Aussie WW2 staff cars

[Hanno Spoelstra]

Really looking good Lang!

I like your upgrades to make sure the vehicle can be used on long trips. Did you change anything on the drive line? Like adding the 5-speed gearbox to the Chevrolet Panel Van?

[Mike K]

Originally Posted by Hanno Spoelstra

Really looking good Lang!

I like your upgrades to make sure the vehicle can be used on long trips. Did you change anything on the drive line? Like adding the 5-speed gearbox to the Chevrolet Panel Van?

I agree , nice paint job , compared to my efforts ! . Some people fit modern Toyota rims on these Chevs but I guess you can't fit the hub caps on in that case. Not sure if the original rims are 'safety' type with the ridge that reduces the risk of the tyre coming loose under low inflation stress.

[Lang]

Hanno

The only other mods are changing it to 12 volt. Easy change but required an alternator to replace the 6 volt generator. I picked up a single wire (eliminates external voltage regulators) alternator from an old Ford Falcon and it just dropped straight on the original generator mount. The beauty of these is they came with a split pulley and a couple of washers between the pulley faces made it wide enough to match the crankshaft and water pump pulleys so I could remain with the original wide belt.

The globes were all replaced. Starter works fine (in fact 10 times better) on 12 volt and you just need little $7 12-6 volt converters in the windscreen wiper and fuel gauge circuits.

The distributor was very worn and loose, as most of them are at this age, so I have put in a complete after market electronic distributor, not just the half-the-job electronic point conversion in the original distributor. Much cheaper than a replacement original and so much better.

I had one on my Normandy Chevrolet Panel Van and it certainly started and ran like new with no points worries.

Will get the springs reset to lift her up a bit as she is starting to get a bit low and that should be that.

I know some people are critical of such modifications but very few of the purists have any concept of driving an 80 year old vehicle 7,000km on a single trip knocking over 6-700km a day for four days just getting to the start and the same coming home again. As well as most Australians. more than a few Americans and Canadians understand the problem and the bulk of the critical comments come from Europeans. How many times have I been subject to rolling eyes and superior comments from "experts" at Normandy and UK events. We are not hot-rodding our vehicles just using common sense to ensure not only is the journey completed but done with a minimum of drama. You can be sure there will still be drama with the remaining original components at some stage.

Lang

[Hanno Spoelstra]

Lang,

I agree you’re just applying common sense here. Any upgrade to increase reliability and safety should be applauded. Like you say, it’s not like you’re hot rodding it.

Pre-COVID I talked to the owner of a HUP at a swap meet. He was adamant that the original 1941 dated tyres on his truck were much better than new tyres as “they were made with natural rubber which is superior to today’s rubber”

I used to own a 1965 VW Beetle, it ran on old style diagonal tyres. Very original but a nightmare to drive in modern traffic. I quickly replaced them with radial tyres. I got those same looks at shows you got.

[Mike K]

1941 DODGE SEDAN RESTORATION By Neil Wain VMVC

wain.jpg

After restoring a 42 Jeep to military appearance and deriving much pleasure from the parades and rough bush trips with the VMVC for many years, it occurred to me that with the onset of middle-age and the lack of creature comforts in the green machine, perhaps it was time a more comfortable hobby vehicle was acquired, so I scouted around for a sedan car, preferably American from the pre-WW 11 era.
A member approached me with an offer to look at a 1941 Dodge (D20), ex-RAAF staff car he had for sale, and after a few enquiries about other vehicles that may have suited, decided to purchase the Dodge in 1987.
The car's history is incomplete, but the information I have from the previous owners indicates that the car was retired from RAAF service (RAAF No 202513) in 1952. Its history from that time till 1979 is unknown, probably purchased from disposals and run by a private owner until it was no longer roadworthy. It was advertised in the Melbourne "Age" on Saturday 19 May 1979 at Ballarat and purchased by a VMVC member after it was discovered to have had a military connection and has since passed through two other VMVC owners before me, each accumulating bits and pieces for the forthcoming restoration before deciding not to proceed.

