hood gives good frontal arc vision; what’s happening behind is taken care of by battery of seven mirrors. Negotiating junctions is little different to driving longbonnet Mercedes, Rolls-Royce or Bentley.

Cab comfort is comparable to a car with sporting suspension settings, helped by the fact you’re not sitting directly on top of the front axle.

The cab – cockpit is a more apt description – has a man and machine as one snugness. Its narrowness and absence of engine encroachment places the driving position closer to the vehicle’s centre line, which helps in tight manoeuvring. Left hand drive? From the driver’s seat, it’s something you wouldn’t really notice.

American trucks are often accused of being over-restored. But that’s faithful to the American way. And there are exceptions: Gav Smith aims to conserve rather than restore his 5.4-litre gasoline V8 engined Ford F-750. Built 60 years ago, it’s twice as old as Gav himself. With young chaps like him around, there’s hope for the future for the heritage commercials hobby. v

The cab – cockpit is a more apt description – has a man and machine as one snugness.

▲ Home from home: Steve Finney’s motorhome licenced Freightliner reflects his caravan park and transporter business.

◄ With a 5.4-litre rumbling gasoline V8, Michael Baker’s mid-1970s Ford F-600 represents a typical US-style stake-sider.

◄ The Malcolm Group’s US Volvo is in keeping, given that its fleet includes the UK’s 200,000th Volvo commercial.

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Classic restoration

A Handyman for all seasons

Continuing from last month, Alan Barnes looks into the restoration of a rare Scammell Handyman MkII.

A

fter spending the best part of twenty years ‘resting’ at the Harrison yard, the 1964 Scammell Handyman was bought by David Walker in May 2000. The lorry was certainly in poor condition but as David described it; “As we sometimes say it’s not worn out it is just the newness that’s worn off. However, this lorry was still working into the 1980s as a shunter which is certainly a tribute to the

men that built it, although this truck does not seem to be as robust as the later MKlll Handyman.”

By this time David had already completed the restoration of two Scammell lorries, the first project being a 1956 Highwayman, an ex Crow Carrying Tanker Unit, while the second was a Crusader 4x2 sleeper cab tractor unit.

Very few of the early versions of the Scammell Handyman have survived and it

▲ The Handyman at Bruce’s yard prior to the cab restoration.

Photo Bruce Barnes.

was the scarcity of the model that appealed to David, and while there were parts to be found in scrapyards in various parts of the country a more or less complete vehicle was certainly a rarity.

David and his brother spent over ten years on a ‘stop go’ restoration of the Scammell, work which included stripping down the chassis to its last nut and bolt, shotblasting and cleaning off the years of accumulated

▲ Dave Walker had restored the chassis and engine. Photo Bruce Barnes.

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Words: Alan Barnes Photos: As stated

SCAMMELL HANDYMAN

PART

TWO

Bruce has returned the Handyman to Viney colours. Photo Alan Barnes.

grime and rust, and repairing and re-setting the springs, making new front bushes along with a full set of shackle springs. He spent a great deal of time searching out spare parts but as some refused to be found some expense was incurred in having the tooling made to produce some of the parts which were required.

The Gardner engine was rebuilt and fitted with higher compression pistons, and an

alternator was fitted as opposed to a dynamo and control box. There was also a good deal of work needed to sort the cab out, but the main problem was the smashed windscreens.

Although screens for the Highwayman were available, those suitable for a MKll Handyman turned out to be as rare as the proverbial hen’s teeth. Eventually David contacted a firm in London who made up two sets, although they proved to be rather expensive.

Moving on

The progress of the Handyman restoration was “slow but sure”, but as the years passed it became clear that with other projects and ‘distractions’ David would be unable to complete the work. The chassis and engine had been ‘sorted’ and the Handyman was now a runner, but there still remained the work on the cab to be completed. In June 2014 David sold the Scammell to Bruce

From top to bottom, photos on this page: The Scammell was not in the best of conditions when Dave bought it.

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Classic restoration

Photos above & below: The restoration underway. Photos Bruce Barnes. Register.

Barnes who lives near Worthing in Sussex.

I asked Bruce what tempted him to buy the Handyman: “In the Spring of 2014 a friend of mine, Matt Hayler, was working on the restoration of a Scammell Highwayman and I accompanied him to collect some spares from David Walker. During that visit David told me that he was thinking of selling AYD 610B and as I had restored two Michelotti cabbed Handyman lorries in the past he said that he thought that I might be the man to finish the restoration. I said probably not, although the seed had been sown” “David finally decided that he would put the Handyman up for sale and he placed an advert in the Scammell Register News, and that prompted me to buy it myself in July 2014. David did have the engine rebuilt around 2000 but it had hardly been run or road tested so we were both quite anxious to see how it would run on the road test. There was a concern that the company which had carried out the work had subsequently ceased trading and whatever warranty there had been was now well out of date. However, our fears proved to be unfounded as the engine ran very well indeed.”

