2008 March vmvc - Victorian Military Vehicle Corps

Captured U.S. Army Duster anti aircraft tank. Hue, The Citadel South Vietnam 2008
Victorian Military Vehicle Corps
Office Bearers
President: Bevan Fenner – (03) 59443937
117 Split Rock Road Mob. 0438 362 027
Beaconsfield Upper. Vic. 3808
Vice president: Graham Jacobs – (03) 94672001
Secretary: Gordon Edwards – (03) 93768208
PO Box 1209
Kensington 3031
a42ausjeep@hotmail.com
Treasurer: Ray Edsall
160 Yan Yean Road
Plenty Vic. 3090
redsall@hotmail.com
Committee Members
Don Ashton – (03)59624587
Russell Hughes – (03)56296042
Ian Eddy– (03)97784097
Vehicle Inspection Officer:
Lionel Smart– (03) 9758-2748
15 Lightwood Drive
Ferntree Gully.
Vic 3156
Lionelsmart@hotmail.com
CO-OPTED MEMBERS
Editor:
Gordon Edwards / Russell Hughes (contact details above)
ANZAC day Co-coordinator:
Jim Harris
PO Box 70
Romsey 3434
Quartermasters:
Jan and Ron Readings
Phone– (03) 9801-0838
AOMC Delegate;
Bevan Fenner – (03)59443937
Catering Officer:
Ian Eddy – (03) 97784097
Librarian:
Euan McDonald – (03) 94391187
Meetings held at Rats of Tobruk all, 44 Victoria Avenue,
Albert Park the first Tuesday of the month 8pm. On meeting
nights. Hall phone number, emergency only contact (03)
97784097. No meeting in January.
Official VMVC Website: WWW.VMVC.NET
Members Help and Technical Information
If any members are restoring, repairing their vehicle, need or
technical advice or seek information on where to obtain parts
or any other advice for their vehicles. Please, do not hesitate to
send your enquires for insertion into the newsletter. Include a
name and contact address and number.
Notice: Editors will only accept for sale and wanted ads, trip
reports in the usual way. All other correspondence to the
secretary, please. Closing date is the 20th of each month
Reminders for CH Vehicles
To legally retain your CH Permit, and to lawfully drive your
vehicle on the road, you must be a current financial member
of an association under AOMC and Vic. Roads rules and
regulations. It is therefore advisable to renew your club
membership by the due date. Please carry your receipted Vic.
Roads Club Permit Certificate plus a club newsletter or a
current permit with you on all outings. If not, you may be
booked for illegally driving an un-roadworthy and
unregistered vehicle – L.Smart. Vehicle inspection officer.
Disclaimer
The statements and opinions expressed in this newsletter are
not necessarily those of the members of the Committee of the
Victorian Military Vehicles Corp Inc. We don not take
responsibility for any statements, advertisements, notices,
letters or opinions that are published. Such are published at
the risk of the contributor who accepts liability for any intended
publication. Writers of articles provide their suggestions as
general information only and accept no responsibility if you
choose to follow-up their suggestions. All contributors agree to
indemnify the publisher and warrant that the material is
accurate and is neither deceptive nor misleading, in breach of
copyright, defamatory or in breach of any laws
Committee Meeting
11-2-08
R.Edsall, D.Ashton, I.Eddy, B.Fenner, R.Hughes,
G.Edwards, G.Jacobs.
Meeting commence at8:00pm
1. Packaging of the monthly newsletter
Which is the most efficient way to package the
newsletter, folded and stapled, envelopes or
plastic wrappers? Envelopes cost $515 per year
for 5,000 envelopes or enough for 11 months.
Calculated at 265 copies of the newsletter being
posted. Consensus was that compared with the
cost of printing and postage the envelopes are a
minor item, but do speed up delivery.
2. Annual subscription fees. It has been a long
time since the subscription fee for the club
has been increased. Although we have a
satisfactory balance in our bank account but
we operate at a loss each month. Compared
to other clubs our fees are very low.
Currently they are $12.50 concession, $25
full fee. The club needs to ensure that it
always has monies available for club
insurance, hall rent, AOMC fees and the
newsletter. Without this we could not
operate as a club. Therefore it was resolved
in the meeting that the fees should be
increased to $20 concession and $40 full fee
at the end of the financial year.
3. The quartermaster has requested permission
to order supplies of hats, badges and
pennant flags. Carried and approved.
4. Treasurer’s report, it was resolved that the
treasurer will give a report from the minutes
of the previous meeting and an up date for
the current month.
5. Trip committee, needs revamping younger
members should be encouraged to help plan
and organise events that interest them.
6. Resolved that there should be 4 meetings of
the committee each year.
7. Club membership list, names and contact
details to be published in 3 months time.
Pg 2
Minutes of VMVC Inc. A5955 General Meeting held at
ROTA Hall
5-2-2008
Meeting Opened by The President at 8:00 pm
Apologies: J. Harris, J. Chapple, B.Watt
Members present: 35
New Members: Nil
Minutes of previous general meeting:
Accepted: B. Brown Seconded J. Reading
Business arising from previous meeting
Nil
Correspondence in:
AMVCS Newsletter
Convoy for Kids
LandRover Aust
Reserve Forces Day
Vic. 4wd show 2008
Olive Drab
Shrine of Remembrance
LandRover 60th
The Monitor
Tobruk House
AMVCS Nov.
Jeff Dodge Payment
C. Parlo Membership
Command and Recon.
