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S and what comes to mind? A roaring, clanking, belching

23rd December 1993
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Page 52, 23rd December 1993 — S and what comes to mind? A roaring, clanking, belching
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Which of the following most accurately describes the problem?

beast with screeching tracks; the earth trembling as it passes by, trampling any obstacle in its path.

One can only guess at the terror these monsters struck into the hearts of trenchbound German troops as the first hellhag trundled across no-man's land during the battle of Cambrai in 1917.

Whatever they felt, they weren't slow in building their own.

The British Army has been hauling tracked firepower for nearly 80 years beginning with the first lozengeshaped versions of World War 1— Little Willies as they are fondly known—to the present-day Challenger.

Early tanks were powered by a variety of engines from the 78kW and 93kW (105/125hp) Daimler engines (with their own built-in smoke screens) to the 112kW (150hp) Ricardo units in the celebrated Mk5— the first to be controlled by one man.

They had a crew of four with the driver and commander (he also operated the brakes) at the front. At the rear, on hand signals from the driver, two gearsmen operated secondary cogs for each track.

Cold starting required spark plugs to be warmed-through on burning cotton waste while some poor blighter had to heat up the petrol in a biscuit tin and then, once evaporation had started, extinguish the fire using a tight fitting lid! When ready, it took another four heroes to crank the engine over.

Early models were unsprung. With their clamouring, crashing, smoking power plants accounting for most of the space and fresh air within them, they were simply the worst type of mobile battleships crewed by the finest sort of hero. The Armoured Corps' Iron Fist motto should have read Iron Constitution too.

Yet they battled their way through Cambrai, Hamel and Messinas, writing their own pages in the history books.

In the 20s and 30s national war fatigue and general industrial ague pushed most tank developments into the background. So much so that as World War 2 began to unfold it became apparent that the British Army needed to up-armour and quickly.

UK tank production was slow and under-funded. America, through the lease-lend arrangement, supplemented our efforts with large numbers of armoured vehicles.

The most famous was the Sherman M4 tank series which was assembled in the US on an immense scale. Peak years were from '42 to '45 when, using pre-built sub-assemblies, almost 50,000 Shermans drove off the line at the rate of one every 30 minutes.

They saw action across North Africa, chasing Rommel from Alamein but needed rearming with bigger 76mm and 105mm guns to combat the German Tiger tanks in Europe. They also starred in many films, not least the fifties stiff-upper-lip, never-say-die classic "They were not divided".

As WW2 ended America reclassified its tanks, replacing the popular Shermans with the M26 Pershings.

By the mid-Fifties a replacement for Britain's ageing Conqueror and Centurion main battle tanks had also begun to emerge in the shape of the FV4201 Chieftain.

It was accepted in 1963 and production got under way at the Royal Ordnance's Leeds factory and at Vickers' Elswick Works.

Fours years later the 11th Hussars in BAOR took first bite of the 800 or so that were built for the British Army. The largest export customer was the Shah of Iran until he was overthrown by Ayatolla Khomeini. Initially, he ordered 700 to be followed by another 1,100. There were also reports of interest by Libya.

Around this time, the Leyland L60 engine developed defects affecting its reliability so a suitable diesel replacement went straight to the top of the list of priorities. The problems were resolved with the creation of the Rolls Royce, Perkins-engined Challenger range which acquitted itself so well in the Gulf War.

Over the years armies across the globe have produced their own designs of tanks but all have a direct line of descent from those WW1 veterans.

A fair selection of them, many either captured or acquired from battlegrounds around the world, can be seen at The Tank Museum in Bovington Camp, Dorset. Rumour has it that in the '20s, Rudyard Kipling originally suggested it was set up to care for all the old tanks rusting away on the heath or for gunnery practice on distant ranges.

From then until its official beginning in 1946 the collection has grown to its present excellent state. No wonder it is high on the list of tourist attractions.

