We Can Rebuild #2...

Well, the last two days have been busy in terms of getting the old Commer back on the road!

Getting the brakes back together has been the main priority and this process continued apace yesterday. Getting the shoes back on and seated correctly against the springs was fun, unlike the brakes on a Bedford which have one cylinder, all the wheels on the Commer have two wheel cylinders making them slightly more fiddly. With the rear shoes refurbished with new friction material owing to the oil / grease leaks from the failed seals and the fronts cleaned up, the hubs were eventually bolted back on and painted to keep the rust at bay.

In between times, I found time to replace the old wing mirrors - the long arms (because of the narrow cab) were rusted solid so took some time to tease apart. Once done, the new Spafax mirrors were fitted - modern, yes, but still 'in-keeping' and much better for modern traffic conditions!

With the brakes back together, time to bleed them. Thanks to Tony's pressure bleeding system, this is quite a quick and easy process. With the cab and system fitted to the master cylinder reservoir, it was pressurised. Master cylinder - done, rear nearside - fine, but then - fluid leaking from under eh cab? Yup, a fine pin hole in the original but 'refurbished' reservoir had shown itself under pressure and was firing brake fluid all over the cab! Once the flow had been stemmed, the offending reservoir was removed and after a short but testy call to Past Parts, Tony flew home to solder the hole. While he was away, I drained the coolant and flushed out the radiator - many buckets of brown, rusty water ensued, helped by blasting water through it. The system was then refilled with anti-freeze and fresh water:

I also unloaded the car and managed to pop the three collecting heads back in the locker which was designed to hold them with specially shaped batons to hold them in place - a simple but pleasurable task!

With the newly-repaired reservoir back in place, the bleeding continued but as the brake pedal was pumped - disaster... A split brake pipe! So, a quick trip across Suffolk to see Howard and an hour and half later, some new pipes were fitted:

Brakes bled, the brakes were tested - yup, working! Then the wheels were replaced and the axle stands removed leaving 519 back on its own wheels once again:

A little 'fettling' was done but it will need some more work as it doesn't want to run smoothly! It might be the carb, so certainly refurbishment of that will be required and perhaps electronic ignition too!
The last job before finish was to drop the three lengths on 6 inch hose back onto the back - at last, a hose layer with hose!

We Can Rebuild #1...

Well, the rebuild has begun after several weeks and months of 519 being sat in its shed on axle stands!

In the interim, Tony had prepared - cleaned and painted - the backing plates on each wheel, ready for the bits to be added. Whilst he applied the final coats, the mucky job of degreasing the hubs was left to me but with the aid of some decent degreaser and a pressure washer, they were soon clean.

Whilst they were drying, I took the opportunity to degrease the insides of the wheels - the rear ones were filthy as the oil and grease from inside the hub and axle had seeped out as the seals had failed.

Before the hubs could be reassembled, the bearings were also cleaned in diesel before being refitting and I took the opportunity to apply some grease to all the grease nipples on the springs - much easier with the wheels off...

So then it was time to reassemble the first hub which, with the aid of the workshop manual went back together with relative ease although getting the shoes located against the tension of the springs proved to be fun!

Once done, it was time for hub to go back on - one wheel complete!

Hopefully, more progress tomorrow - it should be back on its wheels by the end of the day!

Dreams of Victory...

Well, good news! After the MVT dealt very quickly with the inspection of 519, the DVLA also did their bit very efficiently! Within 3 days of me sending the info off - the old V5, MVT dating certificate and a cover letter - they called to run me through what they were going to out in the notes section on the front to see if I was happy. Unfortunately, the first V5 sent had 'Manufactured unknown' on the front but a quick phone call to DVLA generated another which accurately places the manufacture date as 1955, making it eligible for Historic taxation and now properly MOT-free without the need for a plating and testing exemption.

Also, Tony has now had the last part of the braking system back from Past Parts - the master cylinder - which has been re-lined in stainless steel and painted, and which is ready to go back on next week:

On Further Inspection...