Yea Autumn Festival
Olive Drab
Kindred organisations and unit associations.
Correspondence Out:
Permits
Membership applications
Registration renewals
Accepted D.Ashton Seconded D.Bailey
Treasurer’s Report
Balance
$5,510.18
Receipts
0
Less Postage & printing $477.63
Balance
$5,032.55
Balance at 5-2-2008
$5,032.55
Accepted D.Bailey Seconded R.Reading
AOMC Report
Nil
General Business
L. Smart informed the club of the sad passing of
club member John Chapple’s mother.
NEVER FORGOTTEN
Condolences to our long time member
John Chapple
whose dear mother, Olive Chapple, in her 99th
year, late of Korumburra, passed away on Sunday
3rd. 2008
She will be sadly missed by all mate .
Cheers,
Smardy
L.Smart: There has been no up date in regards to
changes to the CH Plate system.
E. McDonald: Why was the RACV canvassing ope
top vehicles for ANZAC during the Great
Australian Rally? (Apparently they have finally
realised that the Diggers don’t want to locked away
in a Sedan).
Reports On Past Events
D.Ashton; Great Australian Rally 9 vehicles and 2
bikes from the club in attendance. We were given a
great spot to set up the vehicles, asked to come
along again next year. Good day had by all.
G.Edwards; Australia Day, in the park. Lots of
Jeeps and club members who made their way in just
to enjoy the day. Some questioned whether the Big
Day Out Music concert really went with the vintage
vehicles.
Coming Events
E. McDonald; Gave an up date on the progress in
Corowa organisation. A new President and
organising committee has been elected; things are
well underway in preparation for the tracked
vehicles. Check their web site for up date of details.
Sales and Wants
(I have moved some of these to the sales and wants
page.)
Spotted; ’74 Japanese CJ Jeep Korean war vintage
built under licence. Frankston Car Yard
Wanted Ian Austin is after the ribbed floor panel
for an Aust. No. 4 Trailer. He also has Jeep Trailer
Data plates for Sale.
Wanted old pictures of Corowa Jan Thompson is
putting together a book on the event , can be
contacted on the Corowa web site.
Change of Address
Graeme Stephens in WA here could I also inform
you of my change of address,
after 20 years in Kalamunda moved to
733 McKnoe Drive, Morangup. WA 6083
The Meeting Closed at 8:40 pm
ANZAC DAY FRIDAY 25th April 2008-02-10
REGISTRATION FORM
Post this coupon to Jim Harris PO Box 70 Romsey
3434
Name------------------------------------------------------Address---------------------------------------------------Phone -----------------------------------------------------Vehicle Make--------------------------------------------Seating Capacity (Including Driver)---------------Preferred Unit (Where Possible)--------------------Please Note; No Weapons carried on your person
or vehicle. Jim Harris can be contacted on
54296255
Pg 3
March 2nd 2008 Sunday
th
RACV Classic showcase open to all vehicles manufactured in England and
Europe. Flemington Racecourse Nursery car park. (Melway 28 H12) Gates
open *:30am Entry $10 Vehicle Further enquiries 03 98900524
Meeting Tobruk House 8:00pm
March 4 2008 Tuesday
March 9th to 16th 2008
March 15th Saturday
March 16th 2008 Sunday 2008
March 21-23rd Easter.2008
APRIL 1st 2008 Tuesday
APRIL 6th 2008
Albury/Wodonga
April 6th 2008 Sunday
April 19th&20th 2008 Sat. &
Sun.
April 19th & 20th
April 20th 2008 Sunday
April 25th 2008 Friday
May 4th 2008 Sunday
May 18th May 2008 Sunday
Corowa Swim In: Reference December newsletter for application form and
details.
Lara Heritage Festival. Static display and street parade Contact Frank vella
for more details. 0415-593992 or 52531515
Yea Autumn Festival
Vintage cars, craft stalls, home produce, art and craft, Live music.
Further details call Lyn Bryant 57971623
th
Land rovers 60 Birthday Cooma web site www.landrover60.com.au
Meeting Tobruk House 8:00pm
The Rotary Club of Australia are planning an Air show that also coincides
with one of the local car club’s car show on the same date, it has been decided
to run the two events together
WO2 Darrin Wright
Ph: (02) 6055 4394
American Motor Show Flemington Racecourse Nursery Car park Entry Via
Epsom rd. (Melway 28 H12) www.aomc.asn.au Tel. 98900524
Any Local or Country RSL ANZAC Day March
Como Gardens Open Day Main Day Sunday, although camping OK on site.
Space for 10 or 12 vehicles.
Melways Page 65 J 7
Contact D.Ashton 59624587
Yakkerboo Parade Pakenham assemble at Ahern Park at 10 am. The
entrance to the park is via the Pakenham Racecourse, racecourse road. Make
your own catering arrangements. Parade starts at 10:00 am.
Contact Russ Hughes 5629 60042
ANZAC Day march Melbourne City CBD .Plus, any other local or country
venue. Important ;please make sure that Jim Harris has received your notice of
participation before the event. Meet at Flinders street, Western end.
VMVC Swap meet.117 Split Rock Rd. Beaconsfield Upper Melways map
211 D 11. From 9:00am on wards BBQ provided. Bring all your goodies or
just your money to this premier event.