Having reported on tanks from their very beginning, CM decided to try to get an idea of how the iron maidens handled. To do this we approached the Museum, presently under the wing of Col John Woodward, RTR.

Workshop manager, Graham (Chatty) Taylor and his staff kindly interupted their never-ending restoration work to let CM drive a 'recent' Mk5 Chieftain and a 1943vintage Sherman M4A2.

Both are presently undergoing renovation but each cranked up in its own peculiar way and showed its paces.

Although now retired in favour of the Challenger, the Chieftain still looks the part with its sighting periscopes, infra-red vision, laser rangefinder and stabilised main armament. It was built to withstand nuclear biological and chemical warfare too.

But it is the Sherman that brought out the 'Jack Hawkins' in CM.

Whereas earlier versions had rotary Wright Whirlwind engines, the M4A2 has twin GMC diesels mounted at the rear. They start independantly and drive through their twin clutch transfer gears via a long propshaft to a five-speed gearbox and transmission at the front. Sherman tracks are driven by front sprockets with idlers at the rear. Getting into the Sherman's driving seat on the left front corner is usually through the lid at the front. In an emergency, it's the same way out but quicker.

It's a very upright driving position with the gearbox beside the driver's legs and transmission across the front of the footwell. The clutch pedal is to the left, accelerator to the right, two steering brake levers between them and both gearlever and park brake sprouting from the gearbox. In warm weather each engine starts electrically and with both clutches locked out. Should one of the starter circuits be faulty the running engine can be used to crank the other.

In very cold temperatures, each unit has an air heater; it is also possible to tow start one engine and use it to kick the other over. A single-cylinder aircooled petrol engine keeps the batteries charged up. Our Sherman's engines started easily, first one electrically then 'slaving up' the other. It's a slightly different modus operandi with the Chieftain.

For a start, engine, transmission and final drive are located at the rear and the driver sits at the front of the hull in the centre. Entry is also via the hatch once the turret has been swung aside. When battened down he drives in a reclining position. There's infra-red for night moves too.

Steering tillers are to the left and right and there's a large brake pedal in the centre. To its right is the accelerator; on the left, the gearbox controller pedal.

Space is restricted so the most suitable drivers are the small, wiry ones.

After a series of checks the main engine can be started from cold hydraulically via the auxiliary start/charging engine. The downside to this first-time start is the belching smoke and noise. The Chieftain can be invisible to the eye when hidden among the gorse but get that Leyland L60 coughing and it looks like Vesuvius has erupted.

When ready to move the gears select smoothly via the controller pedal; an indicator on the dash shows which cog you're in.

Keeping an eye on the rev counter, it's up for an upchange and down to come down the box. It runs through the gears with little effort, gathering speed deceptively until the driver becomes accustomed to the din and the clatter.

Whereas the Chieftain with its levers and pedals seems a little like a rather sophisticated kiddies' pedalcar, the Sherman feels more sort of.. well ... agricultural. The sturdy gearlever with its reverse thumb button is on the right, ahead of the park brake lever cranked over the gearbox, while the pendant clutch pedal is very Fordson Majorish!

Despite its lower power-to-weight ratio, the Sherman is surprisingly swift but unfortunately its acceleration is wasted, waiting for synchronisation of geartrains before engaging gears. There's little to choose between their respective gradeability and top speeds and the gutsy Sherman is certainly satisfying to drive.

However, it's no match for the heavier, more powerful Chieftain with its modern driveline and sophisticated weaponry.

Despite its earlier engine problems it proved a real thoroughbred with both power and punch: virtues that have no doubt been passed down to its present day successor, the Challenger.

by Bryan Jarvis Based in Norwich, East Coast Truckers was formed in 1982 as a CB radio club.

Over the years it has evolved to include truckers' families in its events and its main purpose is to provide a social focus; anything from ten pin bowling to a pub night. "By the very nature of this job you rarely get to meet other drivers—it's a quick wave from the cab as you go by," says club chairman Gerry King.