“Having brought the Scammell home the first job was to take the cab off the chassis and strip it down. The doors were removed together with the front panels and I spent a good deal of time making repairs, filling cracks and prepping. The chassis had been previously shotblasted and painted by David but this work had been done quite some time ago and the red was by now a little faded. I made the decision to carry out a full repaint which meant a full strip down of the chassis, and my two sons Daniel and Russell helped me with the prepping. Matt Hayler spray painted the chassis and the cab for me.”

“The hardest job by far was the wiring. My friend, Paul Wood, who is a Bosch trained auto electrician, did the re-wire. As it was such a confined space to work in the job was very difficult and it is a wonder that Paul is still my friend after suffering many aches and pains and having to be a contortionist!”

“Fortunately, David had sourced most of the replacement parts which were needed and

these were included in the purchase price. I sourced a sheet of perforated metal for the radiator grille which I managed to obtain from a firm in Newcastle. Electrical items, nuts, bolts and fixings came from various local companies. There were a couple of small parts which needed fabricating, and these were made by a blacksmith in our village.”

Confirming the history

“Having bought the lorry my preference was to return the Handyman to its original livery. A friend from Dorset suggested that I get in touch with a long established garage in Bruton called the West End Garage. I telephoned and spoke to the owner Gordon Fry, had a quick chat and I gave him the registration number of the Scammell and he told me that he would find out if it was a Viney vehicle. He came back to me very quickly confirming that the Handyman had certainly been part of the Viney fleet. He also told me that his garage had carried out repairs and services on some of the Viney vehicles if their own workshops were busy”

“Gordon has a collection of preserved vehicles, cars and commercials and has an Atkinson Borderer presented in Viney colours. Gordon had asked permission to use the Viney livery from family members and he was able to give me the right paint codes, which was very helpful” “My wife Georgina and I later visited Gordon at West End Garage and he made us very welcome and we looked through some old photographs while we had coffee, and afterwards we had a look at his vehicle collection. We were also introduced to his friend Richard Mainstone, whose father had driven for Viney’s. Richard spent the rest of the afternoon kindly showing us around Bruton, pointing out where Viney’s yard had been, now a housing estate although the owner’s house and the entrance to the yard had not changed.”

“The details for the signwriting were taken from old photographs and information from employees of W Viney, even down to the correct format eg Somt. For Somerset. Mick Matthews of M & M Signs in Rustington did the signwriting using gold leaf just as had

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SCAMMELL HANDYMAN

A new mould would be needed but this time we had a pattern to work with been used on all the Viney fleet vehicles. That was the finishing touch and the Handyman was able to make its debut rally appearance at Wiston in July 2015.”

“I should also mention the problems we had with the passenger side windscreen.

When David owned the lorry he had a badly damaged driver’s side windscreen and this was used to make a mould and a replacement window was made in 2000. However, there was no passenger side glass at all. The glass company made a reversed mould from the driver’s windscreen so at least there were two pieces of glass for the Handyman. When it came time for me to fit the driver’s side it was necessary to trim back some of the fibre glass in places. It was not a bad fit bearing in mind how badly the original had been damaged.”

“The passenger side was a different story.

Mick Turner, the owner of Two Plus One Windscreens in Uckfield, fitted the passenger windscreen on the Friday evening before the Wiston Rally in 2015. At the time he said that it was only a temporary fit and that he would call back at the yard later to fit it permanently.”

“Consequently, Mick spent a great deal of time trying to make it fit, but despite his expertise the screen was really the wrong shape and too big to fit the cab properly. We ended up trimming the cab so far back we were in danger of having no lip left to fit the rubber screen surround. There was also the possibility that if we had trimmed back any more we would have ended up changing the shape of the cab to suit the curve of the screen. It was time for a re-think and we eventually decided that the only realistic option was to have a new screen made although this would be expensive.”

▲ Chassis and cab bottom half repainted. Photo Bruce Barnes.

▲ Grille and lights fitted. Photo Bruce Barnes.