National Motoring Heritage Day Contact; www.motoring.org.au
Pg 4
Wanted; Kingston Council is currently restoring two short 25 pdr field guns, due to the poor state of the guns
we are looking for any parts off a 25 pdr. Please contact Alex McPherson Tel. 9581 4342 of E MailAlexander.Mcpherson@kingston.vic.gov.au
For Sale Ten Bren gun carriers all incomplete, some good hulls, some with tracks. Prices range from $1,500 to
$3,500. Contact J.Belfield 03-97968216 up till 9:00pm
For Sale; 1. Reproduction Grille badges; CMP Blitz – Ford and Chev, Dodge ½ Ton and early ¾ Ton WC
Vehicles, Dodge- CCKW, Studebaker US6.
2. Dodge weapons carrier rear floor strips complete sets reproduced in galvanised steel ready to paint and fit.
3. Land rover series 3 FFR side antennas mounts now available. Exact reproductions, etched and primed, ready
to paint and bolt on.
4. White scout car seats – Reproduction currently in development for several members. Further orders may help
to reduce costs per unit. Please call if interested.
5. Essential reference books reproduced. DMV pictorial listing of all vehicles in Aust. Army service. 1942,
from motorcycles to AFV’s ; Lots of detail of various body configurations used on production and modified
civilian vehicles.
AR 850-5 1942; this is the official US Army directive for marking of vehicles and equipment. No WW2
military vehicle enthusiast should be without it!
6. Vehicle marking stencils made to order. Removable, adhesive masks, which enable you to paint your
vehicles marking in the correct manner.
Please call for details; any of the above items available by freight or Australia
post, or I can bring your orders to Corowa. (March 10-16) Mike Edwards PO Box 807 Castlemaine Vic 3450
Tel. (0427)840258.
Restoration Engineering Service s specially for military Vehicles; Mechanical, electrical, panel and trim.
Complete servicing and vehicle check over. RWC preparation. Repairs and refurbishment. Total vehicle strip
down and rebuild. Component restoration or remanufacture. Convenient central Victorian location, or on site
service if required. Over 30 years restoration expertise. Highest quality at reasonable rates. 117 Mike Edwards
PO Box 807 Castlemaine Vic. 3450 Tel (0427) 840 258
WANTED I am in Perth and looking to get involved in a WW2 Vehicle club and hopefully purchase a Jeep but
I have no idea where to look or who to contact. If you could help in any way it would be much appreciated.
thanks
Samuel Lieblich
lesbo@iinet.com.au
HELP My name is Michelle Small I live in Devon in the United Kingdom. My husband and I have recently
bought an Australian 1940 dodge D15 which we are in the process of trying to get back on the road. The car
was the one Lang and Bev Kidby drove from Jordan to the UK for the D Day tour in 2004. We have just found
on the internet an article written by Neil Wain about a 1941 Dodge would it be possible for you to forward our
details to him or anybody that could help us with information on our car. We are having trouble with rubber
seals etc. But most of all would like as much information as possible about the Adelaide body company and
markings for it. Alec and Michelle Small Holme Lea Fruit Farm Tower Road Honiton Devon EX14 9TW
For Sale; 1942 Triumph 500cc Motor Cycle. Original Condition. Going. $5,000 J. Skepper Tel. 0411408475
jskepper@netspace.net.au
For Sale CJ6 Toyota Korean war vintage, goes well $500 to $1,000. located in the Portsea area
Contact J. Skepper
Wanted US “Dutch” 37mm anti tank gun parts, rounds, ammo cases, etc. Any thing considered.
Contact Gino Di Tella 0411 232 661
Pg 5
Sell Dodge WW2 photo book $25 and MS 49-52 aerials $120.
Ray Edsall
For Sale; Ex Secretary and Editor Des placed the following sales and wants
1. Set of Four books published by the Aust. War memorial, Canberra; Active war service with Australia in the
Middle East, 1941. Foreword by T. Blamey, colour pictures. The Australian Army at home and overseas 1942.
On Guard with the volunteer defence Corp, 1944. The RAAF at war, 1944. Best Offer.
2. Wanted; For Chev Lend Lease Truck; Stake sides, including steel corners, horn button assembly, inner door
linings, seats, windscreen winder handle. Or Leads to same (Or truck).
3. Wanted For 1943 GMC 6X6; 10,000 lb. winch, Gar-wood type 2U512, Heil. Type 125G or type 125GI,
winch cable guard or leads to same.
4. For Sale, 1945 Chev Truck. This vehicle has done approx. 2,000 miles since being re-built 17 years ago and
except for a short time has been sheded since. Engine reconditioned by mechanic owner. Other work includes;
brakes, wiring, mechanicals, bearings, paint-khaki, new tarpaulin bows. Work now required; paint and tray bed.
The truck is complete and comes with some spares, including tyres and wheels. Engine number V62610P.
Reluctant sale $4,700.
5. For Sale Instruction manuals, C. 1966 (restricted) for elec and mechanical engineering and modifications to;
IHC 2 ½ Ton winch, IHC 5 ton winch, IHC 5 Ton 6X6, ½ Ton Mech. Mule, GMC 6X6 front spring hangers
and wheel BRG Tube spanners, Chev Truck; Bumper bar, new, C. 1940, dome top piston, pin assembly. .0200
size C. 1940’s., Cylinder head for short side cover engine, new C. 1950’s. Tyre:6.00 X 16, 185 SR X 16,
205/70 X R14 913) Full Tread, Various WW2 vehicle manuals, various WW1 items, WW2 Jeep rear axle
housing with very good diff, WW2 Jeep Bell housing plus many bits and pieces including mech. Arm stamped
DD, 53/4 blackout head lights new. Best offers
6. For Sale; set of manuals in very good condition, MB-C1 (1942) maintance manual for chev cmp vehicles, 15
CWT to 3 ton. MB C2 (1943) Maintance manual for Chev CMP trucks 15 CWT to 3 ton RAAF publication.