The club meets on the first Sunday of each month at the Norfolk Dumpling pub in Norwich Cattle Market. The next meeting is 9 January and King says any prospective member is welcome to drop in Not all of its efforts are devoted to having a good time, however. The ECT launched a 10-point Charter to fight for better rates and conditions for hauliers, which was the subject of a discussion on BBC Radio 4's Going Places. There's also an annual Children's Convoy which provides a day out for 50 needy children. Convoy sponsors include the United Road Transport Union and funds are raised by appearances at events like the annual transport show at the Royal Norfolk Showground in which ECT members give the public the chance to drive an artic in return for a donation.

The club's 70 members include ownerdrivers and employed drivers. Membership costs £10 a year which includes a monthly newsletter; discounts are available on parts and tyres.

Most of the members are based in Norfolk with a few in Suffolk and Essex.

CONTACT: Gerry King, c/o The Norfolk Dumpling Pub, The Cattle Market, Norwich, phone (0603) 503222.

South West Truckers was formed 12 years ago in Bristol by an employed driver, Ray Vowles, who wanted to improve the image of drivers. The club name is no longer accurate: its 400 members have spread out from the West Country to include hauliers and employed drivers from the North to the South-East.

The club is organised in six regions which hold their own monthly meetings in addition to an annual meeting. It also stages an annual truck show at the Westpoint Showground in Exeter; the next of these is scheduled for 9-10 July 1994.

Charity work includes an annual cycle ride across Barnstaple's Tarka Trail. This year £5,500 was raised for a children's hospice which will be the focus of more fundraising in 1994.

Membership is £10 a year which includes a monthly magazine, truck stickers and, in the event of sickness, £10 a week sick pay. For a further £6,50 members receive loss of licence insurance.

CONTACT: Iris West, 11 Parkway, Bridgwater, Somerset PA6 4QR, phone (0278) 428035.

As its name implies, LTC is a club exclusive to women drivers, with the aim of promoting women in transport. Like East Coast Truckers, its original handful of members were brought together through CB radio.

Now there are 170 members, says club founder Ilona Richards, and events include a post-Christmas bash which takes place next year on 5 March 1994 at the Bardon Hall

Hotel in Leicestershire. It will include LTC's Women of Achievement awards with Edwina Currie as guest speaker. Nominations are still sought for categories including "Most successful owner-driver" and "Most outstanding transport manager".

LTC takes stands at various truck shows, including Truckfest at Peterborough and Shepton Mallett.

Membership is ,E6 a year which includes a bi-monthly newsletter and a list of members which is useful for women drivers overnighting and, as Richards says, firm friendships are often made. 'Tye been on holiday to Scotland twice and stayed with lady truckers," she adds.

CONTACT: Bona Richards, 1 Horton Avenue, Stretton, Burton on Trent, Staffs DE13 ODP, phone (0283) 67321.

With assistance from Seddon Atkinson the Classic Atkinson Club was formed in October this year to cater for owners of pre1975 Atkinson lorries: it already has 40 members. The club is organised by Jill Honeybun; she and her husband own an Atkinson steam roller and a 1970s tractive unit. Members will be able to source rare replacement parts and swap notes on restoration. "We are trying to record any known Atkinsons," she says, "to unite threatened vehicles with happy owners." There will be an Atkinson gathering on 1819 June 1994 at Leyland, near Preston.

Membership costs .C10 which will include a newsletter and other services once the club is fully established.

CONTACT: Jill Honeybun, Ivy Cottage, Sway Road, Pennington, Lymington, Hants S041 8LP, phone (0590) 675701.

VAUXHALL AND BEDFORD OWNERS CLUB

The Bedford section of the Vauxhall Owners Club was launched this year to satisfy a demand that, until now has had nowhere to go.

