Recalling Summer 2015

66Recalling SUMMER2015THE QUARTERLY MAGAZINE OF THE MORRIS COMMERCIAL CLUB MORRIS COMMERCIAL EX-APPRENTICES ASSOCIATIONFeatured Model:- The Austin Gipsy This Gipsy Fire Tender spent its working life as part of the Morris Motors Ltd. Fire Brigade, Wolseley Works, Birmingham.It is seen here taking part in an event at the Chatham Historic Dockyard earlier this year. Photo: Jim King FEDERATION OF BRITISH HISTORIC VEHICLE CLUBS

Around the Club Rory Ballard is one of those fortunate people who is able tocombine work with his hobby. This CS11/30 truck, owned bythe Beamish Museum is currently at his place of work for somemaintenance. One of the rear brake drums has a huge crack in it- see the ‘wanted’ ad. on page 31. Jack Minish (1116) from Co. Armagh has recently joined the Mark Bailey (56) from Essex has spent many years in theclub with this 1958 FFK chassis/cab with 5.1litre diesel engine. restoration of this 1939 CV 11/30 which began life as a wartimeIt has not been used on the road for some time, having been fire appliance, and was subsequently re-bodied by Cunard topurchased from a farmer’s widow. We look forward to become a Middlesex Ambulance. Mark, who formerly workedprogresses reports as the restoration progresses. for the Middlesex Ambulance Service, was involved with similar vehicles on a daily basis, and this one therefore has a special significance. The above photos show the stage reached in early May. When completed, there are plans to exhibit the vehicle at the Whitewebbs Museum of Transport in Enfield, Middlesex. Andy Ballisat kindly provided this photo of a tired-looking FV which had spent the past 30 years in a barn, but failed to find a buyer at the recent Cheffyn’s auction at Sutton, near Ely, Cambridgeshire. Joe Stamper (1070) of Burton-on-Trent has recently completedthe repainting of his 1927 Flatbed Tonner in the livery of localbrewers, Bass, and very smart it looks. 2

Kelsall Steam & Vintage Rally 20th/21st JuneThis was on the same week-end as the MMOC Rally, so I was at the MMOC rally on the Saturday (at Malton), and at Kelsall on the Sunday. So that there was a club presence atKelsall on both days, Ken Bennett was there on the Saturday, and Iwas there on the Sunday. As ever, the turn out of vehicles wasexcellent, with John Andrew (355) with his FV series 2 andLeyland Cruiser, Arfon Mytton (33) in his Austin 301 (LC5), ErrolSmith (771) in his FG, Darren Wood (917) in his orange Series 3,Darren Kershaw (1089) in his FF, and Geoff Newsome, theorganiser of the show in his green Series 3. There was also a J vanwhich was new to me. Nigel Harrison 5

