The Santa Barbara Police Department has a fleet of three-wheel vehicles used for parking enforcement. The make and model is a Westward GO-4 Interceptor III which operates with a three cylinder gasoline engine. This particular vehicle, however, is the only one equipped with six cameras and a GPS tracking system. As the officer drives down the street, the cameras take photos of the parked cars' license plates and the location is recorded using GPS.

AKTIV SNOW TRAC ST4 TRACKED CARGO VEHICLE -

A light heli-portable over-snow vehicle for use in NATO's northern flank of Norway. It proved ideal for use under the Wessex Mk.V and early Sea King helicopters.

This example (which was last seen at the Norfolk Tank Museum flic.kr/p/2mx5SfL ) has chassis No. 1905 and was built in 1975 in Sweden, it weighs half a ton, has a maximum speed of 21mph, and an endurance of eight hours on a full tank of fuel. The Volkswagon 1600cc engine is mated to a modified gearbox, incorporating variable-radius pulley (variator) connected by a rubber belt on the drive shafts for steering. As the steering wheel is turned, one pulley opens and the other one closes, causing one drive shafts to speed up and the other to slow down, thus making the vehicle turn. It is painted in its original ''Artic Livery'' for operations with 45 Commando, Royal Marines.

This vehicle was donated to the Norfolk & Suffolk Aviation Museum by the Royal Marines Museum, Southsea, in April 2003, and then restored to full working order by Phillip Chatfield, son of Major John Chatfield R.M, as inspector of motor transport, he was responsible for the selection, trials and introduction of the type to the Royal Marines in late 1969.

Information from the Norfolk & Suffolk Aviation Museum.

When the UK MoD procured the current military Land Rover fleet in 1996, the coil-sprung turbo-diesel inter-cooled engine Defender HS/XD or ‘Wolf’ version which primarily replaced the last of the leaf-sprung and petrol engined Series III fleet mostly built between 1971 and 1984, they also had on strength several thousand naturally aspirated diesel engine pre-Defender (mostly) long and short wheelbase Land Rovers mainly built around 1985-87. As these mid-80's vehicles had a planned service life of 15 years plus an expectation of a few more years in reserve stocks, only 8,000 of the Wolf model (plus 800 similarly engined stretched wheelbase Pulse Ambulances) were procured. However by 2006/7 the roughly 4,000-strong pre-Wolf fleet was both overdue for replacement and also assessed as being no longer compliant with the latest road safety regulations. Tithonus was a means of temporarily solving these issues without buying a fleet of new vehicles.

There is no doubt that UK MoD got its money’s worth with the pre-Wolf Land Rover fleet, which saw active service in quantity in the 1991 Gulf War and on following operations in the Former Yugoslavia, though it was mostly the Wolf which stepped up to the plate for the later conflicts in Sierra Leone, Afghanistan and Iraq, but by 2007 the now 20-year old fleet was getting a little jaded and most of the short wheelbase models had been replaced by their younger Tdi-powered siblings. However the option of buying more Wolf Land Rovers was no longer on the table, as not only had this model only ever been produced for the UK Forces and that part of the Royal Netherlands Marine Corps designated to work alongside the Royal Marines, but once the original contract was fulfilled UK MoD expressed no willingness to support Land Rover in keeping the specialist Wolf jigs and pressings in store for future contracts. In 2007 there was no budget available to allow competitive trials, as required under EU rules, for a new vehicle fleet. The option of a mid-life upgrade for the best of the ageing fleet was, however, deemed viable.

It was therefore decided that around £10 million would be spent on cosmetically sprucing up the best 3,700 or so of the remaining pre-Wolf Land Rover fleet to theoretically extend in-service life to over thirty years. That figure, which works out at around £2,700 per vehicle, had to include fitting a new Wolf-style roll-over cage and bodywork strengthening fitments to the rear compartment plus fitting either a new Wolf-style hard top or canopy, and external protection bars also had to be added to the cab as well as a new paint job applied to make the vehicles look a bit smarter. It was suspected that the £10 million figure did not include ABRO staff wages and when the project team were questioned at DVD 2007 they admitted there was no money in the budget for major mechanical upgrades. The brief was simply: To repair the vehicles to field standard, refurbish bulkheads and chassis, renew all brake components, wheel bearings, hub seals and shock absorbers, wax inject chassis and bulkhead, repaint the vehicle and underseal the chassis.