Making a windscreen

“The company that that had made the original screens no longer traded and so a new supplier had to be found. A new mould would be needed but this time we had a pattern to work with that was almost the correct measurements. Mick carefully marked the screen where the adjustments were needed for the new mould. I contacted Stuart Robertson at Uroglass in Bromsgrove and after discussing the requirements with him I felt much more confident he would be able to supply the correct sized screen for the Handyman. The order was placed in February 2016 but we had no date as to when the screen would be made so the lorry was rallied in the summer of 2016 without the windscreen.”

“The screen was ready for collection in October 2016, and I had taken the precaution of ordering two so I would have a spare in stock, just in case. When they arrived, it took

▲ Painted and awaiting signwriting. Photo Bruce Barnes.

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Classic restoration

▲ Rally appearance with the Viney Atkinson owned by Gordon Fry. Photo Bruce Barnes.

Mick just twenty minutes to install the new screen and it fitted perfectly. Obviously when Mick had taken the measurements for the adjustments he had been spot on.”

“With the problem of the windscreen having been attended to I can now say that the restoration of the Handyman has now been finished, although with any lorry you can practically guarantee that there will be some

▲ At Wiston Rally in July 2015 with a Scammell Crusader.

Photo Alan Barnes.

‘tinkering’ needed from time to time.”

“I am pleased with the way the Handyman has turned out and I think that finishing it in the Viney livery was the correct decision, and rallygoers who remembered the Bruton company have enabled a few more details to be added to the ‘file’. In August 2016 a chap named Jeff Cook introduced himself at the Gloucestershire Vintage and County

Extravaganza at South Cerney. He told me that his father Len, now sadly deceased, worked for W Viney Ltd and drove AYD 610B from new. He was an experienced HGV driver but Scammell still insisted that he attend a Handyman driving course, which of course he passed without any problem. In my file of documents on the lorry I now have a copy of the Scammell certificate given to Len on completion

I can now say that the restoration of the Handyman has now been finished

◄ Bruce climbs into the cab of the Handyman.

Photo Alan Barnes. ▲ Like many lorries of this period space in the cab is pretty limited. Photo Alan Barnes.

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SCAMMELL HANDYMAN

▲ Note the short prop shaft. Photo Alan Barnes.

of his course. Jeff said that seeing the lorry reminded him of trips out with his dad in the Handyman when he was a youngster.”

“In September 2016 we took the Handyman back to its old ‘stamping ground’ with a visit to the Somerset Festival of Transport, which was held at Wincanton Racecourse which is near Bruton. We were made welcome and also met up with Gordon Fry and Richard Mainstone

▲ The cab interior now. Photo Alan Barnes.

who were exhibiting the West End Garage collection of preserved vehicles. They had previously notified ex-Viney employees that the Handyman was going to be there and we were introduced to them and were able to hear many interesting tales about the company, its lorries and their drivers.”

“Hopefully more details about the history of the lorry during its working days will come

to light in the future. The hard work on the Handyman has been done and now we can look forward to many more rallies and road runs in the future.

The use of information and photographs provided by David Walker, Bob Tuck, John Fadelle, The Scammell Register and The Commercial Motor is gratefully acknowledged. v

The famous ‘squashed doughnut’ grille. Photo Alan Barnes.

The short wheelbase is quite evident in this side view. Photo Alan Barnes.

December 2017

64-69 Scammell Handyman mk11 pt2.indd 69

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Workshop

Words Words&&photos: photos: Richard RichardLofting Lofting

Cylinder honing

1

W

ith our modern throwaway society, it has come to the point where a perfectly good brake cylinder that has a slight weep is often thrown away, and a new one bought and fitted. ‘Back in the day’ it was commonplace to purchase just new cylinder rubbers and refurbish your original cylinder.

Occasionally, the cylinder may have needed the benefit of a small cylinder hone. This would, with care, remove the ridge and any fine scratches left by the actions of the seal against the wall of the cylinder.

is used in engine cylinder bores, either following a re-boring operation or to remove cylinder glaze. This gives the piston rings a chance to bed in once the glaze has gone.

But I digress. The smaller tool, used in a drill, has a flexible shaft to allow for angular misalignment, and the honing stones are fitted to a spring-loaded carrier so that a light pressure is maintained between the stones and the cylinder wall. It is adjustable, and each stone has a central pivot so that each stone can independently align in the cylinder.

Cylinder Hone

The usual scenario is that the cylinder will wear at the end of the piston stroke leaving a small but discernable wear ring in the cylinder wall. New seals will possibly seal

The ‘cylinder hone’ for brake and clutch cylinders is just a smaller and lighter version of the more familiar cylinder hone that

Alignment is not an issue as the hone has a flexible shaft.