Featured Model:- The Austin GipsyNo doubt inspired by the phenomenal success of the A Series IV owned by Michael Parker (219) from Aylesbury seen Land Rover, which itself had been inspired by the here at the finish of the 2010 HCVS Brighton Run. wartime military Jeep, and having gainedexperience of building the four-wheel-drive Austin Champ, (Photo: Jim King)BMC launched the Austin Gipsy in March 1958. the No.1 Machine Shop at Adderley Park, as the space at Although outwardly similar to the Land Rover, the new Longbridge was required for Mini engine production. Thearrival boasted many differences, not least of which was the Experimental Department was also moved at the same time.Flexitor rubber-in-torsion independent suspension to both As a result, the majority of Series II and all Series IVfront and rear, in conjunction with leading/trailing arms and Gipsys were produced at Adderley Park.hydraulic dampers. The chassis had a wheelbase of 90in.,and bodywork was made up of pressed steel sections spot- There was no Series III, but in May 1963 the Series IVwelded together. This was originally offered only as an appeared. This had a fibreglass fascia with instrumentsopen truck with canvas tilt and demountable side-screens mounted in front of the driver, rather than centrally as onwhich fitted to the tops of the half-height doors. previous models. On the petrol-engined model a new carburettor and manifold were fitted which resulted in an The engine was the 2,199c.c. o.h.v. petrol unit that had additional 10 b.h.p.originally appeared in the Austin 16 Saloon of 1946, andwas subsequently used in the A70, K8, LD and LC5. Several new models became available at this timeOutput was quoted as 62 b.h.p. at 4,100 r.p.m. It was not including a short wheelbase fire engine (long wheelbase tolong before the BMC ‘high speed’ diesel of 2,197 c.c. order), and a chassis/scuttle for special applications such asbecame available as an option, although this unit produced minibuses and ambulances. There was also a longonly 55 b.h.p. at 3,500 r.p.m. wheelbase pick-up with only two-wheel drive. Rigid axles and leaf-springs became standard on s.w.b. models, A 4-speed synchromesh gearbox was coupled to a transfer although rubber independent suspension remained an optionbox giving high and low ratios, together with power take- until June 1965. The revised suspension provided increasedoffs to both front and rear. ground clearance and a tighter turning circle. A Series II version appeared in March 1960 which The previous horizontal bar grille was changed to a two-incorporated a number of changes. These included a fully piece mesh affair, with the lower section removable toenclosed cab for the pick-up with sliding glass windows to allow access to the steering gear or for the fitting of athe doors, air intake vents to the front wings and softer winch.rubber suspension with lever dampers at the rear. In July ofthe same year a long wheelbase (111in) version became The drive configuration varied with the different Seriesavailable and this had a 15cwt load capacity. This had a models. The original Series I had rear-wheel drive only inrigid rear axle with conventional leaf-springs. A fibreglass high ratio, with four-wheel drive available in low ratio.hardtop was offered as an option on both long and short Series II had the option of two– or four-wheel drive inwheelbase models. either high or low ratio, while the Series IV was the same with the option of two-wheel drive to either front or rear During the annual 2-week factory shutdown in July 1960 wheels.the Gipsy assembly track was moved from Longbridge to After a total production run of 21,208 vehicles, the GipsyA 1958 Series I s.w.b. Gipsy belonging to Robert Crawford of was finally killed off in 1968 following the merger ofBoston, Lincolnshire. Note the early pattern grill. British Motor Holdings and the Leyland Group as part of a rationalisation programme to avoid internal competition (Photo: Jim King) with the Land Rover. 6

Gipsy GalleryA 1965 Series IV long wheel-base. with fibreglass hardtop. Rear view of the former Morris Motors Fire Brigade Gipsy (Photo: Jim King). which appears on the front cover. Photo: Ken Bennett. A 1965 s.w.b. Series IV in the livery of the Auxiliary Fire Service, complete with trailer, photographed at an event at Damyns Hall Aerodrome, Upminster, Essex in August 2014. Photo: Jim KingThe Editor would like to thank Alun Davies, Tim Briston, Jim King and Ken Bennett for their help in the production of thisarticle. 7

A MORRIS J2 16/18 cwt VAN DLL 808CDLL 808C began life as The van was purchased by Fraser direct from service via Enfield Auctions in 1975 and used every day until mid-1992 for commutingU110710 at the GPO Epsom (Surrey) to and from the New Malden Workshop where he was working.M.T. Workshop (Postal) and in May Subsequently Fraser became the Merstham Motor Transportthis year with 280,000 (33,000 with Workshop Supervisor in 1985, where he continued to use it forthe Post Office / BT) miles on the commuting and occasionally for official duties until the Mersthamclock it was at Brighton as an official Workshop closed in 1993.vehicle carrying most of theequipment for the finish of the 54th Between February and April this year, the van received aHistoric Commercial Vehicle complete and thorough overhaul and repaint by Fraser, and is now inSociety’s London to Brighton Run2015. an outstanding condition. Not surprisingly the sills had been The van was originally delivered in previously replaced, expertly by aPost Office green with the 1.5 litre fellow HCVS member and J2 ownerdiesel engine, became Telephone Kevin Salter. The original J2 salesEngineering yellow at Yeading in brochure states that “the Morris J21971 (believed to be the last one) and M16 vehicle bodies are passed throughreturned to green in the 1980’s. 14 different stages of rust proofing” ………… despite the rust proofing U110710 became 65 645 0710 processes none of the J2’s ever left thewhen fleet numbers were changed: 65 factory looking as perfect as DLLwas the year reference, 645 was the 808C looks today. How do I know ?vehicle type and 0710 were the last ………I was working at the Morrisfour digits of the original fleet Commercial factory at Adderley Park,number. In July 1975 it was Birmingham for many of the years thatwithdrawn from service and replaced the J2 was in production.by a Commer VA, fleet number 75314 0640. Having started life in Epsom(Surrey) M.T. Workshop (Postal) as agarage runabout in green livery; when GPO Postal Services andTelephone Engineering split, it went to the New Malden Workshop,again as a garage runabout. Fraser Clayton, the owner, Chairman of the HCVS, and organiserof the HCVS London to Brighton Run, worked at this workshopwhere the vehicle’s normal work included spares collection,breakdown assistance and powertrain collections from the Yeadingdepot. He has therefore been acquainted with it for most of its life. Tim Briston. 8