The external inverted safety hoop over the windscreen was bolted to the the door and windscreen hinges and through the wing top and the two welded tubes which ran above and parallel to the door tops were connected through the new hard top to the front internal roll cage hoop by a single bolt. This bolted construction allowed for the top to be removed and the vehicle to be stripped down to waist height for reduced silhouette in combat environments, where safety from enemy attack naturally takes precedence over peacetime road safety considerations. Turning to the rear roll cage cum canopy support, looked quite similar to that of the 1997/8 Wolf model, but it was actually re-engineered by Ricardo to make it stronger. Marketed by the company as ROPS (Roll Over Protection System) the most noticeable internal difference of strengthening was the cross-bracing behind the cab.

Each Tithonus Land Rover was individually selected and fully refurbished by the MoD in 2007-2008 as part of the British Army LEP (Life Extension Programme) The project was to extend the overall service life of the Land Rover's by 10 years, from 20 to 30 years.

Defender 110 91 KE 17 -

▪︎Year into service: 1986

▪︎Defender 110 Tithonus Hardtop RHD

▪︎Features include

▪︎2.5 litre NAD diesel reconditioning engine

▪︎5 speed LT 77 gearbox

▪︎Hi / Low transfer box

▪︎Centre diff lock

▪︎Front disc brakes

▪︎Fully integrated Wolf roll cage including front external and rear internal hoop system

▪︎16in rims

▪︎7.50R16 Michelin XZL tyres

▪︎Updated Exmore front seats with head rest

▪︎Rear bench seats x2 with lap belts

▪︎Front and rear, sound proof rubber matting

▪︎Chequer plating to siils and bonnet.

Informed credited to - www.joint-forces.com/land-rovers/37091-mlr44-tithonus-a-s...

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

The Volvo TL22 was an all-wheel drive all-terrain 6x6 truck with a flatbed. The vehicle has differential locks on all three axles for good off-road mobility. It had similarities with the Dodge 1.5 ton truck. For its time, the passability in terrain was considered outstanding. The Volvo TL22 had an unsynchronized gearbox with 4 forward gears and one reverse gear, as well as an unsynchronized auxiliary gearbox for high and low gear. It had a winch and could thereby pull itself up if it got stuck.

The Volvo TL22 was also used as a training platform for tank drivers for Tank 102, when these would learn to handle an unsynchronized gearbox, which both had in common. Radio terrain vehicle 938 was used as a fire control vehicle by the Swedish coastal artillery. The vehicle was fitted with a longer cab to accommodate the communications equipment.

Military versions -

▪︎TL22/L22041 - Cargo all-terrain vehicle, 8.982 imperial tons

▪︎TL22/L22041 - Ambulance, 8.991 imperial tons

▪︎TL22/L22041 - Staff all-terrain vehicle, 9.209 imperial tons

▪︎TL22/L22041 - Radio off-road vehicle, 9.238 imperial tons.

Specifications -

▪︎Manufacturer: Volvo

▪︎Produced: 1954 to 1959

▪︎Also known as: Cargo all-terrain vehicle 912 / Rescue vehicle 913 / Staff all-terrain vehicle 935 / Radio all-terrain vehicle 938

▪︎Bodyy: Nyström body factory

▪︎Relatives: Volvo TL21

▪︎Powerplant: Volvo A 6 4.7 litre petrol, 105 - 115 hp at 3000 rpm

▪︎Torque: 314 - 339 Nm at 1000 rpm

▪︎Transmission: 6x6 ( all wheel drive )

▪︎Gearbox: 4+1 manual

▪︎Fuel consumption: 8.799 imperial gallons/ 62.137 miles

▪︎Fuel capacity: 20.897 imperial gallons

▪︎Wheelbase: 8ft 8.3in / Length: 19ft 3in / Width: 6ft 4in / Height: 8ft 9in

▪︎Weight: 5.61 tons - Truck terrain vehicle 912 / 5.61 tons - Rescue vehicle 913 / 6.3 tons - Staff terrain vehicle 935 / 5.9 tons - Radio terrain vehicle 938.

