Sold: '42/43 Ford F15A

Bruce Parker (RIP) · #1 02-08-12, 04:24

I've seen and driven this truck (plus own and have been restoring CMP's for over 30 years). No areas of major concern I'm aware of beyond a great runner with as much original stuff as you are likely to spend a lifetime looking for.

OK, OK. There is one BIG flaw.

The chevron tires (yes...NEW...CHEVRON...TIRES!!) are backwards and should be 'v' down. At least according to the manual. You could either live with that or spend 20 minutes changing them around if you felt the need.

chris vickery · #2 02-08-12, 14:28

$8G for a beautifuly restored 13 cab is a very good investment...

Stew Robertson · #3 03-08-12, 04:51

yea and it is a FORD

chris vickery · #4 03-08-12, 14:53

Seriously guys. I am sure that a rebuild of a flathead motor is in the $3K area now just on its own. Try to fully resto anything for Mike's asking price and see how you fair.
BTW, not affiliated with the seller in any way, just a little support for another mv guy!

Bruce Parker (RIP) · #5 03-08-12, 18:17

Quote:

Originally Posted by chris vickery

Seriously guys. I am sure that a rebuild of a flathead motor is in the $3K area now just on its own. Try to fully resto anything for Mike's asking price and see how you fair.
BTW, not affiliated with the seller in any way, just a little support for another mv guy!

Chris, you touch on a very good point. I've priced out what a CMP restoration costs, using a relatively clean, complete starting point. Not counting your own labour, given that you start with lots of NOS parts and don't have to get them one at a time at E-Bay prices, and assuming you've already got $30,000 in specialized tools, compressor, torches, etc. and space in the garage your wife would like to use for her car...it's still over $15,000 for things you need to buy or have someone else to do like sandblasting, machining or building the engine, tires, tubes, brake turning, shoes and lines, glass, paint and primer, wiring, gas tanks, rebuilding starters, generators, carburetors, nuts, bolts, taps, grinding wheels....

I love doing it, and the money spent over 3-4-5- years it is justifiable (-ish), but these things aren't cheap to do and, I'd suggest, for anyone who baulks at paying for a restored one, the alternative is paying more, taking years and, sadly, often running out of time and money before it's ever completed.

Mike Timoshyk · #6 08-08-12, 21:22

Blondie and I drove from Windsor to Amherstburg this past weekend to participate in a time line event focusing mostly on 1812 aniversary. She performed wonderfully even in the 45+C temps....stop and go in a parade and then a static display for the whole weekend. Then is was another 45 min drive to the Canadian Transportation Museum and Heritage Village where she will wait for the Military Muster. No problems what so ever.

Gonna miss her....

cheers

Mike Timoshyk
Event Coordinator
www.militarymuster.org

Mike Timoshyk · #7 15-08-12, 23:41

Blondie is now posted on MILWEB since there appears to be no serious interest locally (Canada)

You can view her personally at the Southern Ontario Military Muster
25-26 August at the Canadian Transportation Museum and Heritage Village in Kingsville Ontario.

Cheers

Mike Timoshyk
Event Coordinator
Southern Ontario Military Muster
www.militarymuster.org

jack neville · #8 16-08-12, 00:56

Quote:

Originally Posted by Bruce Parker

I've seen and driven this truck (plus own and have been restoring CMP's for over 30 years). No areas of major concern I'm aware of beyond a great runner with as much original stuff as you are likely to spend a lifetime looking for.

OK, OK. There is one BIG flaw.

The chevron tires (yes...NEW...CHEVRON...TIRES!!) are backwards and should be 'v' down. At least according to the manual. You could either live with that or spend 20 minutes changing them around if you felt the need.

I have chevron tyres fitted to my Fordson WOT. I put them on backwards, against the 'direction of rotation' arrow as I found in a manual where it was advised that the performance and wear was found to be improved that way. I wish I could find the manual again as I am forever explaining to others why they are on backwards. Anyone else read that anywhere?

Bruce Parker (RIP) · #9 16-08-12, 04:10

Quote:

Originally Posted by jack neville

I have chevron tyres fitted to my Fordson WOT. I put them on backwards, against the 'direction of rotation' arrow as I found in a manual where it was advised that the performance and wear was found to be improved that way. I wish I could find the manual again as I am forever explaining to others why they are on backwards. Anyone else read that anywhere?

Early CMP manuals call for the tread V down first. This, apparently, gives better traction but doesn't wear as well as you say. For war economy about 1941 they started calling for the open end of the V down first. Wartime photo's would indicate this is what happened but there's lots that show tires mounted in the 'wrong' direction.

Of course the Americans solved this whole problem with NDCC bar treads.

Harry Moon · #10 16-08-12, 04:43

Quote:

Originally Posted by Bruce Parker

Early CMP manuals call for the tread V down first. This, apparently, gives better traction but doesn't wear as well as you say. For war economy about 1941 they started calling for the open end of the V down first. Wartime photo's would indicate this is what happened but there's lots that show tires mounted in the 'wrong' direction.

Of course the Americans solved this whole problem with NDCC bar treads.

I think it is the other way around.
the manuals, looking at C1, shows the open end down and then i think there was a bulletin saying to reverse that. Maybe debated on MLU some time ago? Then looking at the pictures in the Back Of Bill Greggs vol 1 the pictures of trucks in operation particularly the C60L in the ditch show the point end down or leading.

Bruce Parker (RIP) · #11 16-08-12, 12:57

Quote:

Originally Posted by Harry Moon

I think it is the other way around.
the manuals, looking at C1, shows the open end down and then i think there was a bulletin saying to reverse that. Maybe debated on MLU some time ago? Then looking at the pictures in the Back Of Bill Greggs vol 1 the pictures of trucks in operation particularly the C60L in the ditch show the point end down or leading.

Harry, go back to the earlier small 1939/40 CMP manuals. By the time of MBC1 the change had occurred to open end of the V down. The ditched C60L (a 13 cab so 1942 or newer) is one of those 'exceptions'.