Driver’s handbook (1945) hand book for chev CMP vehicles 15 CWT to 3 Ton. Issued by CIC AMF HQ. Best
offer.
All Sales and wants 1 to 6 Des 56 292929
For Sale; 1942 GPW Jeep Full Rego PGL 522 Amphib engine GPA9474, runs well, but needs body
restoration lots of spares. Front and rear axles complete. Gear Box. Transfer case. Steering box. Axles. Grills.
Brake drums. Brake shoes. Tins of nuts bolts etc. Hood side curtains. Doors. $8,000 the lot. Phone Keith
Gardiner (03) 556-28638 10 Anthony St Warrnambool.
For Sale 1951 USA Field telephone AN/GRA 6 Good condition, bell works, comes with a carry bag and
operation manual. $160 ONO Contact Frank Vella 0415-593992 0 or 52531515
VMVC Committee Meets By Russ Hughes
Members of the VMVC committee were summoned to a meeting at “Favios – on Victoria St.” In Albert Park
by President Bevan Fenner on the evening of Tuesday 12th Feb. Once the pizzas and cappuccinos were downed,
some tough decisions on the Corps finances were taken by the committee, and other aspects such as the
newsletter, upcoming trips and the ROTA Hall were also discussed. All in all, a useful meeting and President
Bevan has requested that similar meetings take place on a three monthly basis.
A sad footnote to the meeting was the news that one of the VMVC’s original members John Cicialli passed
away after a short illness.
John retired to Loch Sport after selling his two Jeeps, one of which I bought as my first venture into military
vehicles back in ’96. John happily trailed the Jeep to Balidon Farm, Nar Nar Goon and my dealings with him
were only of a cheerful, pleasant nature and I am saddened at his loss.
New Members; the club welcomes the following new members to the club hope to see you soon at an event.
Graham Arkle
Carlo Paola
56 Whitcombes Rd
Lot 1 Wilson Avenue
Drysdale
Elanora Heights
3222
NSW 2101
Tel 0403072329
0417 225 909
Pg 6
Trip Report.
Vietnam and Cambodia.
By Gordon Edwards.
They say all things will come to pass. This is
certainly the case with our family holiday to
Indochina. If some one had told me when I was 18
that I would pay to go to Vietnam I would have
laughed in their face!
Any how, we arrived in Ho Chi Min City just before
Christmas and were immediately struck by the sheer
numbers of people and the pollution. The airport still
has lots of reinforced concrete aircraft hangers from
the war.
We did the normal tourist tours of the old
presidential palace, war remnants museum and then
off to Nha Trang, Da Nang, Hue and eventually
Hanoi. Da Nang was once the largest airbase in the
world and is still an active commercial and military
field.
very good condition. I think any self respecting
resort has at least one to ferry the tourists around.
When we were in Da Nang I paid a hire company to
take me for a ride in a Mutt, we drove around the old
base and to a military museum that had the standard
fragments of shot down B52’s.We then went over to
China Beach the famed R and R destination for the
GI’s.
The Mutt hadn’t run in a while and it needed a bit of
a push start to get it going. It was a comfortable
vehicle to ride in, remarkably similar to the MB
model. My driver told me that his Mutt had been
auctioning by the Vietnamese government and the
going price was $ 2,000. U.S. They are notorious gas
guzzlers and are not a practical vehicle for an
ordinary Vietnamese.
Cambodian workshop, every thing done on the ground.
Me, with a MUTT China Beach, Da Nang
Through out Vietnam there were lots of ex U.S.
Army vehicles still in use, Vietnamese society as a
whole seemed very industrious with small
workshops and garages throughout the country
where vehicles were being repaired and assembled.
Probably the low wages explains why there are so
many old vehicles on the roads.
As I said previously there are hundreds of workshops
throughout Vietnam and Cambodia producing and
maintaining these vehicles. When we arrived at Siem
Reap in Cambodia I made a bee line for the war
museum, which had lots of wrecked Tanks and small
arms, ’Cat” the care taker (He got the name because
he had been shot and mined so many times, yet
survived) was happy for me to handle the assault
rifles and rocket launchers. We also visited a jeep
workshop where a number of ex-military vehicles
were being constructed.
Rambo lives!
The most numerous ex military vehicles that I saw
were M 151 Mutts; there were dozens of them all in
It was a hectic 3 weeks and I was glad to be back in
Australia to relax and breathe the clean air.
Pg 7
Trip Report
Australia Day 2008
Treasury Gardens
By G. Edwards
Perfect weather for Australia Day. We had an
excellent turn out of vehicles, 14 in all and lots of
members came down just to admire the vehicles and
catch up with old mates. There were of course the
normal blunders and breakdowns. Once we had set
up in the gardens most members toured the displays
and then settled down to a picnic lunch.
Euan McDonald's Blitz
Graham Jacobs Jeep. Radio and 30.Cal
There was a marked predominance of Jeeps this
year, although fortunately some members had
brought their trucks and motorcycles. Due to filming
commitments for, ’The Pacific” some of the Jeeps
had been resprayed creating an interesting range of
jeep impressions.