The following article originally appeared in the November-December 1962 edition of the Company magazine ‘Payload’, and was kindly provided by Tim Briston. 9

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The AUSTINPageHello Clive. Ken Bennett spotted this K-type for sale in the Autojumble Many thanks for another excellent Recalling. section of the Enfield Pageant of Motoring on 23rd May, and Your article about GPO vehicles was especially pleasing and seems to recall the same vehicle also being offered for sale at this event last year.the colour photos of vans gave a fair spread of types. It wasgood to see YY 9799 owned for many years by George Beestonwho was one of the early members of the Historic CommercialVehicle Society - it must be nearly 40 years ago since I first sawthis vehicle which has been preserved as a flatbed for muchlonger than it ran as a van! I was in Woodhall Spa on 18th April and saw this vehiclewhich, I suppose, is a candidate for the Austin Page. As seemsinevitable, there was nobody with the lorry and no identificationbut perhaps you or a fellow reader knows it. It looked verysmart and was complete with a \"Wot - no beer?\" chalked on thenearside wing. Again, many thanks for all your hard work in preparing themagazine.John Campbell (904).Ed’s note: It’s difficult to tell from this angle, but it could beone of the 6 x 4 K6 which were often seen as mobile Workshops. 12

The front cover of the Sales Brochure for the Series IV Gipsy, showing just a few of the many variations available, kindly provided by Tim Briston. G4 was the designation for the Series IV, while M10 referred to the short wheelbase 10cwt., and M15 the long wheelbase, which was rated at 15cwt.An Austin Gipsy Fire TenderA s promised, a With the recent storage problems that I experienced little bit of (which led to me having to dispose of the Series III) I am information for pleased to say that I have been able to return it to Padstowyour forthcoming article where it is being preserved by some of that station's formeron the Austin Gipsy. (I'm firefighters, so it will be on display there and at other events insure that you already have Cornwall in the years to come. I'm hoping to get down thereplenty of the model's later in the year to see it!history and technicalspecifications, etc. from Norman Bamford (111).those who are much moreknowledgeable than me!). Cornwall County FireBrigade was a big user ofAustin products, preferringthe Gipsy to the LandRover, and narrow-bodiedK4-based water tenders tothe more common Dennistypes to cope with thewinding rural Cornishroads. They even used anFGK80 as a generalpurpose transport vehicle(which I was offered for£1,000 in 2004!). BCV 549C (built in1964) was the last of a batch of Austin Gipsy appliances suppliedto the Cornwall County Fire Brigade. Designated as a Light FourWheel Drive Pump it was delivered in January 1965 and based atPadstow Fire Station where it served alongside an Austin LoadstarK4 Water Tender (WRL 582). As a first response appliance it was a completely self-supportingunit with an integral water tank and hose reels (hence the side-fitted roller shutters) and roof-carried hard suction hoses whichcould be used to draw water from static sources via the front-mounted external pump. 14