I believe most Dodges and Plymouths of this vintage were acquired by the armed services for Air Force staff cars (most Chevs and Fords went to the Army) and several years after the war were sold at the disposal sales in a well-used condition.It was complete, but in poor condition. It had been painted dark green over the military olive drab. Some crude rust repair work had been attempted and a large dent in the roof panel had been roughly repaired by "tradesmen" for a previous VMVC owner. The interior was dilapidated with splits in the leather seats, damaged head lining and worn carpets. The motor ran roughly and had weak compression in most cylinders.

The Australian '41 Dodge was assembled at the TJ Richards Chrysler plant in Adelaide, SA, from parts and panels sourced from TJR local manufacturers and imported from the Canadian Chrysler plant in Windsor, Ontario. Physically, apart from chrome trim and dash styling, the vehicle's major differences to the 1940 model were the single piece 'alligator' bonnet, hinged at the cowl, installation of the battery in the engine bay instead of under the front seat, and the introduction of the longer 218 cu in motor, otherwise it was basically a Plymouth chassis and body with Dodge chrome trim and name plates conforming closely to the Canadian D20 Kingsway and D21 Kingsway Special models of that era.
The Australian '41 body differed from the Canadian version in that it had a two piece rear window instead of a single pane, different front and rear quarter vent window pivot design, retained the external door hinges from 1940 and had different door lock and window winder mechanisms. The RHD dashboard panel arrangement does not allow the standard Mopar push button valve radio of the time (Phiico 801 or Motorola 37D-1) to be installed in the opening provided as it fouls the cowl vent lever and dashboard brace behind the panel.

Mechanically, apart from being right hand drive, the Australian car had electric instead of vacuum screen wipers and a push button solenoid operated starter motor instead of the foot pedal lever mechanism used on the North American LHD cards. The RHD Australian column shift used a bowden cable and lever mechanism to actuate the gearbox selectors. The engine had a 4-1/16" stroke and a 3-3/8" bore (218 cu in), the same as the Canadian version of the car.

After taking delivery in November 1987, the Dodge was then progressively stripped down to a skeleton so that I could assess what needed repairing. In 1991 an advertisement appeared in the "Melbourne Trading Post" for a "41 Dodge at Kinglake West. The owner was prepared to sell for a reasonable price and so it was added to my stable.
There appear to be very few '41 Dodge cars left in Australia, apart from the two I purchased. I know of only three others - one four door sedan located in NSW registered and running; there is a two door convertible in SA under restoration (thought to have been one of two imported to Australia during WW11 and used by General MacArthur), and there is another four door ex-military car in Perth WA.

In response to an advert in the "Melbourne Trading Post", September 1991, for "41 Dodge panels, I purchased the front clip off a hearse, including the die-cast two piece grille, head lamps, bonnet mascot and dash, complete with instruments.
Having dismantled both cars, and with the newly acquired parts from the hearse, I was able to select the best parts, mechanicals and panels for the reconstruction. The chassis and running gear of the first, car, the body, shell, doors, seats and motor of the second car and the front sheet metal and dash of the hearse were chosen as the best basis for a ground-up restoration. The body was sent away to a Chrysler Club member to be sandblasted and have rust replacement work done whilst I worked on the chassis, brakes, steering and suspension. The other body shell and chassis were stripped of all useful parts and sent to Simms Metal for recycling.

The motor of the first car appeared badly worn so it was rejected and the second car's engine, which seemed to have had some recent work done on it, was tried but found to have a siezed oil pump which had stripped the camshaft worm drive for the oil pump and distributor. Also, the motor had been modified with a W crank and 3-7 /16" rebore (250 cu in) with the two centre pots sleeved and the underside of the cylinder block ground away to clear the bigger crankshaft. It also had a rust hole between the valve seats on
number three cylinder.