Information sourced from sv.m.wikipedia.org/wiki/Volvo_TL22

The Ford WOT 2 (War Office Trucks) was in production throughout WW2 with almost 60,000 manufactured. Most were fitted with a general service body and were used to carry stores, baggage, ammunition and occasionally heavy weapons.

The early models had open cabs with a folding windscreen and canvas tilt. Some had canvas doors while others had a metal door on a wooden frame. Van bodywork vehicles were used as wireless trucks or as fire service vans for the ARP (Air Raid Precautions). At Weybourne Camp a WOT 2 was used as the Cinema Van to transport the film reels and supplies.

The Museum's truck is shown carrying a working Godiva Coventry Climax fire pump which has been used to empty the water fire tank in the museum compound.

Specifications -

▪︎Engine: Ford V8 giving 60bhp

▪︎Transmission: 4 forward, 1 reverse, rear wheel drive

▪︎Speed: 45mph

▪︎Weight: 4,520lb (2 tons)

▪︎Crew: 2 + 6 troops or 1.3 tons of cargo.

Information from The Muckleburgh Military Collection.

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

29/04/2025, Flinders Parade, Gladstone, Queensland, Australia.

New to Australia in 2024, this Chinese designed & built four wheel drive ute (utility vehicle / pick-up) has already won a 10% market share in 6 months.

No mean feat in this land of four wheel drive utes (my words).

One thing which did catch my eye was the unladen weight; coming in at a massive 2,710 kg (5975 lbs). There are quite a number in town already.

It is a PHEV, with a hybrid drivetrain combining a 1.5-liter turbocharged petrol engine with two electric motors, one on each axle, for permanent all-wheel drive.

The petrol engine acts primarily as a generator, powering the electric motors and charging the 29.58kWh battery.

The combined output of the electric motors and petrol engine is up to 321kW and 650Nm.

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

The small crossover utility market continues to be a hot topic as sales increase from active lifestyle consumers seeking solutions that appease their utilitarian needs. With character traits based on athletic styling, inventive utility, fuel efficiency and both advanced connectivity and telematics automakers have set the bar high with vehicles such as the all-new Hyundai Kona. It drives smarter, works swankier and plays harder.

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

Model: Bedford HA Van (HAV 1,8 cwt)

VIN: 7133842

1. Registration: 1968-03-29

Company: unknown owner (DK)

Fleet No.: -

Nickname: -

License plates: XD96028 (jan. 2009-?)

Previous reg.: YP63244 (?-aug. 1999) earlier history unknown

Later reg.: n/a

Retirement age: still active at time of upload (2017)

Photo location: Motorway 501 (Aarhus Syd Motorvejen), Viby J, Aarhus, DK

This fine little Bedford is still registered for commercial use by an unknown owner (unmarked) after being idle for a decade (1999-2009), the previous license plates may well have been the original enamel plates from 1968. This is the only time I've seen a Bedford HA since the 1970s. Placed in both truck- and car folders, since it falls between categories.

Going up the steep hill leading sw out of Aarhus past Viby and Stautrup. Underpowered and/or heavily loaded trucks often struggle here.

Tip: to locate trucks of particular interest to you, check my collections page, "truck collection" - here you will find all trucks organized in albums, by haulier (with zip-codes), year, brand and country.

Retirement age for trucks: many used trucks are offered for sale on international markets. If sold to a foreign buyer, this will not be listed in the danish motor registry, so a "retired" truck may or may not have been exported. In other words, the "retirement age" only shows the age, at which the truck stopped running on danish license plates.