There are 20 members so far, but as Bedford membership grows the club hopes it will spin off to form a full-blown Bedford Owners Club with its own services including a quarterly magazine and the opportunity for owners to buy spares cheaply, including obsolete stock. A register of surviving vintage Bedfords is planned. Membership costs £12.50 per year.

CONTACT: Ron Ruggins, c/o Corona, Great Bookham, Leatherhead Road, Surrey, phone (0702) 345885.

REGISTER OF ERF VEHICLES SOCIETY A club that has become well established since its formation in 1988, REVS has more than 350 members and its annual rally this year at Oulton Park attracted several thousand. Next year's rally will be held on 25-26 June 1994 at Bloxham in Banbury Other events include an AGM and historical evenings with slide shows. The club's major aim is to produce a marque register, especially of models from the sixties and seventies. It welcomes information from owners.

Joining fee is £1.50 plus £10 a year or 111 for family membership.

CONTACT: Barry Randall, 75 Gallaghers Mead, Andover, Hants SP10 3BS, phone (0264) 357404.

Yet another club launched this year: 80 enthusiasts attended the inaugural AGM and membership has already risen to 170.

"Most of the interest is in the vehicles of the '50s, '60s and '70s," says founder Gary Grysa. The club locates and holds spare parts and holds a summer rally as well as the AGM. Members pool Foden lore on the principle that "everyone knows something but no one knows everything", says Grysa.

Membership is £10 including a quarterly newsletter.

CONTACT: Gary Grysa, 21 Sheep Lane, Woburn, Beds MK17 9HD, phone (0525) 290121.

This club, for fans of the mighty Renault Magnum, has a counterpart in France, Club Magnum.

It has about 60 UK members who meet at truck shows during the summer. Services are limited to companionship of like minds but there is no membership charge; any costs are met by Renault.

CONTACT: Jim Lindsay, Promotions manager, Renault UK, Boscombe Road, Dunstable, Beds LU5 4LX, phone (0582) 471122.

Since its formation in 1988 the Scammell club has attracted 200 Scammell supporters.

Members meet at an annual road run and barbecue, or at regional meetings throughout the year. The quarterly newsletter includes free advertising for spares and the club produces souvenirs such as calendars and mugs. The 1994 calendar is available now, priced £8.

Not all members own vehicles: some are happy to attend the road runs, take pictures, collect models and wallow in nostalgia for a golden age of British transport.

Membership costs £8 a year and a specialist breakdown service is available.

CONTACT: Mike Smith, 2 Burseford Way, Hutton, Brentwood CMI3 2PL, phone (0277) 222213.

The club was founded by South London haulier Ted Robson to bring together operators who had bought the Scania Centurion, a premium unit built by Scania to celebrate its 100 anniversary. Some of the 25 Robson runs Robson Haulage of Deptford and half his 10-strong fleet are Centurions. He has had help launching the club from dealer Scantruck at Purfleet and David Burke at Scania's HQ in Milton Keynes: Scantruck supplies club souvenirs which are sold to raise funds for the Great Ormond Street Children's Hospital, the club's favourite charity Members meet at truck shows; Scania produces a membership magazine and there is no membership fee. Robson reckons the main attraction for members is the quality of the Centurion—"the dream truck on the road" members have been known to spend £10,000 on a paint job.

CONTACT: Ted Robson, Rohsons Road Haulage, New Baltic Wharf, Deptford SE8 5RJ, phone 081-692 8884.

Open to anyone interested in Volvos the club has 30 members, two of them in France, and was launched in May of this year.

Members aim to run a stand at Truckfest in 1994, including restored examples of veteran Volvos. Services include a bimonthly newsletter with information on models, clothing and other souvenirs. The club intends to organise barbecues and charity drives next year; a possible members' project is to buy a classic Volvo and restore it. Membership costs £5 a year.

CONTACT: Martyn Barrett, 62 Wilton Crescent, Shirley, Southampton, SO! 2QE, phone (0703) 321155


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