This engine was also discarded and neither motor was considered suitable for refurbishment, so I purchased a third engine from a '49 D32 Dodge which has the same specifications as the '41 D21 motor. A check showed the cylinders and pistons to be 0.020" o/s and in good condition. The crank was standard but needed a 0.010" grind. The head and block were surfaced and the valves and seats were refaced at a local engine shop. The motor was reassembled with new rings, bearings, seals and gaskets.
The standard clutch mechanism from the first car was installed with a new clutch plate. Both transmissions were dis-assembled, cleaned and checked for wear; both were in good condition except for some minor chips off the first gear. The gearbox from the first car was re-assembled using the best parts and new synchro rings.

All the die cast trim, such as the grilles, headlamp housings, tail lights and dashboard fittings, together with bumper bars and numerous other smaller items, were sent away for chrome plating after an extensive preparation procedure to remove as much of the inevitable pitting and rust as possible without destroying the parts concerned. In the process, the platers managed to snap the diecast windscreen centre bar, but I was lucky to be given a replacement by a generous Chrsysler member.
The body was re-fitted to the chassis and sent off to be painted. Rather than restoring the vehicle in olive-drab to represent a staff-car of the WW11 era, I've chosen a Nissan cream colour, Simpson Beige (DSD19) which closely represents a Mopar colour of the 1941 civilian period.
In 1997, ten years after I purchased the first car, I was ready to test the fruits of my labour. With no interior, front sheet metal or radiator, I primed the oil gallery and cranked the engine over without ignition. With the oil pressure registering about 40 Ibs pressure all seemed well. With the ignition on, the engine fired on the first try and ran very well considering that it had not been tuned at this stage. A short run out of the garage and back in first gear indicates that all the mechanical systems seemed to be working at that point in time.

I then had confidence to fit the radiator shell, radiator, front guards and bonnet and the vehicle was starting to take shape. The wiring to the headlamps, tail lights and interior lamps was finished off and the body was then ready for glazing and upholstery. It was discovered that the quarter vent design of the North American and Australian cars were different, so it was necessary to make quarter vent seals from universal rubber sections obtained from Australian sources. The interior garnish mouldings and dash panel were given a dark wood grain finish, following instructions found in an article in "Classic Cars" magazine.
I relocated the dash panel support brace and cowl vent lever to the centre of the firewall and installed the dash panel, instruments and interior lighting. A Mopar 802 push button, valve radio was fitted in the dash panel opening next to the glove box. A local motor trimmer fitted out the interior with a selection of mid-brown carpet, beige head lining and tan leather for the seats and matching tan vinyl door panels.
The car was checked out by the Chiysler Club inspectors on 23 November 1998, and is now complete with Club Permit plates CH 4345 for the 1999 Club season.

(Thank you very much Neil for this great restoration saga. Hope you have many enjoyable trips in your "fantastic Dodge ". Editor)

[Mike K]

Shiny chrome

https://territorystories.nt.gov.au/10070/746065

[Mike K]

Plymouth/Dodge 1941 model RAAF

https://territorystories.nt.gov.au/10070/786842

[Hanno Spoelstra]

Great pics!

Originally Posted by Mike Kelly

Shiny chrome
https://territorystories.nt.gov.au/10070/746065

"Date: 01-01-1942 
Description: The chauffeur and the Commandant's 1941 Chevrolet staff car"
ph0417-0038_resized.jpg

Originally Posted by Mike Kelly

Plymouth/Dodge 1941 model RAAF
https://territorystories.nt.gov.au/10070/786842

"Description: No. 79 Wing. Group Captain Charles Eaton and another man with Staff car 
Notes: Date:1944-04"

ph0612-0075_resized.jpg

[Hanno Spoelstra]

These photos were shared by Craig Moore, source is the "British Middle East Camouflage Section Historical Record".

I suspect the origin of this conversion is Australian - who else would disguise a staff car into a Ute, eh?

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392875241_2106049883076936_5086660089957395732_n.jpg 409689428_2106049826410275_675339118626737245_n.jpg
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[Hanno Spoelstra]

1940 Ford Fordor staff car carrying a high ranking visitor at Fairbairn, Australia. No. 18 (Netherlands East Indies) Squadron RAAF

Edited to add: note the NEI number plate/ registration number.

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