Letters Nigel Harrison’s reply:-to the Looking at the photo, and looking in Norman Painting ‘BuyEditor British’ book, page 106 and page 111, it does look like it has the Saurer diesel engine. Only one has survived in the UK in an FV, possibly because reliability of the Saurer does not appear to be a strong suit. It would not surprise me if the reason that it came off the road is because of an engine problem. Hopefully it does get restored.Hi Nigel, Dear Clive I finally managed to make it out to Ronnie Atkinson’s farm One might politely suggest that whoever captioned the Austinnear Mount Garnet, some 200 k's away, to take some pictures of K-Series lorries on page 12 of the latest “Recalling” got a bithis late father’s trucks. mixed up, perhaps mainly through slavishly following an assumed rule that single rear wheels always denote a K2. This is These all still run, the Morris hasn't been started for some wrong in both directions, some K2s, many in fact, used twin rearsyears, but a DeSoto of Kew is still in regular use around the farm. and many K3s and K4s used Military-spec. singles. I did inform him about the rarity of his NVO, and left him with Just as with other World War II British lorries, e.g. the Bedfordmasses of literature. He is planning to eventually restore them. OX and OY models, military derivations, using large-section “Trak-Grip” tyres, single rears were fitted to chassis which would I hope some of these pictures are good enough to make it into have been equipped with duals in civilian form.the next mag.Regards, The chassis length and lightweight wheels of the mobileAndy Woltjen (367). canteen denote that it’s a K2, indeed the same chassis as the onceAustralia. ubiquitous fire-fighting ATVs. [Auxiliary Towing Vehicle] Likewise, the K2 ambulance pictured above is correctly captioned as a K2, but the canteen is wrongly labelled a “K3” on account solely of its civilian spec twin rears. Then the assumption applied in reverse sees both K4s, on the upper right of the page, called K2s just because of their military- style single rears, it can clearly be seen that both are of longer wheelbase than the K2s and more sturdily-built. On a slightly different note, I see that the Mail van on the top right of page 8 has the Morris Minor radiator of the type only used for the 1932 model year, but with 1933-4 style front wings and small-hub wheels. Standard “civilian-spec.” Morris Eight vans of the 1934-38 period used such wheels, which were also employed on the pre-1932 Morris Minors. However, all Morris Eight hubs used six-stud wheel fixing, and Minors three. In turn all 1937-onwards Mail vans seem to have used the Easy Clean wheels of the Morris Eight Series II. I wonder if this van is on the Minor axles and chassis, or is the more usual Eight-based van fitted with an earlier radiator and those wheels? If it’s really of 1938 manufacture I would suggest this to be the case. Best Wishes Nigel Stennett-Cox Ed’s Note: Many thanks Nigel for putting us right on the various models of Austin K-types. I have to confess that it was me that got it wrong, having relied on information published elsewhere. 16

Dear Nigel and All, I hope you are all well. As some of you know I run a 1967 Morris LD ex-ambulance, now a camper van. I have recently had the bodywork tidied up and repainted and my Morris is looking fab. However he isn't moving very far. I broke down a few weeks ago, misfiring and overheating. I was brought home by the RAC.Hi Clive. The local garage adjusted my tappet clearances and we were The CS8 rear body is coming along but there are so many moving again but just for short distances. I decided to take the head off the engine to get it reconditioned and have an unleadeddifferences compared with the later mk3 production model with conversion.the tailgate, front bulkhead and side boards all having mortisedand tennoned frames around them. Unfortunately when the head was pressure tested, two cracks showed up that went through the head and valve seats. It may be Dad and I have decided to finish the truck in Coldstream repairable by a specialist welder but I am really looking for aGuards markings, 1st Bn., and I have ordered some transfers for replacement head.the front and rear of the truck. The engine is a BMC 2.2 petrol also used in A70 Hereford/ I hope all is well with you and your vehicles. Hampshire, Austin Gypsy and FX3/4 taxi. It is also used inRegards Austin Healey 100/4s but bored out so the head is different. MyRory Ballard (349). engine number is 22VT/RC/ 102.Clive, I have had a few leads but I thought I would approach you guys Two items in Recalling no. 65 got my attention, and my in case you know where there is a good head knocking about for me to recondition and put back on my engine.recollections of circa 1962 may be of use as a column filler oneday. Many thanks for any help or advice you are able to offer. Kind regards,1 Chairman's Chat - Vehicle Lighting. Debbie Berriman (1002). When the Morris Minor van was being assembled at Adderley (See Debbie’s ‘wanted’ ad. on page 31).Park I recall that the direction indicators on the Post Office vanswere the electrically operated semaphore type at the same time as Dear Mr. Brown,the non-Post Office vans were fitted with the standard flashing I’m afraid I can’t give you much information on gipsy vehiclestype. As an apprentice that seemed odd to me. Clearly the PostOffice specification did not keep up with design progress. as I did not have a lot to do with them. The original designed fibreglass hardtops were produced at Adderley Park from moulds I also seem to recall that the fasteners on the special Post Office made by Dowlers—a pattern making firm in Balsall Heath,spec. items had BSF threads whereas the rest of the vehicle Birmingham, where I worked for a couple of months when I wasfastener threads were unified. Maybe owners of Post Office an apprentice at MCC (Sep ‘55 to ‘60). Later on a new designspecification Minor vans can confirm whether or not my memory mould was produced by the Fibreglass shop at MCC, which wasis playing tricks ! a much cleaner design.2 Roger King's letter. I continued to work at MCC until 1964 when I moved on toHis spiriting away an engine reminded me of the apprentice with Lucas Alternator Plant in Shirley, Solihull.whom I shared digs on Bordesley Green East. Many thanks for producing a great magazine. The Adderley Park plant was used by BMC Service as a source Yours sincerely,for parts for non current cars and that included rear axle Alun H. Davies (229)half shafts for MG TA,TB,TC series sports cars of the 30's and40's. My fellow digs dweller walked out one day with a pairof half shafts, one inside each trouser leg and connected withstring around his neck .......no scrap note involved, just a funnywalk !RegardsTim Briston (A504). Continued………….. 17

