I suspect he’s been practicing his bricklaying!
Fergie47:
Interesting tilt cab jobbieAnd one for Mr Smith, trailing axle by the look of it
Get the steering wheel on the correct side and I’ll take it! As for the picture above Fergie, were is the steering wheel,a similar set up to the Isetta buble car? Cheer’s Pete
Fergie47:
Interesting tilt cab jobbieAnd one for Mr Smith, trailing axle by the look of it
What on Earth is that thing? Front wheel drive indeed, but I had never seen a cab tilting backwards before. The cab’s style looks French.
Another Pelpel front-cabbed Bernard, unfortunately lying outside for more than 20 years.
photosdecamions.com/t27637p1 … ard#450054
pete smith:
Fergie47:
Interesting tilt cab jobbieAnd one for Mr Smith, trailing axle by the look of it
Get the steering wheel on the correct side and I’ll take it! As for the picture above Fergie, were is the steering wheel,a similar set up to the Isetta buble car? Cheer’s Pete
The steering wheel IS on the correct side Smithy…Philistine…you’re still learning aren’t you… 
Froggy55:
Fergie47:
Interesting tilt cab jobbieAnd one for Mr Smith, trailing axle by the look of it
What on Earth is that thing? Front wheel drive indeed, but I had never seen a cab tilting backwards before. The cab’s style looks French.
Hoped the Professors would know Froggy…it has a kind of Renault look about it ? It looks French, but then of course I’m probably miles out, Perhaps you can ask your mates on the French site…?
Unic “Izoard” in preservation along a Hotchkiss DH 50.
Unic in the 50/60th had 3 main ranges : “Vosges”, “Pyrénées” and “Alpes” which were linked with the height of these french mountains.
“Galibier” was a very well finished version of an “Izoard” with radio,shaver and chromiums .
Publicity 1957.
michel:
Publicity 1957.
Thanks Michel…great poster…all in the '60’s to…the UK was miles behind at that time…
Fergie47:
Hoped the Professors would know Froggy…it has a kind of Renault look about it ? It looks French, but then of course I’m probably miles out, Perhaps you can ask your mates on the French site…?
I will.
Saviem:
That UK reg GBH was initially imported to test the market for an on/off road dumper chassis by Renault Truck and Bus , Park Royal London. She was bodied and did the rounds of the major opencast operators…there is a story that one Scottish operator complained that she was a bit “sluggish”…but when weighed showed a gross weight of 60 plus tonnes…he went quiet! …266 hp gentlemen… and have you ever seen a bogie like that on the GBH?..
Thanks so much! That puts an end to my enquiry about this mysterious Berliet.
Enquiry finished. The mystery truck is a aircrat fuelling prototype made by George Irat for the Casablanca airfield in Morocco. Front axle drive.
fr.wikipedia.org/wiki/Georges_Irat
Thanks to:
bill-d-isere.skyrock.com/
Froggy55:
0
Enquiry finished. The mystery truck is a aircrat fuelling prototype made by George Irat for the Casablanca airfield in Morocco. Front axle drive.
fr.wikipedia.org/wiki/Georges_IratThanks to:
bill-d-isere.skyrock.com/
Nice one froggy… He made some nice looking cars too…can’t imagine it survived, but if it did, what a show piece…
Froggy55:
Saviem:
That UK reg GBH was initially imported to test the market for an on/off road dumper chassis by Renault Truck and Bus , Park Royal London. She was bodied and did the rounds of the major opencast operators…there is a story that one Scottish operator complained that she was a bit “sluggish”…but when weighed showed a gross weight of 60 plus tonnes…he went quiet! …266 hp gentlemen… and have you ever seen a bogie like that on the GBH?..Thanks so much! That puts an end to my enquiry about this mysterious Berliet.
Well, looking back to the two pictures, it looks they’re two different trucks. Different colours; one’s marked Dobson, not the other, the protection above the cab is different. Or maybe is it the same truck which they modified in their workshop. I drove such trucks, and they were indeed able to admit overloading, but not up to 60 tonnes! The bogie springs would have broken over 40 tonnes.
Fergie/Froggy/Michel (In alphabetical order!),
Could you gents tell me anything about Chenard Walcker please? He or they were behind the design of the Beardmore Multiwheeler,I have googled it and not much info, Cheer’s Pete
pete smith:
Fergie/Froggy/Michel (In alphabetical order!),
Could you gents tell me anything about Chenard Walcker please? He or they were behind the design of the Beardmore Multiwheeler,I have googled it and not much info, Cheer’s Pete
Apoolgies for butting in Pete, bit of info and pic of Chenard-Walcker tractor unit, Beardmore badged. William Beardmore acquired the patents for the Chenard-Walker unit in 1930 and later selling their “heavy” commercial division to Multiwheelers(Commercial Vehicles) who dropped the Beardmore engine in favour of AEC and Gardner.