US Navy Jeeps from, "The Pacific"
The Jeeps from the Far East were in attendance all
in their new US Navy colours, I was instructed in the
reasons why some were a light blue and others a
darker hue. The light grey being shore based jeeps
and the dark ship based.
Alf Brooks BSA Motor Cycle
D.Bailley
Dodge Weapons Carrier
G.Jacobs
Jeep
B.Brown
Jeep
A. &B. Brooks
Jeep & BSA Motorcycle
P.Riffel
BSA Motorcycle
A. McAllister Navy Jeep & Trailer
A. D’Argiville Jeep Navy
Navy Jeep
G.Edwards
Jeep & Trailer
E.McDonald Blitz
R.Geddes
Jeep
G.DiTella
Jeep, Marine, Green, Semper Fi!
D.Ferness
Nash Staff Car
Gino's Marine Corp Jeep
One noteworthy individual I met was member
number 1 Bob Lewis who introduced himself to us.
He still has his jeep and trailer but admitted he
doesn’t get around in it as much as he did, when he
was a young bloke. I made him promise that he
would write a story about his experiences for the
magazine. (Still waiting Bob)
Pg 8
‘Jerry built to last”
By Russ. Hughes
Since taking delivery of the VMVC filing cabinet
from Lionel, a few interesting old articles that may
or may not have been published in the newsletter
have come to light. This one is about of the most
useful items to be found in the rural garage or shed
that adorn so many of our vehicles… the humble
jerry can.
Actually, the jerry can’s not so humble. It was
developed by the Germans in great secrecy, for the
Blitzkrieg of 1939. Hitler knew that a crucial link in
moving panzer divisions with their various combat
vehicles was fuel supply. A small container was
required that could be moved safely and efficiently
around the battle zone by trucks, yet could also be
carried and poured by hand with minimal losses and
leakage, evaporation or spillage. If it sounds
straightforward, consider what went before: unwieldy 5 or 10 gallon drums with friction sealed
mouths that required a wrench to open and funnel to
pour.
The German can, by comparison, was a master piece
of elegant design. With a capacity of 20 litres (5.28
USA, 4 Imperial gallons), it weighed 45 Ibs full...
just light enough for one man to manage two cans.
(Not in this man’s army!). Flat sided and rectangular,
it could be stacked. It was incredibly strong, made in
two halves, joined by welding (As on a cars petrol
tank). An impervious lining designed for steel beer
barrels meant it could be used alternately for fuel or
water.
The jerrycan had three handles, allowing it to be
passed in bucket brigade fashion, or for one man to
carry two. An air chamber at the top meant that, even
if filled with drinking water, it would float if dropped
overboard. The spout was secured with a snapclosing cap that popped open for pouring. A rubber
seal gasket on the cap and the ingenious double
hooked, tightening claw catch made the mouth leak
proof, even when the can was on its side or up side
down. And an air breather tube from the spout to the
air space allowed smooth pouring without gulping.
The British encountered the German “wunder can”
during the invasion of Norway in 1940. Recognising
a good thing when they saw one, they promptly
arranged for the jerrycan to be duplicated. The main
source of supply continued to be cans captured in
battle, however, until 1943 when the fiasco of the
fuel supply to the allied armies in North Africa came
to light. As much as 40% OF American gasoline
arriving by sea, it transpired, was getting lost in land
transit through leakage and spillage from the lampkerosene tins in use by the US Army. In the baking
desert sun these swelled up and their rolled seams
burst. Two million jerrycans were manufactured and
dispatched from Britain. By D Day, millions were
ready, and by VE day about 21 Million Allied
jerrycans were sprinkled across Europe. Like so
many design classics, the jerrycan has never been
improved on. It’s been standard fuel container for
home, estate, garden, farm, marine, aviation,
forestry, military or expedition use- until now.
Source; Tony Woodward. (Can’t vouch for all the
historical facts in Tony’s article, but it all sounds
pretty right to me anyway. Co-Editor)
Pg 9
Type Report
M 151 ‘Mutt”
By G. Edwards
To overcome these problems a redesign of the rear
suspension was undertaken, this resulted in a semi
trailing arm set up. This gave the handling
characteristics of a solid axle vehicle, while
maintaining the flexibility of independent
suspension. This model designated the M151A2,
which also had the deep dish steering wheel, one
piece windscreen, bigger indicators and rear lights.
MUTTS were still being used by the USMC and
reserve units up to 1997, when most duties were
taken over by the HUMMER.
M151A2
The Military Utility Tactical Truck (MUTT) began
life in 1951 when the Ford motor company won a
contract to develop a new 4X4 vehicle for the U.S.
Army. This would replace the existing Jeep MB’s
and M38A1.
The new vehicle would have an integral chassis body
unit, all wheel independent suspension and 24 volt
waterproof electrical system.
The first production contract was awarded to Ford in
1960, in 1963 a modified version of the vehicle
designated the M151A1 was introduced. It had the
capability of carrying heavier weapons and other
extra loads and featured a heavy duty rear
suspension, production continued until 1969. The
vehicles were built by both Ford and Willys.
The M151A1 was also modified to mount a
recoilless rifle. The M718 was an extended body
version, used as an ambulance.
The MUTT engine is a4 cylinder, OHV, Liquid
cooled gasoline engine. The oil lubrication system is
linked with the safety switch on the fuel pump, when
the engine looses oil pressure a safety switch cuts off
the fuel pump. The carburettor is a side draft type
made by either Holley or Zenith.
