I am no expert but wondered if it indeed was a Series I? This is from VINTAGE ROADSCENE Issue 90, taken from the 1936 WD Report:
Quote:
Morris-Commercial C.S.8.T. Series III, 15-cwt four-wheeled truck
The C.S.8T Series III was a standard WD truck (one ton useful load) developed from the Series I and II referred to in the 1935 Report. As the design was approaching finality a full description appeared in the 1936 Report. The chassis was constructed as far as possible from standard commercial components, and had a standard wood body. The engine was a six-cylinder 3,485 litre petrol engine developing 63.5 bhp and maximum torque of 1m740 lbs/inches, driving through a four-speed gearbox to a bevel drive rear axle. The tyres were 9.00-16 cross-country tread and combined with a 3.2-ton gvw implied a tractive effort of 1,250 lbs/ton and power:weight ratio of 19.5 bhp/ton. Average road fuel consumption was 11.5 mpg; tank capacity was 22 gallons. Trials commenced at Farnborough with a WD vehicle and then further tests in North Wales and Farnborough with two randomly-selected WD vehicles from a then-current contract. The production models’ successful reliability and performance equalled the pilot model. Experience with Series I and II trucks in Egypt indicated a mere 1,600 miles life of the engine and so Vokes C.5 air cleaners were fitted consequently, with WD-pattern air cleaners on subsequent production. Dustproof carburettors replaced the original type and crankcase oil fillers were connected to the carburettor intake. A few cases of front axle failure in Egypt were rectified by a replacement stronger pattern. Trials had been conducted in 1936 with a 250-gallon Thompson Bros. (Bilston) Ltd petrol tank and 190-gallon water tank. In both cases the rear axle exceeded that which occurred with the normal one-ton load and the frame members were damaged through contact with the rear axle casing. Further running was carried out with stronger and progressive rear springs and double-actimng shock absorbers. During the year trials took place by Fisher & Ludlow Ltd steel body on a truck chassis, which proved satisfactory but the proposal, with justification, raised questions of wartime steel supply and the facilities for field repair, which were then under investigation. During the year contracts for 1,597 of these chassis were placed: 59 with drawbar gear for towing the 2-pounder anti-tank gun and 44 with cavalry portee bodies (Z 354970 to 355013 under contract V.2911).
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I was sure a few moments ago that the Series II trucks had been sent to Egypt, but that may be totally wrong.
As to what the truck was doing in 1941, well it looks as though it was never sent to France, unless it was lucky of course and shipped back, and was with it seems plenty of other pre-war MCC trucks, used in service until....demob in 1944 as obsolete? Or even post-war?
Interesting about Mortons having some of the MOTOR CYCLE photos. I have been through 22,000 shots scanned from the COMMERCIAL MOTOR and MOTOR CYCLE archives, as well as some THE MOTOR and AUTOCAR ones, now owned by Chris Hodge Commercial. The MC magazine shots appear to be from the early days of Brooklands up to the Fifties with some military m/c shots including what I think are immediate pre-war ISDT and similar races in Germany, Switzerland, and UK. There are however very, very few military vehicle photos, and a handful of CMPs with just one post-war civvy rebuiold.