Parked near the fire station yesterday.

In 1959 the British Army needed a vehicle capable of working with armoured formations in the British Army of the Rhine (BAOR) in Germany. The Alvis company developed the Stalwart basing it on the Salamander fire truck using the same chassis as the Sarecen and Saladin.

It is fitted with power assisted steering on the two front axles and has a load capacity of 5 tons. The vehicles six wheels are independently sprung to giving it the capacity to cross trenches up to 5 feet wide and to climb gradients of 1:3.

It was also designed to be amphibious thereby enabling it to ''swim'' across water obstacles powered by a water propulsion system mounted behind each of the rear wheels giving it a speed of 6 mph.

It was the principle support vehicle for armoured tanks and artillery regiments in combat area and a variant was also produced equipped with an Atlas crane enabling the lifting of pallets of ammunition.

Specifications -

▪︎ Engine: Rolls-Royce B81 8-cylinder petrol, 220 hp

▪︎ Range: 250 miles

▪︎ Speed (land): 35 mph

▪︎ Speed (water): 4.5 knots (6 mph)

▪︎ Weight: 14 tons

▪︎ Crew: Two.

Information from The Muckleburgh Military Collection.

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▪︎LAND ROVER SERIES II FORWARD CONTROL▪︎

The Land Rover Serie II FC (''Forward Control'') is a rather unique truck built on the basis of the legendary Land Rover off-road utility car. The initial IIA had a 2.25-litre petrol engine and LWB 109 inch chassis, with cab positioned over the engine for more load space. Export vehicles had the 2.6-litre petrol engine and ENV (heavy duty) rear axle. They also had larger tyres with deep-dish wheel rims on the rear axle. They remained still underpowered for a 1.5 long ton payload. 2,500 were manufactured from 1962 to 1966 as troop carriers for the British Army, they were superseded in 1974 by the Series IIB with a more powerful 2.25 litre diesel and other upgrades, they were retired in the 1990's.

Demand for better load-carrying capacity for the Land Rover was already a concern in the 1950's, as the regular Series I and IIA were rather cramped as that of the WWII Jeep. At the same time Ford proposed a 6-wheeled Jeep in 1942, which was only adopted in limited numbers for trials. In the British Army, the need was answered in 1962, with the launch of the Series IIA Forward Control (FC) vehicle. This new vehicle was based on the Series II Long Wheelbase (LWB), meaning a 109 inch chassis. The greatest difference was the placement of the cab, now positioned over the engine, thus creating a vehicle somewhat close to a ''cab over engine'' (COE) configuration, already known and used in WWII for its advantages in visibility. But technically it was not for many specialists. There was a true COE made by Rover though, the Leyland 15/20 based on the Standard Atlas.

This indeed resulted in a massively increased load space at the rear. The ''car'' was transformed into a truck. It also had a new rear sub-frame attached to the 109 inch chassis in order to superpose a brand new flat load space, infinitely larger than the original space between seats in the standard Land Rover Series II. The result was capable of carrying 30 cwt (1 ½ tons - long tons) on the road, and 25 cwt (1 ton - long ton) cross-country. All this seems ideal until road trials and off-road trials were performed. While quite valid on road, the FC became a ''dog'' when operating off-road and on muddy, snowy ground. It's power to weight ratio, given the overloaded chassis and new payload, several folds what the standard car can carry, completely overwhelmed the engine, which was basically was stock, shared, as most mechanical components, with the car. Complaints about the Serie IIA FC led to a new version with a beefier engine, the Series IIB.

The IIA Forward Control was not only given a modified chassis, with a new frame to support the flatbed and brand new cabin and radiator. I was also fitted with heavy duty axles and larger tyres to increase the ground clearance, something that was anticipated. Its body style was that of a ''pick-up'', as dimensions were those of a small lorry and due to the proportions of the flatbed compared to the cabin.