Over 100 countries have utilised the MUTT, in
Police and Military units. It proved its reliability in a
wide range of operational areas.
M718 Field Ambulance awaiting restoration, Cambodia.
Note the body extension at the rear.
Early on the MUTT acquired a reputation for rolling
over, 36% of vehicle accidents were of this nature.
Investigations proved that despite training courses,
films and pamphlets conscript drivers, usually young
indestructible males were driving the vehicle in the
same manner as they would their Ford convertible on
a Saturday night. Not what the designers had
envisaged.
Pg 10
Nooje Trip Report
Adrian D'argaville has asked me to send a small trip
report to you along with a few photos.
A few of us decided to take our jeeps on a journey to
Noojee, where we intended to camp for a few days
over the Christmas break. So we departed from
Monbulk with three jeeps, our partners, and our
fingers crossed (as you do with vehicles of this
vintage).
Our camp was set up, the weather on our side and
some bush tracks beckoning, we set off to explore.
Adrian decided to test a jeep (not his own) in the
soft soil and nearly bogged it in an unexpectedly wet
patch. A little help pushing and mud all over us we
managed to get it out.
That evening we sampled the culinary delights of the
local pub and enjoyed a good night's sleep keeping
the friendly mozzies outside the tents!
Our return journey was eventful when one of the
jeeps overheated. We managed to get home by
stopping frequently to fill the radiator with water.
All in all, we had a good time and our jeeps survived
to see another day.
The Noojee trip participants were Adrian & Siobhan
D'argaville, Ian Hobbs and Jos & Fran Van Berkel.
Footnote: Adrian came to grief with his jeep on
Australia Day when his clutch broke on the way to a
vintage car display in the Alexander
Gardens.
Regards, Jos
RACV Great Australian Rally
Paul Jeffrey does it again! VMVC in the news.
I received cuttings from two members on the
participation of the club at the Great Australian
Rally. Don Ashton reported at the February meeting
on the good turn out of VMVC vehicles at this event.
The Mornington Peninsula,”The Mail” stated
that,”…Paul Jeffrey shows how to clear the road in
his Austin Champ British military vehicle.” The
report went on to state that the event attracted a
crowd of about 4,500. Organisers have hailed the
event as the most successful so far and commenced
preparing for next years event.
Trip Reports By Russ Hughes Co-Editor
Welcome back: It was good to get back to the first
meeting of a new VMVC year last month and catch
up with some of the old gang. We are fortunate to
have such a good and historic meeting place as the
Rats of Tobruk hall and long may it last. One item of
terrific news to come out of the meeting was that the
Corowa Swim in is all systems go according to new
KVE committeeman Euan McDonald, and that a new
look committee has been elected with the enthusiasm
to work together to keep making the event a bigger
and better day o the military vehicle calendar. The
thought of tanks rumbling down the main street of
this otherwise peaceful Murray River town in the
year of the Tracked Vehicle makes the hair stand on
end.
TYABB GROUNDED: Missed the RACV Rally at
Mornington on the 20th Jan due to a flat battery on
the Blitz, and with the Tyabb Airshow cancelled
suddenly (I just love writing 265 times in the
newsletter.. must buy a rubber stamp) the year has
got off to a slow start, but there’s still some good
‘missions’ on the horizon to look forward to. It
seemed at the meeting that members are keen to get
their green machines on the road to some good
events.
Pg 11
MOBILIZED
By
Wesley W. Stout
Chrysler Corporation, 1949
More than 400,000 Dodge trucks were built for our war machine and our allies
in the years 1941 - 45. All came from the Mound Road plant opened in 1938.
This record brought plant manager L.J. Purdy a promotion before the war's end
to vice-president of Dodge in charge of all truck activity.
Design, manufacture, supply and maintenance were the joint enterprise of
Engineering, the Dodge Division, Fargo, the Chrysler Parts Corporation and
Pekin Wood Products Co. of West Helena, Arkansas, a wholly owned Chrysler
subsidiary which supplied the truck plant with forty car loads of export boxing
weekly.
Most of the more than three billion dollars of Chrysler war contracts called for
things strange to automobile makers. Trucks were the Corporation's normal
business, and it had been selling a few to the Government since 1931; was one
of the two major sources of the army 1-1/2 ton 4-wheel drive truck of the late
30's, first military vehicle to approach quantity production.
As late as 1937, however, the whole army fleet was only 11,600 vehicles and
most were no more than commercial trucks in uniform. We were close to war
before there began to be machines designed for war rather than peacetime
transport somewhat strengthened for rougher going.
Though a 1919 American infantry division was equipped with only 135 motor
vehicles of 3,500 total horsepower against 2,537 of 400,000 horsepower for a
WW2 Motorized division, the AEF ( American Expeditionary Force) had used
121 different makes of American and European trucks and cars, creating a
maddening parts problem. To remedy this, the army had designed during the
first war a standardized service truck. Right in theory, it could be produced only
after long delays in tooling up , tooling which dipped deeply into the already
taxed tool and die capacity of the country, so only a few hundred had been
made when the war ended.