Getting it apart is the first step. Make a note, or remember how it is assembled.

3

I cleaned out the old rubber grease and inserted the hone into the cylinder bore.

This is a Series 2 Land Rover clutch slave cylinder. It’s been on the shelf for a while and the piston is stuck in the bore.

Richard Lofting takes us through the process of honing brake and clutch cylinders.

4

2

Brake and Clutch cylinders

5

against these, but with the use of the hone they stand a better chance.

Using the hone is a simple operation, but needs to be done in the right way to get good results. It’s no good just sticking the hone into the cylinder and rotating it. To get the right finish, and to stop the stones from wearing out prematurely, they need to be lubricated during use. On engine cylinders the usual lubricant is paraffin or kerosene, and I suppose as long as you were scrupulous with cleaning this could be used on brake cylinders. However, I favour brake fluid as a lubricant in this instance. Although cleaning still needs to be scrupulous to rid the cylinder of any grit particles from the stones, using brake fluid will eliminate any problems of the lubricant affecting the

The cylinder hone. This is a small one capable of working on a ¾in bore (19mm).

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The offending bearing, after the rollers and cage have been removed.

6

9

One of three, the honing stone on its central pivot.

The hone marks should be in a criss-cross pattern.

7

The knurled adjuster, this controls the pressure on the arms holding the stones.

10

Especially if using new old stock, check the condition of the seals.

Select the size that will fit through the centre of the bearing.

8

When storing I usually put a plastic or rubber ring around the stones, otherwise the thing is a bit unwieldy.

11

Make sure that you fit the seal the right way round! Here, the left-hand face goes to the front of the piston.

rubber of the new seals. Obviously, the hone needs to be placed in the cylinder before switching on the drill, but once turning the hone needs to be pushed and pulled within the cylinder so as to get an even cutting action by the stones or an uneven bore will result.

Ok, if new cylinders are listed for your old commercial vehicle, then it is probably easier to purchase and fit, but with some of our more obscure and rare vehicles things may be a little harder, especially for master cylinders that were possibly only fitted to that particular vehicle. The World Wide Web is marvellous, and it may be possible to find cylinder service kits that abounded years ago, a quick hone, new rubbers fitted, and you are away again.

Rubber Grease

As stated above concerning oil contamination with lubricants during honing, it is imperative that no normal oil or grease comes into contact with the inner workings of the brake system.

When rebuilding the cylinders there is a special rubber grease that is available that is suitable and will not attack the rubber of the seals. It probably has many trade names, but is invariably red in colour and is known as rubber grease. It is usual to apply to cylinders once the piston or pistons have been reinserted and before the rubber boot is fitted, and the idea is to apply it to the outside of the piston to help stop corrosion at this point, as this is where the trouble usually starts.

12

Special rubber grease, ideal for use on brake and clutch cylinders.

HEALTH AND SAFETY ■ Dispose of old brake fluid properly.

■ Wear suitable PPE, brake fluid can cause dermatitis.

■ Never reuse brake fluid even though it may

13

Ease the new seal on by hand. Any tools could cause damage.

look clear, as it will absorb water from the air.

■ Be aware that brake fluid is a good paint stripper, wipe spills from paintwork immediately.

December 2017

70-72 Workshop.indd 71

71

Ê

07/11/2017 14:27

Xxxxxxxxxx xxxxxxxxxxx xxxxxxxxxx xxxxxxxxxxxxx

Xxxxxxxxxx xxxxxxxxxx xxxxxxx xx xxxxxxxxxxxx xxxxxxxx xxxxxxxx xxx xxxxxxxxx

on page 20

14

Lubricate the seal as it enters the cylinder bore.

15

Use pliers to insert the circlip if fitted.

16

Check the clip has seated properly. Now is the time to apply the rubber grease at the back of the piston.

17

The cylinder refurbished and ready for use.

18

This is a rear wheel cylinder, be careful the spring does not fly out!

20

When reassembling, the piston will need to be held against the spring while the boot is placed.

21

19

Here the seal floats at the end of the piston with a plate for the spring to press against.

Try to fit the boots without tools as you can split the rubber if you are not careful.

FINISH

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AEC MERCURY

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CLASSIFIED COUPON Make

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online heritagecommercials.com post Kelsey Media, PO Box 13, Cudham, Westerham, TN16 3WT, England

AEC MAMMOTH MAJOR

BEDFORD A TYPE LORRY

:

COMMER TS3

1964, £POA. Scammell coupling with TS3 engine on the back. Please call 07503 198216.