Exciting times. The MVT (Military Vehicles Trust) has moved very quickly in arranging their inspection visit. Just one week from posting off the letter, photos and supporting information I received a call from their Suffolk area verifying inspector. No problems, "..can I visit tomorrow?". So, a phone call made and yes, he can! The up-shot is he visited today, seemed happy and is content to confirm that 519 was manufactured in 1954/55. So his report now returns to the MVT verification people and I await the next chapter, where presumably I get a letter to send to the DVLA accompanied by the V5.

On the brakes front, the rear brake wheel cylinders are done! It has taken a while since not only have the cylinders been relined in stainless steel, but they had to re-manufacture the pistons in stainless steel too as the previous aluminium ones had corroded beyond recognition. Expensive but hopefully a once only job. Just the master cylinder to do now - I could probably get away with it but if a job's worth doing, it's worth doing well. I guess, too, I'll have to get used to paying more to get parts made - unlike Bedford RLs, parts for Q4s seem to be thin on the ground!

Hose It Down...

A productive day today as I went up to Cheshire to pick up some more bits for the Commer. This time, rather than mechanical bits, these are parts which it would have carried when in service as a hose layer with the AFS in the 1960s. However, as it was only registered in 1964 and the AFS disbanded in 1968, whether it actually ever fulfilled this purpose for real is debatable!

Anyway, I picked up three lengths of canvas 6" hose that a fellow goddess owner had stored. This 6" hose was used when goddesses were relay pumping from pump to pump over long distances. I'm not sure how long this was used for as even the 1963 training video I have seen shows them using plastic hose rather than canvas, hence why I have the distinct feeling that whilst they kept some and regularly inspected it, it was never really used (imagine drying 2-3 miles of canvas hose?!).

The hoses are held together with these neat and presumably original straps:

Evidence that it was regularly tested, here the tag dates from December 1991:

I also managed to pick up a few more toggles / couplings from the same chap - these were used to couple the 6" hose together and the Commer would / should have carried 12 when in service, so together with those I picked up from Vass last year, that's not far off 12:

Then it was on to another part of Cheshire to pick up two collecting heads. These were used to convert anything from one to six normal hose deliveries to one 6" hose and the Commer would have carried three when in service; luckily I already had one from a few years ago which I bought on spec and currently keep stored in my goddess. Ugly but at the same time, a work of early 1950s utilitarian beauty!!

The Magic Numbers...

Well, more progress and a step back or two...

The hubs are now back with Tony having been primed by Howard after blasting, they have now had a black top coat of some marine-type super rust-proof black paint to keep the rust at bay for a few more years. Smart they look too, ready for refitting!

Part of the Military Vehicles Trust process for dating the vehicle for the DVLA involves ascertaining the chassis number. It's on a plate under the bonnet, which is present and clear, and matches the V5. However, there should be another on the chassis somewhere. But where? On a Bedford RL, it's on a plate on the offside, just behind the cab - easy. On the Commer? Hmmm. I looked at the military parts list and it says that it's on a plate on the near side near to the spare wheel carrier, which the Civil Defence version doesn't have. So, a quick flick through the Civil Defence parts list leads to the following:

"It is also stamped on the top flange of the N.S. (L.H.) chassis sidemember at the rear spring front bracket location."

OK - but is that not where the body sits? Er, yes, as this photo shows....

Anyway, another AFS Q4 has appeared on eBay and the owners said that the chassis number matched and was visible etc. I cheekily emailed him to ask where he found the number on his and he had the following advice:

"Near-side chassis rail just above some rivets, about 12'' behind the rear wall of the cab."

Great, that's where the military parts list says it should be and nowhere near the CD location! But - on the AFS Q4, is there not a locker in the way, as the photo shows? Hopefully it will be visible.

 
However, some good news! Whilst wandering the web and the DVLA list of vehicle clubs earlier, I came across the Rootes Archive Centre Trust. Despite it saying that their records for military and commercial vehicles were not as complete as the cars, I emailed to ask whether some Commer information might be available. The response was "What's the chassis number and registration mark? We may have some information" So, fingers crossed.

To be continued....

I'm Painting The Town Red...

Well, the hubs have been blasted by Howard and are on their way back. Very neat they look too! Certainly a huge improvement on what they did look like with almost 60 years of grime and muck on. Howard did mention that they are pretty heavy, though. They're made of tough stuff these Commers!