Hi Clive, Dear Clive, Last week I was able to visit the collection of the Nottingham The attached photographs, which were taken by my brother, R.G. (Bob) Seymour, during a visit to Booth Poole & Co. Ltd. in 1959,Ambulance Heritage Society, who have no less than 42 preserved when he worked for Nuffield Exports Ltd. as a Service Engineer,vehicles, including several vintage Austins, and Morris LDs, show the premises of Booth Poole & Co. Ltd. of Dublin, whoplus two LC5s. But best of all the remains of Morris Commercial were Morris-Commercial, Wolseley, M.G., and Nuffield TractorCars Ltd's very own 1938 CVS 11/30 De Luxe Ambulance, ex- distributors.EOM 13, which is currently under restoration Sadly she was very badly treated when part of a vintage The FF, seen standing next to the partially dismantled Nuffieldambulance collection down in Devon, having not only had many Tractor in the company's workshop, appears to be an FFK 240parts plundered, but also her original registration number, EOM Prime Mover.13, sold off. So the offer of Robert's stretcher, providing it is anoriginal Morris-Wadham unit, would be better suited to it. The Society website is www.ambulanceheritagesociety.com.Email [email protected] who I know will be delighted tohear from Robert. As to EOM 13's original livery, I gave them a coloured photo Another FF can be seen standing(above), taken in happier times, that show her in cream with on the forecourt in front of the showroom.maroon or dark red wings and upper strakes, with Morris Regards,Commercial Cars Ltd in gold on each side. Sadly the vehicle had Peter Seymour.since been repainted, the red parts now being blue. The local Nottingham opinion is that the wings etc., may havebeen brown, although what photo evidence I have indicates theoriginal colour was indeed maroon. Is it possible that any of ourold apprentices might know?Best wishes,Mark Bailey (56). 18

J2 FoundI look after one of the clubs e-mail accounts, and a few days ago there was an e-mail headed “J2 Found”, from a Richard Soloman. This indicated that he had just re-discovered hisgranddad’s Morris J2 pick-up, that was bought new in 1960. Richard, who lives in Kent, admitted that he was no expert inthese vehicles, but that this one had been laid up in a barn inSuffolk some time in the early/mid 1970’s. Also, that he wasgoing back to Suffolk to view the vehicle, with a knowledgeablefriend, who could hopefully advise on its condition and thelikelihood of getting it back on the road. Richard asked for any“top tips” on what to look for to see if it is feasible to get itrestored. The J2 as recently re-discovered in the Suffolk barn.John Pleasants weighing a caged chicken in 1963, when At that stage, there were no photos.the J2 was fairly new. As you do, I saw Richard as a potential new member, e-mailing him info about the club together with a membership form. I also mentioned that one of the problems of the J2 was that it was the first integral construction van/pick-up that BMC produced, and that it was made at the Adderley Park plant in Birmingham, which did not have a paint-dipping process. This meant that the J2 was only sprayed, so that the inside of the box-sections got no paint at all. The J2 tended to rot from the inside, and that most that have survived are camper vans that have been well looked after. Also, as no panels are available, it is a question of repairing what you have, or getting panels fabricated. I also asked for a picture of the J2, and the reply quickly materialised, enclosing the photographs shown here. One of the comments from Richard was that the lack of dipping did sound a bit ominous. He also indicated that the work to restore the vehicle would be beyond his skills, but given the family history of the vehicle, he was looking into raising funds by selling off at least one of his historic scooters to finance the restoration. Continued………. 25