Product of the cast-iron age , the design was
outmoded and forgotten. The army knew
that in the next war, whenever it should
come, troops must move by motor and
across country , avoiding roads liable to
shelling and bombing, and that commercial
trucks built for economical
use on the highways would not meet such a
test. It must design multi-wheel drive trucks
both for supply and tactical uses and make
sure of fast , large-scale production when
needed , For lack of money, nothing came of
this foresight. The first faint step toward a
new vehicle type of military characteristics
in any but the heaviest trucks was delayed
until Hitler attacked Poland in 1939. This was
the half-ton 4-wheel drive light truck. When
the army asked for bids on 3,461 of these,
Dodge captured the lot as low bidder.
In normal manufacturing, materials never are ordered until a design is
approved, pilot models built and tested searchingly, a natural precaution, but
Dodge obliged itself for several million dollars worth of materials long before
the army
finished its
testing and
approved the
pilot models;
actually had
672 of them
on wheels
before final approval came. The Corporation took this chance as a public
service. In November 1939, shortly after letting this contract , the army had
ordered large-scale mechanized maneuvers in the spring, first of their kind.
There could be no maneuvers without these trucks and the army would not get
them in time unless Dodge should better the contract delivery dates by sixty
days, which it was to do. The Corporation spent heavily in added costs to insure
that every vehicle was present and accounted for when the Fourth corps area
maneuvers began in Georgia in April, 1940, as a curtain raiser to the war games
between the Fourth and Eight Corps in Louisiana in May.
The army's getting of thousands of trucks was one thing; the army's learning
how to use them was another. Railway express and the telephone company are
the biggest commercial fleet operators, one with some 15,000, the other with
about 12,000 vehicles, but theirs has been a gradual growth over a quarter of a
century . Their trucks are operated from fixed points in settled areas where
service always is to be had.
The doubling of a commercial fleet from 200 to 400 trucks is a big move,
preceded by much planning and training . Suddenly the army was obliged to
expand its fleet a hundred times and with little time for even the first necessities
of planning and training for use and maintenance. For their mere driving each
vehicle would need at least one man, specially trained in the tricks and hazards
of off-road travel. For their maintenance, half a million mechanics would be
needed.
R.I. Biggers, president of Fargo, the
Chrysler division which sells and
services Corporation made cars and
trucks in commercial fleet
corporations , and deals with the
army, visited Fort Sam Houston at San
Antonio in the late Winter of 1939-40
and found that major army
post swamped with the huge task of
unloading and servicing the several
thousand new trucks already
delivered there. In the past the army
usually had looked to dealers for such
service.
At Fort Benning , Georgia, the commanding and supply officers appealed to
Biggers for all aid in getting them spare parts for their new trucks. At that
moment the Fourth corps was readying itself for thirty days of field maneuvers
in South Georgia after which it was to proceed overland 750 miles to mid
Louisiana, there to meet in strenuous war games in the wild Sabine river
country with the Eight corps. Problems of maintenance and spare parts had
multiplied to dismaying proportions.
Mr. Biggers caught a train for Detroit and when Mr Keller had heard his report
, Chrysler's president ordered six car loads of parts shipped to Dallas and
Atlanta to reinforce Chrysler's own parts depots there as a first move. A second
was to send out two huge trailer trucks loaded with parts to follow the armies.
These trucks violated the load and length limits of every state through which
they would pass, but waivers were secured from each.
Five Fargo service engineers were assigned to each army. A.J.Plant, Fargo
service manager ( later a Colonel in the army ) and R.B. Christiansen , his
assistant, organized their men into Fourth and Eighth corps teams and went
about learning the army's problems in the field at first hand, and advising and
aiding the army in maintenance and personnel training. Preventive maintenance
schedules were drawn up for the corps orders. At Fargo's suggestion, ratings
were given drivers and mechanics as a recognition and added incentive.
Pg 12
Armies that had moved at 2-1/2 miles per
hour in the past were being stepped up to an
average of 15 miles per hour, scrambling
both tactics and supply problems and
creating a new one of motor maintenance.
Officers well schooled in the limitations of
men and horses had to learn that, motors
too, had their limitations. The Cavalry took
loving care of its horses, knowing that if the
horse didn't go, the soldier didn't go. The
men were trained to care for their mounts
before themselves, and this care was
supervised knowingly, by officers, who knew
horses even better than did the men. When
Stable-Call sounded on the bugle, everyone
but the cooks and clerks turned out. But
with trucks only one man in a dozen was a
driver and only he had the responsibility of
his" mount".
The High Command understood the problem and went to work on it firmly. "
To develop for officers of higher rank an appreciation of the capabilities,
limitations and maintenance of motor vehicles and functions of motor transport
personnel.....Maintenance is a function of command ". So read an army
directive. Before long, when a new division was about to be activated, the war
department was putting one star generals into coveralls and sending them into
grease pits at motor bases as students; and the draft now was bringing in tens of
thousands of motor-wise civilians. Preventative maintenance became as
accepted a part of army life as kitchen police or the PX.
Top authority welcomed all aid from the automotive industry and leaned
heavily upon this aid for a time. From 1934 through 1939, Fargo had been
getting acquainted with the army through calls made at ninety-three posts by a
Service Manager and a few assistants. When this job had grown beyond them
by 1940, nine central service engineers borrowed for that Spring's maneuvers
became the nucleus of a new army Service and Training section, later
supplemented by Fargo's army field liaison section. These service engineers
lived with the army from 1940 to VJ day, followed their customers overseas to
Africa, Italy, France, Germany, and in the Pacific from Guadalcanal to
Okinawa. Among many duties, they conducted automotive schools for officers
and men until the army was prepared to take over this task.