Unlike a standard Rover, only seating was located in the cab, open or closed. This new cab was carried on a front sub-frame, bolted onto the chassis. But for Rover, this allowed it to present to the army a design that proved economical and required only a few new parts. It could be produced rapidly with the same personnel at a dedicated new facility, but with the same logistics as the standard Range Rover.

The front and rear sub-frame was also a choice driven by economics, but was later criticized as it resulted in a much heavier vehicle compared to a purpose-built chassis integrating from the start a cab and flatbed like any standard truck. The designation in military nomenclature ''110'' recalled the chassis wheelbase. The Forward Control model indeed had more payload and was accepted for production after the prototype first ran in 1960 and performed a whole range of gruelling trials, made available as a Series IIA FC from September 1960. However many modifications led to a military production from 1962.

The Series IIA Forward Control was given as seen above the 109 inch wheelbase and managed to keep 75% of the standard 109 inch chassis components to stay attractive but this led to a number of compromises to lower the base price. It was only available with the Rover’s four-cylinder petrol engine of 2,286cc (making it under powered) and it was proven unstable, due to the combination of height and standard width axles.

Considering that the Series II's 2,286l petrol engine was retained, the result was a very underpowered vehicle. Tyres were of the 900×16 types on deep-dish wheel rims to spread the ground weight of this heavy vehicle. They were neither of the run-flat type, not fitted with a central inflation system. The 6 Cylinder, 3.063 x 3.625 inch, 2,625cc 7:1 CR was coupled with a S.U. H.D.6 carburettor on the Series IIA. On the Series IIB it was rated for 88.5 bhp @ 4500 rpm, 176 Nm @ 1750 rpm (88 bhp ''gross'', 130 lb/ft albeit LRO Magazine states published that this 6 cylinder engine was detuned to 85.285 bhp @ 4500 rpm, 173 Nm @ 1500 rpm (86 bhp net, 128 lb/ft).

The Series II Forward Control Land Rovers used a different transfer box than standard Land Rovers to compensate for the 9.00 x 16 tyres and the main gearbox ratios were the same, but the gearbox was different, with a longer main shaft used to interface to the Forward Control transfer box of the ''Easy Drive'' type, enabling to change from high to low range while moving. The Series I / Series II had the same main gearbox ratios, albeit Series IIA ratios were different early in production.

The power issue (of lack thereof) was partly addressed in 1966 with the advent of the Series IIB Forward Control. This added the 2,286l diesel engine and 2,6l 6-cylinder petrol engine as options. The 6-cylinder petrol engine was adapted from the Rover P4 and P5 cars and considered far more reliable. And for stability, the wheelbase was slightly lengthened but more importantly, the wheel tracks were widened by four inches. The head lamps were also lowered (externally the only way to tell). The side lights were relocated to a higher position as well.

These vehicles had a turning circle of 49ft for the IIA and 45ft 11in for the IIB, a ground clearance of 10 inches, the height of load bay (unladen) 41 inches. The body width (internal) was 63½ inches) and the body length was 123½ inches). Payload was two in the cabin and 30 cwt on road, 25 cwt off road (with standard 109 being rated for 15 cwt. It should be noted that some Forward Controls were fitted with a hydraulic winch, driven from the power take-off aft of the gearbox and the hydraulic fluid reservoir holds 6½ gallons.

After 2,500 Series IIA were manufactured, the Army wanted a massive improvement, and the transition in production started in 1965. The new Series IIB started production from 1966. For this, Rover engineers completely re-designed the vehicle. The underpowered aspect was solved by the adoption of the six-cylinder petrol engine of 2,625cc. However it was longer (110 inches), so this needed to move the front axle forward of one inch making for an increased wheelbase to 110 inches, hence the new designation.

This Series IIB was introduced in September 1966 and also comprised modifications such as wider and stronger axles to address the stability aspect, and a stronger transmission to cope with the new engine, which had a much greater torque. It also had front anti-roll bar and revised rear springs mounted above the axle rather than below it. The easiest way to distinguish a Series IIA externally was its high headlamps compared to a Series IIB with low headlamps. The other way to tell the 110 from the 101 apart when on their side, is to count the number of nuts holding the wheels on, from five studs to six to match the Howitzer gun that it was designed to tow, and in turn it matches the Unimog 404.