ERF A SERIES

£OFFERS. Restored in 2012, 960 engine, 6 speed, Durham, cab steel, new panels, new body, living accommodation. Please call 07952 339440.

MAMMOTH MAJOR MK111

1954, £15,500 ONO. Rare A Type Bedford, excellent condition, tipper body, spring tow bar, new tyres, ideal show/promotion vehicle. Please call 07977 862356

BEDFORD QLB 1971, £4,000. 8 wheeler. Gardner 150 engine, 5 speed gearbox. 21ft box body. Full air to rear.

Runs well. Cab in need of TLC and some other restoration required. Tax exempt. Ex Rugby cement tanker. Transferred by previous owner to showman’s use. Please call 01908 583121 or 07799182168.

1949, £POA. Flatbody. 8x2 rigid. Fitted with booster box new 11.7engine new clutch new tyres.

Capable of 50+mph. Please call 07745 516936.

B SERIES

MERCURY £8,000. Mech sound still being rallied, drive anywhere, recent brake check over, some mech spares included. Please call 01525 874358.

CA

1954, £11,000 ONO. Please call 07831 352656.

1980, £5,750. Unit sleeper cab, 265 rolls, mid lift axle, very tidy, runs very good. In very good condition. Please call 01524 241994.

ATKINSON ATKINSON

C SERIES SLEEPER 1963, £2,750. Pickup for restoration. Some work done. Please call 01580 24123

TK

1972, £5,500. Red historic vehicle. Please call 07768-834782 or 07836 252210, Farnborough

1960, £13,000. Leyland 350 Diesel Eaton 2 speed York 3rd Axle MOT/TAX Exempt. Please call 01789 720833, Warwickshire.

Take advantage of FREE ads for readers

1982, £POA. Rolls Royce Eagle 290. Good condition. Shot blasted with a nice coat of paint.

Dry stored since refurbished. Full Brake reline when refurbished. Interior needs a little tidying.

Just tax and drive. Currently SORN. Please call 07495 090452.

December 2017 75

Send us your AD FREE!

HC Marketplace FODEN 4000 SERIES XL

Email FREE ADS to: heritage@kelseyclassifieds.co.uk FORD, FORDSON, THAMES D900

1997, £POA. 6x2 mid-lift. Perkins 410 TX. 9 Speed Eaton. Excellent Condition. Tested until Jan 2018. Please call 07971 284644, Cheshire.

.LEYLAND BEAVER

1933, £POA. Earls court show model. The most original wagon you will ever come across. Runs excellently. Please call 07759 330839.

S21

O TYPE

196, £OFFERS. 150 Gardener 12 speed box 56 mph .Fully fitted out, living inside body professional. Please call 07919 414793, West Yorkshire.

S36

1969, 50,999 Miles £15,950. This very nice 8 wheel flat, powered by a Gardner 180 engine, Foden air change 12 speed gear box, Foden back axles. Vendor states it was restored by a Mr Carter at an expense of £40k over the last few years.

Taxed and MOT until June 2018. Please call 07768 640760.

S104

1972, £2,000. Short wheel base tipper. 6 cylinder Ford engine. 6 speed transmission, including crawler gear. 14.5 tons gross weight.

Some welding required to cab but very sound for age. Original Ford speedometer. Very short and strong aggregates tipping body. No longer than a tractor unit. Formerly Bosworths of Peterborough.

On farm use (off highway, no road salt) since early 1980s. Straightforward restoration. Starts and runs. 07778 048 770, Lincolnshire.

E83W

1955, £5,900. Original Ford built, builderstruck wooden sided road going vehicle. But cab and engine bay stripped for painting, no rust, no welding required. Please call 01473 652619.

FORD MODEL A

1922, £POA. 40HP. Petrol. Maroon. One of 8 Chassis ever made, only known surveyor. Great history by the Leyland museum. Please call 07759 330839.

QH6

1929, £POA. Petrol, 35hp. Excellent running order. Shell mex, London, tanker lorry. Worked in wakefield road, Leeds as an oil tanker until 1968 then e coles of Leeds, well known historic vehicle preservers. Converted to drop side tipper as featured in truck magazine September 1975.

Please call 07815 513325.

FE1

1991, £2,500. Diesel Needs Restoring Cummins 250 4 Wheeler Flat Lorry 17,000 Gross Weight Barn Stored for Last 15 Years Non Running. Please call 07730 050492

76

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1928, £22,000. 10cwt Van, R,H,D 24.9 hp, new and old style logbooks, original reg, totally original, excellent condition. Please call 07850 353155.