The Dodge half-ton 4-wheel drive truck of 1939 had been designed to carry at
least an 8 man squad, their weapons and the greater quantity of ammunition
demanded by automatic guns. Many thousands of troops were trained on this
and later versions of the truck and it saw service in the early days from North
Africa to Iceland, from Hawaii to Australia.
When war came, competitive bidding ended. Washington froze designs and
sources in order to minimize the parts problem. Dodge would keep the half-ton
truck business automatically. But on reports from Fargo service engineers in the
field, the Engineering and Dodge divisions were convinced that they could
produce a more ideal military vehicle, without complicating the army's parts
troubles.
Though the army then recognized no type between the half-ton and the 1 1/2
ton trucks, and had ruled against new sizes , it adopted this new Dodge 3/4 ton
truck in three basic models, the weapons carrier, the command and
reconnaissance car and the ambulance, on its showing of power, ground
clearance, high floatation, ruggedness and simplicity of maintenance. Though
not as long as the half-ton, its greater width and ingenious use of the space over
the wheels for troop seats, gave it its 3/4 ton load rating. The shorter length and
greater compactness called for much ingenuity of design, yet with all its added
advantages the 3/4 ton truck was 80% interchangeable in service parts with the
half -ton job.
Courtney H. Hodges, then chief of Infantry , asked if such a truck could be
manufactured from parts and units already in army use.
The Corporations answer was to engineer a 1 1/2 ton truck with 6 wheel drive
that was 96% interchangeable in service parts with the 3/4 ton 4X4 ; was in fact
virtually the same truck plus a third axle and two more wheels. mound Road
built 43, 278 of these in 1943, 1944 and 1945. The number was not as great as
expected, the army having cut truck orders toward the end of 1942 and slashed
them one third more across the board in February, 1944 . Lack of steel, rubber
and shipping space and the failure of the Axis to threaten our own shores
influenced the cuts. The slack at Mound road was taken up in part by
resumption of the manufacture of badly needed commercial trucks a year before
germany surrendered.
In the original overseas unit pack only the wheels and windshield were
removed in boxing the truck. When the U-boat menace was at its worst, Mound
Road was ordered overnight to change to a twin pack calling for virtual
disassembly, though almost doubling the vehicle capacity of a ship. The
problem at Mound Road was one of space and labor supply . Working around
the clock with three shifts , the boxing plant still was hopelessly inadequate and
the workers on the disassembly lines tripped over one another until a new
building, approved by the army but delayed by priorities, could be built. All
makers returned to the unit pack in May, 1944 when the submarine threat was
past, it enabling the army to put trucks together faster on the overseas assembly
lines.
Truck spare parts orders jumped 500% by volume in the fall of 1942 and this
demand continued so huge that the Chrysler Part Corporation was blown out of
its Highland Park home. All service and Lend-Lease parts shipments were
packed and sent from the John R. plant , a former Studebaker factory , with
Marysville and leased properties in Detroit as base warehouses.
With every 100 vehicles went 460 wooden boxes of concurrent spare parts, all
elaborately protected against rust by new techniques developed for the army by
the industry. The motor and a few other assemblies excepted, no box weighed
more or exceeded a size one man could carry. Of the parts in ant given box, one
carton of each variety was packed in each layer. The boxes had hinged lids; lift
a lid and any desired part was at hand in the top layer. Each carton was
identified on all six sides. The 460 boxes could be set up in numerical order on
a bench and operate instantly as a working parts depot. Each pack contained a
267-page double indexed directory whereby a soldier who didn't know a
connecting rod bushing from a valve tappet could, at a glance, find what he had
been sent for.
Utterly unprecedented conditions of shipment, storage and use drove Ordnance
and the industry to creating an almost new science of protective packing. In
amphibious operations, cargo was dumped overboard in the surf at times. When
ships put to sea on the outward voyage the cargo was hosed down with salt
water to minimize fire risk in the event of bombing or torpedo attack. Deck
loads were exposed to salt wave and spray, and all ships carried maximum deck
loads until the U-boats were beaten. Once ashore, the cargo might be
abandoned by fully-loaded troops or under -fed natives if the boxes were too
heavy or bulky. Parts were left in open storage for weeks in humid jungles,
sand blown deserts or artic ice.
Supply needs were unpredictable. There once was a great surplus of truck rear
axles in North Africa at the same moment that a grave shortage existed in the
South Pacific. No planning or intuition could have foreseen the peculiar
circumstances . Land mines were blowing up the front ends of trucks in Africa
allowing rear axles to accumulate. In the South Pacific jungles Jap snipers were
so nasty that troop carrying trucks were deliberately overloaded in order to
make fewer trips necessary; lives were being saved t the expense of rear axles.
The multi drive truck was our armies greatest single advantage over the enemy
in ground fighting, General George C. Marshall, Chief of Staff, has testified. "
Our trucks had difficulties in the mountains of Tunisia and Italy," but once
ashore in France, our divisions had a mobility that completely outclassed the
Germans.
This article first appeared
in the VMVC newsletter
in the early 1980’s . It is
reproduced for the benefit
of the current members.
Mount Road became the sole source of this new truck type, of which it built
255,000 for the Government and our allies, much its largest wartime item. They
saw service on every front and in every major engagement; were, as one
divisional commander expressed it . " The work horse of the front lines".
By 1942 the rifle squad had been increased from eight men to twelve men and a
larger truck of the same characteristics was needed for its transport. General
Pg 13
Pg 14