Looking forward too to a trip out this Sunday to collect some bits for it. Originally, it would have had about half a mile of faked out canvas (later plastic) 6 inch hose in the back. I can't stretch to half a mile but someone in Cheshire has three lengths, so that will do for the time being for display purposes. Also, I am dropping in to see another well know GG owner to buy a couple of collecting heads - these were used to enable hydrants of lightweight pumps to connect to a 6 inch hose; the Commer as a hose layer would have carried three.

Brake My Soul...

So, the rear wheel cylinders are away with Past Parts in Bury St Edmonds being re-sleeved in stainless steel. Now, Tony has removed all four hub assemblies whilst the wheels are in bits in order that they can be cleaned. If you're going to do a job do it properly! They are rather large and heavy and, surprisingly, pretty filthy considering that 519 has only done just over 1,700 miles. Still, I suppose that is over 50 years or so and probably long before jet washers were in common use!

Anyway, they're off to Howard at Rusty Bits in Suffolk to be blasted and painted, ready to be reunited with the rest of the braking system in the next few weeks!

Sealed With a Kiss...

The hunt for parts for the Q4 continues.... Tony has now, kindly, disassembled the front and rear hubs. The fronts are OK but as outlined in a previous post, the wheel cylinders were seized and Past Parts have weaved their magic on them. The rears were worse, the cylinders were equally seized and the hub seals too were beyond redemption. Que a hunt for new seals. Tony tried some trusted suppliers that he knew - with no luck. But, responding to an advert in the back of Classic Vintage and Commercial Magazine, I tried these guys - Oil Seal UK - who specialise in oil seals for classic vehicles. Would they have some rear seals for a Commer Q4, itself now quite a rare vehicle? Yup, they did (an NA883, apparently) and 48 hours after posting off a cheque, two new old stock Payen seals arrived in the post, still in their original boxes and protective paper. Excellent service!

No Spare Parts...

Although it will be October before any work commences on the Commer, that's not to say that there isn't progress!

The brakes have been stripped - the front wheels are fine but needless to say the wheel cylinders are seized solid as the vehicle has been standing for some considerable time. So, they have been taken to Past Parts in Bury St Edmonds to be re-sleeved in stainless steel. The back brakes were a litte worse, the bearsing appear to have been over-greased so this has leaked out all over the shoes and drums. Aside from the similarly seized cylinders, this means the shoes will also need re-lining before re-fitting.

Also, deliveries of oil, grease and spark plugs have been made. As ever, Morris are the supplier:

Golden Film SAE 30 oil: http://www.morrislubricantsonline.co.uk/golden-film-sae-30-classic-motor-oil.html

K42EP grease: http://www.morrislubricantsonline.co.uk/k42ep-lithium-multipurpose-grease.html

Also, a new oil filter has been purchased - thankfully and unlike the green goddess where these are rare and expensive, these are the same as early 1960s series 2 Land Rovers so a fiver a pop!

Also, new Spafax VM2 mirrors have been sourced. I use these on the goddess and RL petrol carrier and they are great - they don't look too modern but are unbreakable, easy to fit and are slightly convex.

As usual, the front and rear sidelight bulbs will be replaced with LED bulbs.

Dawn of Possession...

So, after a couple of weeks, excitement today when the new V5 finally arrived showing me as the owner of 519 ELM. Happy days.

However, the next slight dilemma.....519 ELM was built in 1954 I think, as production of the Q4s stopped in 1955. However, the V5 states that it was registered in 1964, some 10 years later. Initially, I thought this might have been a mistake, however, the copy of the original log book provided by the previous owner shows that it was first registered to the Home Office in 1964. So presumably, it was stored prior to that. But, if it was indeed registered in 1964, it should have had a 'B' suffix registration, not the number and letter format that it has now, which ended in 1963..... Some Q4s did have 'B' suffix registrations, although not many. Strange. So, in fact it is a 'historic vehicle' as it was built pre-1960 but in fact is registered as a PLG (private light goods). So it should need an MOT? Nope, as supplied with it was a letter from the predecessor of VOSA dated 1994 saying that as it was built in 1954 but not registered until later, it is exempt from testing.