A view of the cab interior. profits into buying, doing up and then renting out a number of farm cottages. The J2 was his main vehicle for around 15 years. I replied indicating that using a firm to restore a vehicle, is a veryexpensive option, and it would be almost impossible to estimate the During Richard’s visit to see the J2, he had a chance to speaknumber of man hours required to restore the J2, and it would with his Uncle who knew the J2 from new. “It was horrible toalways cost a lot more to restore a vehicle than initially thought. A drive, especially when unloaded and in the snow”. There is a storycheque book restoration could cost £10K / £20K or more, and at in the early 1960’s involving a slide down hill, and a combinethe end of the day, even when restored, it might be worth £4/5,000. harvester coming up hill, resulting in a near-death experience. The J2 would also be used very overloaded, especially at Christmas, Just after I had done that reply, Classic Motor Monthly dropped when John would drive the 45 miles to Ipswich to deliver turkeys.through the letter box, and looking thorough the adverts, as you do,in the wanted section there was a guy located in Kent wanting J2 Richard’s Uncle believes that the load deck of the J2 was donebits. A bit of a coincidence. It turns out that this was Richard. locally, after being bought in chassis/cab form (i.e. flat load deck, with wheel arches protruding). The flat bed was built up in wood I have to say, looking at the photo, the J2 looked to be in a with storage underneath and the small metal covered hinge downsomewhat deteriorated and dejected condition, with the front drums doors that can be seen in the picture. It had a wooden floor andresting on bricks. The surface corrosion did not look good, together sides to build it up above the wheel arch height. There was also tallwith what looked like rust holes in the exterior box section. wooden drop-sides, and a pair of rear gates. These were not currently on the J2, but elsewhere in the shed, in a pretty rotten However, it is unusual for a J2 to have been supplied in chassis condition. The tall sides were probably used when the pigs werecab form. being transported. It was bought new by Richards’s grandfather, John Pleasants, The photograph which includes John standing by the J2, wasaccording to a family diary, on 1st October 1960. taken in 1963, when it was in slightly better condition. The scales are there to weigh the chickens in the cages. John used the J2 for anything and everything. He was a self-employed “country boy” and mainly involved with smallholding When Richard returned to Suffolk with his more knowledgeableand building. He had a smallish piece of land in Suffolk where he friend, the assessment was that the J2 is beyond economical savingcarried out pig, chicken and mink farming as well as ploughing the for him. The structure is very poor with a great deal of rot, and not a great deal of any structure. Therefore Richard won’t be going for a restoration, unless he wins the lottery, which is a great shame, given the family history of the vehicle. On the driver’s door is stencilled the name, J Pleasants. As a memento of the J2, Richard has taken back the driver’s door, the instrument cluster, number plate, and drivers seat, which he will have in his garage. His assessment is that there is not a great deal else worth saving Also it is very difficult to get to the J2, given the over grown nature of the land that it is stored on. Although the J2 is likely to stay where it is for the moment, Richard will notify the club should this situation change. He is very keen for it not to be scrapped, given its history, and that it could be a donor vehicle one day, with some of its mechanical components helping to keep another J2 on the road. Nigel Harrison The Morris J2 M16 chassis/cab condition enables operators to fit special bodywork adapted to the particular needs of their trade, subject to certain conditions. The doors can be supplied crated at extra cost.A J2 in Chassis/Cab form from the original Sales Brochure. This is the form in which John Pleasant’s truck would have been supplied. 26

Morris Minor Owners Club National Rally, Malton, North Yorkshire - 27th/28th JuneThe MMOC like to see some Morris-Commercials at their rally, and although I had sent an invitation to the closest 15 members with vehicles, only the FG owned by club memberChris Akril (1090) who is also part of the MMOC rally team, was atthe rally. Next to the Clubs ‘A’ board was a separate display of roadworkssignage surrounding a ¼ ton pick-up. Acting as a autojumble backcloth was an ex BT ¼ ton van &trailer. Nigel Harrison 28