Oily
Chenard § Walcker publicity in 1929.
pete smith:
Fergie/Froggy/Michel (In alphabetical order!),
Could you gents tell me anything about Chenard Walcker please? He or they were behind the design of the Beardmore Multiwheeler,I have googled it and not much info, Cheer’s Pete
Evening all,
Oh dear Pete…I was on a promise tonight…Smoked Salmon, with dill and Yoghurt sauce, on a bed of finest Genoise Pasta,…and a fine chilled 79 Bollinger…provided that I did not go into the office, and “■■■■” after old pictures and memories of lorries from years gone by…
So what did I do…came in …switched on…and with the rain hammering down outside saw your post…OH chagrin…
Chenard -, (or perhaps &), Walker… what a story, with so many branches leading away…
1898_ 1946…(or if you are pedantic 1951 when Peugeot took control)…
What a company…Chenard et Walker, as they became when the Railway Engineer Ernest Chenard, and the “premium” bicycle manufacturer Henri Walcker, (he even had his own Velodrome for clients to experience and test their new steeds)!..moved from the original works at Asniéeres sur Seine to Gennervilliers in 1908 Following their enterprise becoming a public company in 1906. Starting at first building auto tricycles, then 4 wheelers, by 1910 they were the 9th largest motor manufacturer in France.
WW1 saw them building Hispano Suiza aircraft engines at their Rue de Moulin de la Tour, premises in Gennervilliers, as well as various shells for the war effort.
1923 following the WW1 rebuilding, their car won the 1923 Le Mans 24 hour race, driven by their employed race driver Andre Glazemann…(remember the A for André)…
1924 their premium commercial vehicle and coach chassis were available in the British Isles via Archie Simmons in the Tottenham Court Road London, or in Scotland via RW Gregg of Greenock…
But Pete`s question is about the commercial vehicle side,…so I will totally ignore the premium car manufacturing side…except for the 4 seat “shooting brake” commercial travellers car of 1934 the “Eagret”…no one manufacturer ever equalled this vehicles specification, and ease of load access for three decades!!!
Michel kindly showed the brochure for the Chernard et Walcker_ FAR UT of 1929…A novel concept, a low powered hauling unit, capable of pulling a trailer of 10/15 tonnes capacity via a unique coupling, christened the “Larkhill coupling” after its inventor. Designed to fit directly behind the cabin of the towing vehicle, and transmitting just 15% of the gross trailer weight, (just sufficient to provide adequate traction), and allowing the loaded trailer to be towed easily.The manouverability afforded was quite remarkable…because the towing coupling was so long, and directly coupled to the front axle of the trailer, the towing unit could literally be alongside the trailer, facing in the opposite direction…and as it pulled away, then the directly coupled axle of the trailer would “push” the trailer away from the motive unit, and follow it around in a very tight turning circle!
Where did FAR come from?..well the F was from Chenard et Walker racing driver Fritz Glazmann, the A, (remember), André Lagache, (winner of the 1923 Le Mans 24 hour race), and the R, Raymond Glazzmann…they were the instigators of the design for the low weight race car transport trailers, branded as FAR " Le Trains"…
Michels Belgium brochure shows Le Train, utilising the trailers of Ets Spittals, Antwerpen, 3/10 tonnes, 12/20 tonnes. Also in Belgium the system , “Le Train”, utilised trailers by Lagache, whil`st in France the universal choice was by trailers manufactured byFritz Glazemann.
What was the specification of the motive unit?..well the T9 R 35 of 1934 had a sidevalve petrol 14 hp and 4 speed non synchromesh box, the engine being designed by British engineer Ricardo, its 4 cylinders 2 litre capacity capable of moving the 20 tonne trailer @ 57 kph…Just think about the principle, the weight, (except for 15 %) is being towed…not carried…
There was also a 6x4 version, with a centre pivot, walking beam bogie for all terrain use…
I know that I am choosing to ignore the car side, (which is utterly fascinating)…but also in 1933 Chernard et Walcker produced the “Mistral” motor car…166kph…
Now mid 1930s we come to some fascinating “railway sidings”…
1933 FAR, at Gennervilliers sign a licence agreement with Scammell for the use of their automatic coupling…this carried on right up until the late 70s......(I may have written about this previously, or certainly for one of the old UK Lorry magazines.......really interesting, but away from Petes question…
1930, Lord Invernain, (William Beardmore), signed a licence to build the Chenard et Walcker concept. This became the Beardmore, Anaconda, (15 ton), Python, (10/12 ton), and Cobra, (10 ton). These were to be built at Beardmores Clapham works, while the Taxis were produced in Scotland at Paisley.
Now that Beardmore that Oily pictured, (and Oily your interventions are always welcome)!..I think belongs to Nick Baldwin, but its a fine example for sure. I`ve a feeling that there is another across in the Emerald Isle, beautiful lorries indeed!
Lord Invernain is one of the forgotten entrepreneurs of the British motor industry, of no less influence than Morris, or Austin, (and certainly greater than Stokes)! Yet he is forgotten, probably because of the death of his Heir, Stewart, killed in action in WW1. Forget for one moment the thousands of Beardmore Taxis and cars, there was Arrol Johnson, Arrol Aster, Thorneycroft-Stewart, as well as Thorneycroft, the Beardmore “Precision Motorcycle”, and of course he owned and nutured Shrewsburys finest, the Sentinel Steam Lorry!