South Northamptonshire

£POA. Reg: rl 5443 cylinder: 6648cc. Rebuilt as a flat bed lorry in the 1990s. Runs very well.

Sensible offers. Please call 07759 330839

online heritagecommercials.com post Kelsey Media, PO Box 13, Cudham, Westerham, TN16 3WT, England

SCAMMELL SCAMMELL TRUNKER

£18,000. 220 rolls AEC gearbox this lorry as had lots of money spent on it in the last twelve months including a total cab rebuild and revealing repainting and the box body repainted new stainless exhaust silencer made for it ring for details. Please call 07805 039684.

THORNYCORFT SWIFTSURE

1956, £10,000 ONO. Rallied north of the border since 1990, needs attention, with a new owner. No tax, no mot or vat. Drive away. Please call 01555 893465.

TROJAN PERSONNEL WAGON

ALL OTHER MODELS 5 X 813 CARGOS

SERVICES DAVE ALLEN TRANSPORT

Ring for details. Collection/delivery to and from shows/sales tractors, agricultural machinery, plant, commercial and military vehicles etc. Winch for non-runners.

Large or small equipment moved. Short notice, evenings/weekends no problem.

Fully insured. www.daveallentransport. co.uk (T). Dorset. 01308 868741 or 07798 845112.

REPAIR SERVICE

1955, £7,000. Perkins P3 engine restored 5 years ago. All brakes have been renewed, 5 new tyres. MOT tax exempt. Please call 01989 762429.

£1,500 THE LOT. For restoration, spares or repairs. Please call 01939 233434, Shropshire.

HYDRA 12T/120 1968, £7,500. 4x2 crane. In good working order.

Recon box and new clutch. 3 owner. Please call 07940 504622.

INTERNATIONAL D2 PICKUP

COMMERCIALS WANTED MORRIS MINOR VAN 1954-1972, £WANTED. Low mileage if possible. Distance is no object. Please call 07745 470706, Blackpool.

SHEPHERDS CABIN

WANTED. Any condition please.

07742058487

ATKINSON SILVER KNIGHT/ BORDERED WANTED. Any condition considered for refurbishment or braking, prefer Gardner engine.

Please call 07880 740638.

Ring for details. Servos and HydroVacs, some models off the shelf in exchange, new leather diaphragms available. Ring to discuss your requirements. Collection Service available. CLASSIC SPARES: ian@classic-spares.co.uk. Devon. 01626 891645.

PARTS FOR SALE 2 FODEN CABS

AUSTIN K8

WANTED. Three way van for restoration or Ford 7V for restoration. Please call 01782 517278

BEAVER TAIL TRUCK

WANTED. 3500 kg. ith 1500 pay load. Please call 01246 864281

CA VAN

WANTED. Bedford CA Van or Work Bus, in good condition, top price paid. Please call 01722 710459.

CF AMBULANCE 1938, £12,000. Very good condition, drives as should, starts on the button and converted to 12 volt system. Original International engine. Please call 01440 785473

WANTED. Bedford CF Ambulance in good condition, colour white body fibre glass or Ford transit MK2 Ambulance. 07594 819 490

FODEN S21

1950, WANTED. 2 stroke, 6, 8 wheeler. Notts.

07701 280077.

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£POA. One Sleeper / One Day Cab. Please call 07730 050492.

December 2017 77

HC Marketplace 3 10X20 TYRES ON SPLIT RIMS

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Email FREE ADS to: heritage@kelseyclassifieds.co.uk GOODYEAR 12.00-20 NYLON 14 PLY RATING BAR GRIP MILITARY TYRES

£POA. See photos no reasonable offer refused.

Please call 01995 606521 or 07523503296.

11/22.5 TYRES £50-£80 EACH. Goodyear, Continental as new, no cracks, on 10 stud wheels. Please call 07958 163805.

0813 TIPPER £10. Breaking for spares. All parts good except for cab. Some D 800 spares. Two AEC. Injection timing tools. Each. Please call 01795 521 360

1,000 GALLON TANK UNDER COVER £350. With flow meter. Also Leyland springs, brand new for old Leyland. Offers. Yorkshire.

Please call 07969 992979.

AEC 505 ENGINE

£POA. Average condition for age. Some marks present but more than usable for a classic commercial or military vehicle. Please call 07767 424197, Gloucestershire.