Sales and Wants For Sale. 3 vehicles: 1967 Morris FGK30 Dropside (petrol). My father restored it a FOR SALE For Sale. LD diesel engine and gearbox, number of years ago and it has been sitting still on pallet. Bought for an FG, but in the shed unused for some time.For Sale C-type Morris-Commercial gearbox would not fit. Also front bumper 1964 J4 Van. Automatic gearbox. It's theradiator and cowl. Noel Pearson (non- and over-riders for an LD. van used on the ITV production 'The Royal'.member) Tel: 00353 87 1317 416 (Eire). Fredrick Burnside (406) Tel: 01913 710301. The van has an MOT and runs well. It is Co Durham. starting to look a little tatty along the odd seam and needs a paint job. Morris LD Van Diesel 1966 2178cc. Been standing for some time runs & drives well. A little bubbling on some seams & around windows but very sound in general. Can all be sold separately. Susan Harrison. Non- member. York. 07939 529460.For sale Morris Commercial C-Type For Sale. 1947 Morris Commercial WANTEDengine, 3519cc. Complete overhauled with CV9/40 Tipper. 4-cyl EGH 3,519cc engine.all new internal parts. Can be seen running Good runner. Has hydraulic tipping gear. 900x16 Military 3 piece wheel rimson a jig. Also Morris LD wheel and 4 hub Can send more photos. needed to fit CS8 15cwt. Any condition ascaps. Morris 1930/40's CVS,CV gearbox Price £10,000. Ralph Morin (non-member). long as they will be useable. These rims cancomplete. Phone for details. 07837 633009 E-mail: [email protected] come with recovery lugs welded on innerRory Ballard. and outer edge. either type will do for my truck. Phone Rory Ballard on 07837 633009. Wanted : Morris J2 Parts. I am restoring a 1960 Van in the USA. Need Engine/ Gearbox Cross Members, Radiator, Wheels and Sheet Metal from donor van. Please contact by email or text. I will let you know all items I require. I will be in the UK for the BMC Spares Day at Peterborough on 2nd August and the Classic Van & Pickup Show at Gaydon on 9th August (plus a few days either side). Bob Hawkins. Text: 001 541 961 9102. or email: [email protected] Wanted: Cylinder head for a 1967 Morris LD to replace cracked original. The engine is a BMC 2.2 petrol also used in A70 Hereford/Hampshire, Austin Gypsy and FX3/4 taxi. My engine number is 22VT/RC/ 102. Debbie Berriman (1002) Tel: 01782 720368 or 07968 123951. Wanted: Propshaft for a 1926 Morris LT. John Mason 01989 770359 (new member). Wanted: Rear Brake drum for a 1933/34 CS11/30 needed a.s.a.p. for a project. 6 stud wheel. Also aluminium front brake shoes. Phone Rory Ballard on 07837 633009.For Sale. 1948 LC. No cab (stolen), chassis, R-type in pieces for restoration or spares. Wanted: Rear body for military C4 Mk2,engine and gear box, wheels, spare wheel There is a good chassis which should blast similar to the above, or one to copy.and spare wheel carrier, petrol tank, also up nicely, road springs, 2 rear axles, 2 front Phone Rory Ballard on 07837 633009.front wings, bonnet, radiator and cab seat, axles, engine and gearbox, radiator anddrop-side body. Condition unknown. various odd bits like front valance panels,£1,250 o.n.o. Richard Cunningham (non- pedals, bulkhead, instrument panel.member). The engine is a ZB type 19.2 hp if weTel: 07470 325373 (Barnsley, South believe the ID plate, believed 1932 approx.Yorkshire). For sale in one lot at £700 o.n.o. Mike Ellis 07850 873055 Petersfield, Hampshire. Adverts for inclusion in the next Recalling should be sent to the Editor. 31

Gaydon Classic Commercial Vehicle Show 13th/14th JuneThis year, the clubs stand was on the main spine road, and fairly close to the pay booth. Saturday’s weather was fairly poor, with it raining for most of the day. Sunday was very much the better day, with it being fine, andmore vehicles arriving on the day. However because it was gusty,we could not put out all of our stock. The best seller was thenew-to-the-club ‘Sherpa Story’ book. We also picked up one newmember, and a late renewal. Members attending included Steve Edwards (412) in his Sherpacamper, Ken Segui (981) in his FG, and Bill Barton (956) in hisFF. Also there was the Westgarth LC, and Harvey Pitcher in his JVan. My thanks go to Ken Bennett (45) who manned the stand onboth days, Tim Briston (504) who manned the stand on Saturday,and Dick Axtell (462) who manned the stand on Sunday. The club will next be at Gaydon for the Classic Van & pick-upshow on Sunday 9th August. Nigel Harrison 32