But for him the Chenard et Walcker was a failure, so it was sold to Multiwheeler, who persisted with the design, but unlike the Belgian Minerva versions sleeve valve engine, had Wolverhamptons finest Henry Meadows power units across the range…
And of course Multiwheeler eventually became Highway Trailers…and Highway trailers innovated in trailer manufacture…the super lightweight…(so beloved of my great, (late), friend Hulme Robertson,the fleet engineer of J&ASmith of Maddiston), and of course the first to utilise the work of Britain`s greatest designer, Gerald Broadbent, and his creation the Tautliner…the design that freed us all from the evils of the rope and sheet… and that idea went across the whole world!!!
Long way from Gennervilliers Pete, but that is a “potted” history. Anyone wish for more , I can be more detailed…(but it could be boring)…
But the really interesting French one is Rochet_ Schneider…now there is a story…and just what lorries they were!!!
Hiya, Froggy,
Refrence the GBH, the Dobson one was the only one I was referring to, (its right hand drive), as was the Renault Truck and Bus import. Yes I accept what you say, but the “60 tonne” story was related to me by Roddie Morrison who was RT&Bs Scottish man…and he was, " very dry" in his speech,… and very honest!..Most TP operators that I knew in France would load to 30/40 tonnes gross vehicle weight on their GBHs , and I know that @ Valbonne test track, some tests for the Africa market, simulated 40 tonnes plus on the bogies, and they did not break, so 60 tonnes gvw on an opencast site, on one trip seems quite logical…hell of a great lorry that GBH…but for the UK market, with Frank Tinsdale importing the 6x6 Magirus, and for some reason it being so cheap to buy, the poor old GBH stood no chance at all…just like the TP3, despite being such a great little 4x4, yet the utilities paid a fortune for the Mercedes Unimog…same performance, but at greater cost.
My Daughters just come and told me Im right in line for a Divorce, and my tea is “past its best”…as am I … Pete, you have got me into big trouble!!! And I love Pasta and Salmon Fumée…but that could be me!!!
Oh dear…
cheerio FOR NOW.
Thank You all for the information,it was only when reading a magazine that had some information on the design and it mentioned Chenard Walcker,well they say you learn something new every day! John I apologise if I have got you in to trouble,I’m in it every day!, please see below picture,I have some of the maintenance sheets for those Beardmores, I think Miller’s ran three of those outfits and had the Meadows engines fitted,your post reminded me of that fact,they were painted black or very dark blue from what I have been told in the past, Cheer’s Pete
Saviem:
But the really interesting French one is Rochet_ Schneider…now there is a story…and just what lorries they were!!!Hiya, Froggy,
Refrence the GBH, the Dobson one was the only one I was referring to, (its right hand drive), as was the Renault Truck and Bus import. Yes I accept what you say, but the “60 tonne” story was related to me by Roddie Morrison who was RT&Bs Scottish man…and he was, " very dry" in his speech,… and very honest!..Most TP operators that I knew in France would load to 30/40 tonnes gross vehicle weight on their GBHs , and I know that @ Valbonne test track, some tests for the Africa market, simulated 40 tonnes plus on the bogies, and they did not break, so 60 tonnes gvw on an opencast site, on one trip seems quite logical…hell of a great lorry that GBH…but for the UK market, with Frank Tinsdale importing the 6x6 Magirus, and for some reason it being so cheap to buy, the poor old GBH stood no chance at all…just like the TP3, despite being such a great little 4x4, yet the utilities paid a fortune for the Mercedes Unimog…same performance, but at greater cost.
My Daughters just come and told me Im right in line for a Divorce, and my tea is “past its best”…as am I … Pete, you have got me into big trouble!!! And I love Pasta and Salmon Fumée…but that could be me!!!
Oh dear…
cheerio FOR NOW.
Pasta with Irish (the best) smoked salmon, olive oil and a little basil…
Now back to trucks with this 1947 Rochet-Schneider AJAX 455 rusting outside a farm in the Loir-et-Cher, picture in October 2012. Its owner, a well-known “collectionneur” claimed he intended to restore it, and that its engine was in working order. “I wish I had a good battery!”, he told me.
The inside.
My Grandfather had a Rochet-Schneider car much similar to this one (c. 1922). I Think Rochet just supplied the chassis & mechanical part, and the customer chose his bodywork from a “carrossier”.
Back to Berliet heavy 6x4s, I remember working for a month in April 1980 with a GLM 10 M3 6x4 in the Cherbourg harbour. The job consisted in loading stones in the Roule Quarry overlooking the town, and then reversing as far as the end of a pier, and tipping the stuff. The hardest was to get the closest possible to the edge without falling into the sea.
The GLM had a heavier chassis than the GBH, and I drove on-road at 32 tonnes. 180 bhp 10 litre engine, and 2x5-speed gearbox with two sticks. Its fuel consumption neared 1 litre per kilometre.
1972 GBH 12 6x4
A tanker Rochet-Schneider.