LEYLAND DRIVE DIFFS £POA. 6-9 ratio, some half shafts & hub reductions, reconditioned starter for 411/TL11 windscreen for lad cab. Please call 07528 326867

VOLVO ALUMINIUM FUEL TANK £200. Please call 07774 073190.

VOLVO ENGINE

£POA. Cab doors, grills, prop shafts. Many other parts. Please call 01892 653992. /07555 237708, East Sussex

MICHELIN RIMIX XZY 11 R X 22.5 TYRE £POA. Fully reconditioned by Volvo. Please call 07860 271214, Staffs.

VOLVO FH VERSION 1 AIT KIT

ATKINSON MK1 PARTS

£100. Please call 07774 073190.

£POA. 2 Speed axle, springs, handset front axle, steering box, 5 speed David Brown gear box, clutch + pressure plate to suit, gardener engine, split rim wheels and other parts available. Please call 07846 953404, Devon.

VOLVO FL10 VISOR

£125. Please call 07774 073190.

AUSTIN K4 MUDGUARD BEDFORD GRILLE

1990, £500 OVNO. Day Cab. Ex-1990 lorry.

Good, solid cab. Doors and glass present. Most interior panels and switches in place. Electric windows. Please call 07778 048 770, Lincolnshire

MERCEDES 24/21 PARTS

£110. Set of NOS injectors. Reconditioned in 1980s with original nozzles etc. HQ been dry stored. Bagged in dry conditions 6. Free postage.

Please call 07922 953439.

£75. Genuine rear mudguard, old stock 1950’s.

Part No. 21H128. Please call 01706 229845.

SCANIA 93H CAB

£90. Please note this tyre has never been used.

Please call 01995606521 or 07523503296 Lancashire.

LITERATURE & INFORMATION FOR SALE AUSTIN A40 SERIVCE MANUAL

MORRIS LCS PARTS

.1957/1963, £40. Issued Dec 1957 by the Austin motor Co Ltd. Please call 01782 316943, Staffs.

1940, £80. Radiator front grille with badges and headlamp shells. Usable condition need blasting and painting. Please call 01706 229845

78

Heritagecommercials.com

1950/55. 3 rads, 4 plus more wheels & 650 x16 tyres back spring brake drums & other bits. Please call 01443 204063 OR 07974 938155.

COMMERCIAL MOTOR’ MAGAZINES

£POA. From 1962 to date, almost complete set.

01708 551542.

online heritagecommercials.com post Kelsey Media, PO Box 13, Cudham, Westerham, TN16 3WT, England

DAF 95 SERIES HANDBOOK £10. Please call 01423 709175

FODEN MAINTENANCE MANUAL

CORGI FORD H 1138 CAB AMERICAN CAR TRANSPORTER

FULLY RESTORED 1ST TYPE FODEN MODEL

£64.00. Excellent condition complete with 4 dinky cars Studebaker ,Mustang Thunderbird, Corvette displays very well. Please call 07786 385415

£300. 503 Dinky nice model. Please call 01588 692762

£50 Can post. For 6 x 4 G.S. DG6/10. Very comprehensive instruction book that covers the dismantle and re-assembly ofeverything from Gardner 6LW to electrics. Plenty of informative drawings. Lincs. 07966 436171.

HERITAGE COMMERCIALS, C+VC, CLASSIC PLANT, CLASSIC TRUCK AND VINTAGE ROADSCENE 2016-2017, £POA.. Please call 01427 616917, Lincolnshire.

HUNDREDS OF TRUCK MAGAZINES, CLASSIC & MODERN

CORGI 1142 FORD H CAB HOLMES WRECKER

JOB LOT OF DIE CAST SITE VEHICLES

£OFFERS. Buyer to collect. 07899 011861, Dorset.

CRAFTS & MODELS FOR SALE CAR MODELS £POA. Excellent near mint with mechanic figure.

48.00inc p+p. Please call 07786 385415.

CORGI 1137 FORD

£30 inc UK P&P. Road crane, cement mixer, log carrier, snow plough truck, flat truck with dozer.

5 trucks in all most in vgc. Merseyside. 01744 637052.

SCAMMMEL SCARAB

£10. Unsuitable for children, 2 promotion diecast models by Persil. Please call 07982 969059.

CAR MODELS £65.00 inc p+p. Excellent n/ mint condition in original box with mechanic figure box end flaps missing. Please call 07786385415

CORGI GIFT SET

£3,500. Hand built approx sizes are based on a 4” model. 8ft long 25” wide 28” high. Electric motor good runner. Please call 01803 411097.