So - is there any benefit to getting the DVLA to change the taxation class to Historic, which would probably need a letter from the approved motoring club which holds the records? Or, leave as is?

Just checking a handy site on the origin of 519's number, of the letters ELM, the 'LM' part is the area identifier which places the area of registration to 'London North West'.

http://www.cvpg.co.uk/REG.pdf

Rootes Manuva...

Whilst not directly related to 519, the following book was quite interesting, knowing as I did nothing at all about Rootes Group commercial vehicles.

The Superpoise / Q4 range gets about two pages worth of a mention at the start of the book, as it goes on to examine the success and innovation of Commer vehicles, and then the slow demise in the 70s.

http://www.amazon.co.uk/dp/190834704X

Part of me....

Well, another few days have passed and another few parts have arrived.

Although the voltage regulator works at the moment, they are rather old (at least 50 years old!) so it may one day stop working. The original regulator on my green goddess didn't work when I got it, so was replaced by a modern, solid state regulator which were procured by the EFS at Marchington but seemingly never fitted. It has worked very well, so I thought I'd get another for 519 - if the original ever stops, off it will come!

Also, I dropped in today to see the owner of one of the last 'bikini' units still in existence and in anything like its original condition. This Commer-based vehicle carried inflatable rafts for use in fighting fires from the water, the rafts being steered by water jets created by the 'featherweight' pumps. A very pleasant afternoon chatting and poring over photos and the bikini unit itself, as Owen used to work for the EFS at Marchington managing the workshops, so is very knowledgeable on many aspects of the EFS and goddess fleet in the later years. Anyway, amongst the bits picked up was a Commer maintenance book, so that's now the set of manuals complete.

Now to use them to get 519 going again......!

You can see the current, original CAV regulator mounted on the dash panel to the left - the black box with wires coming out!

Love Instruction...

An interesting part of owning a new and different vehicle is trying to understand how it works. With owning two Bedfords, I now have user manuals, parts maunals and a handy workshop training manual to help with any problems and the workings are fairly well understood. However - the Commer? Er, no idea. Yes - it's a green truck but quite a bit is different to the Bedfords, in detail if not style.

I managed to pick up an unused workshop manual on eBay just before I bought 519 and then got hold of the military and civil defence parts manuals from LW Vass when I popped in a few days ago - these were the last two and had been sat on a shelf since they sold most of the AFS Commers which were disposed of in the late 1990s and early 1990s, hence the 'do not sell' note on one of them!

Just the user manual to find now.....

Love at first sight...

After yesterday's truckin' across the UK, today's job was to get 519 unloaded and into the shed.

Unloading was simple enough, although nerve-wracking given that the foot brakes don't currently work and the hand brake is weak to say the least! Still, with Tony's gentle guidance, 519 eased down the ramps and onto the concrete.

I then spun it round across the concrete pad so I could unpack the Ikea-style flatpack bodywork on the back! As promised and confirmed by a cursory check yesterday, it was all there - tail board, side boards, corner posts, hood sticks (with hose layer adaptations) and the centre partitions. Excellent! Now just to wrestle with the bits and get them back on.....:

Once that was done, out came the pressure washer and years of grime and dust were blown away, as were a few birds nests underneath!! The finished result looks much more pleasing.....!

Once that was done, 519 was moved inside and over the pit in the workshop so that some oil could be removed from the engine, which had been over-filled. In the end, I guess about 2-3 litres were dropped, and I almost kept my hands and arms oils free!!

This did give a great chance to see how good the engine access is on a Q4 compared with the Bedford RL where you have to fold yourself around the cab in various contortion exercises!

Before it was put to bed, I also had a good nose around to see some of the other features of this strange vehicle! It is like a complete time warp, it having only really had two owners since it was in AFS service, service to the nation which finished in 1989 with only 600 miles on the clock.

The 'flared nostrils' look at the front:

The cosy but well laid out cab with additional, more modern AFS switches on the drivers side:

The four wheel drive controls with low and high range and front axle de-clutch unit:

The original trim intact and unmolested, including the headlining:

The proof that it's hardly even broken in!! Just 1,742 miles since 1954......:

It may well be a good few months now until more progress is made, but please do keep watch on the restoration of this fascinating and increasingly rare vehicle!