SCAMMEL SCARAB

£7.50. Fordson 7v mint condition original box, guy vixen, mint condition original box. Please call 07982 969059.

CORGI DIE CAST PRIESTMAN SHOVEL

£79. P+P. New, unused and the in box. Please email barrielamb14@ntlworld.com

£40.00 inc P+P. 12 chipperfields crane truck + circus cage trailer with lions excellent condition v minor paint chips. Please call 07786385415

Take advantage of FREE ads for readers

£3,500. Hand built approx sizes are based on a 4” model 8ft long 25” wide 28” high. Electric motor good runner. Please call 01803 411097.

December 2017 79

COMMERCIALtrader the place to buy and sell BOOTS

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5th, 6th & 7th May 2018

Final word

Words: Bob Tuck Images: Bob Tuck collection

WISH YOU WERE HERE

▲ I love this wrinkled view of the A6 over Shap in the sunny days when it was the main road.

Many old readers may recognise who the operator is of the ERF 8-wheeler but as well as that, HC Editor Stephen Pullen really wants to know this company’s nickname – and the reason why they were given such an oddball moniker.

With the announcement that one of the UK’s largest postcard manufacturers is set to close, Bob Tuck looks at the demise of this long-standing method of communication. And he wonders if it’s something we’ll regret when it’s gone.

I

t was one of the fi rst things you did whenever you went off on holiday. Go down to the local card shop; pick up a selection of views; scribble off a few words to the nearest & dearest saying how much we were enjoying ourselves and then get them into the post. You had to do that quickly because if you waited a bit, you could often be back at home before the cards got there.

However, the news that J Salmon - the UK’s largest post card manufacturer - is set to close at the end of 2017 underlines

the fact that we are now sending just 25% of the cards we used to. Of course, now it’s a lot easier to send a text; send an e-mail; use all sorts of apps on your ‘smart’ phone or electronic gizzmo to convey the same ‘wish you were here’ message (often for free). In fact, you can

▲ Ravenglass & Eskdale Railway is known locally in West Cumbria as ‘Lal Ratty’ – River Mite is the engine at work.

often use Skype or Face Time to talk direct to those that are still at home so no wonder that many of us don’t think about sending a postcard anymore. But is this something we might all regret?

The reason I ask is because I recently came across a few old cards that had been stuck into a scrap-book (does anyone else still keep them). I have other ones in various folders as I like the view they show and quite honestly, they seem too good to throw away. Before I got a decent camera, buying post cards was always a great way to pick up good shots of where you’d been.

I’ll discuss digital photography at a later time but while postcards could be slow – and relatively quite expensive to send – they were always a tangible reminder of a happy memory. Yes, while those e-mails; texts; What’s App missives and the like gradually disappear into the ether through their respective junk mail folders, the trusty post card will still be lying in the back of the draw. And as the ones I’m showing you now, they will still be available to be scanned and used digitally whenever you like.

I am aware that very old postcards can be fairly valuable and their collection does have a huge following. And while the Royal Mail may have shot themselves in the foot by not retaining say a far cheaper postcard rate to encourage us to keep sending them, we let their use go at our peril. You have been warned. v

I recently came across a few old cards that had been stuck into a scrap-book

▲ Great view showing how Sphinx Rock in Wasdale got its name.

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Heritage Commercials Kelsey Media Cudham Tithe Barn Berrys Hill, Cudham, Kent, TN16 3AG EDITORIAL Editor: Stephen Pullen Email: stephen.pullen@kelseymedia.co.uk Art Editor: Philip Silk Contributors: Bob Tuck, Alan Barnes, Ed Burrows, Mark Gredzinski, Dave Bowers, Bob Weir, Richard Lofting, Dean Reader.

Next month

On sale December 15, 2017.

BRIGHTON BELLE

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It was back in 1983 when Fred Smith happened upon NTW 210. In thinking the weathered fourwheel tipper was perhaps worth saving, it wasn’t until he subsequently took part in the ’85 London to Brighton Run that he realised he owned an extremely rare slice of road transport heritage. Bob Tuck heads to the depths of Essex to drive the only Proctor which is known to have survived.

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The AEC Mercury was one of the most popular commercials of the Swinging Sixties.

Bob Weir went to Aberdeenshire to meet Ken Cowie, and 556 UYU.

DEDICATED FOLLOWER OF ROTINOFF Paul Hancox may have started his hobby as being a road transport enthusiast but the passage of time has seen him evolve into a highly respected heavy haulage historian. And when it comes to anything relating to Rotinoff then his expertise travels all round the world.

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