▪︎Series IIA: Original LWB variant with the standard 2.3L engine, produced 1962–66, 3,193*

▪︎Series IIB: Re-powered variant with a 6-cyl, 2.6L and longer wheelbase, produced, 1966–73, 2,303**

▪︎Series FC 101 inch, LWB chassis, for the civilian market, confidential production.

▪︎Llama: Export version, exists in prototype form only, *2-¼ petrol – 2,091 / 2¼ diesel – 5 / 2.6 6cyl petrol – 1,097.

Specifications IIA:

▪︎Length: 193 inches

▪︎Width: 75½ inches

▪︎Height: 88¼ inches

▪︎Wheelbase: 109 inches

▪︎Axles: 53½ inches (track F/R)

▪︎Weight: 1.91 tons (long tons) Kerb Weight, with water, oil, and 5 gallons of fuel

▪︎Crew: 2+12

▪︎Propulsion: Rover 1.6L

▪︎Suspension: Leaf springs

▪︎Speed: 43.49 mph (road)

▪︎Range: 186.4 miles

▪︎Armament: None (personal weapons, crews and infantry)

▪︎Production: 2,500 approximately.

Specifications IIB:

▪︎Length: 193 inches

▪︎Width: 75½ inches

▪︎Height: 88½ inches

▪︎Wheelbase: 109 inches

▪︎Axles: 57½ inches

▪︎Weight: 1.93 tons (long tons)

▪︎Crew: 2+12

▪︎Propulsion: Rover 2.8L

▪︎Suspension: Leaf springs

▪︎Speed: 43.49 mph (road)

▪︎Range: 186.4 miles

▪︎Armament: None (personal weapons, crews and infantry)

▪︎Production: 3,500 approximately.

The compromised IIA and IIB FC were never a success, albeit production was maintained for the British Army until 1974. It was to be replaced by the more sophisticated 101 Forward Control, never sold to the civilian market, only retained by the army. Most IIA's and IIB's were sold as in the 1980's as work trucks on the civilian market, and worked hard, which combined with relatively low production numbers, meant very few survived. Many survivors were conversions, such as camper vans and fire engines which had a relatively less arduous career.

The Series IIA was not popular, young, inexperienced drivers often misjudged the stability underway and this never ended well. The full payload, combined with harsh terrain meant the trucks often broke down, as a combined result of a relatively unreliable engine, which was completely overstrained in this new condition. The attrition rate was such in the 1960's a solution was asked to Rover. One solution was to better train drivers, the other to just lower the payload. The most practical was to use the vehicle as troop carriers, carrying twelve men each with their own equipment (plus the driver and co-driver). A standard Land Rover could only carry six. Even after the introduction of the IIB, the army continued to use these as troop carriers. Some took part in the British Army of the Rhine (BAOR) deployments of the cold war in the 1970-80's, until replacement.

There are private collectors that parade them today, notably yearly in Land Rover gatherings across UK and abroad. They always surprises the general public, oblivious a truck was derived from the car they know so well. However, production figures are hard to come by. The number generally accepted is 2,500 for the Series IIA, and around 3,000 to 3,500 for the IIB. This was not considerable compared to more standard military trucks in service at the time.

Information sourced from – truck-encyclopedia.com/coldwar/UK/land-rover-series-II-FC...

Redesigned in 2018 from the ground up, one of the latest Jeep Wranglers for 2021 is a plug-in electric variant dubbed the 4xe to bring the American icon up-to-speed with green energy expectations. As the proud owner of three prior Wranglers, and my current 2016 Unlimited, I enjoy the “spirit of adventure” Wranglers offer and the unequivocal go-anywhere and self-assurance they present. And now, I can partake in Jeep group activities with more planetary consciousness.

LOOKING FOR MORE CREATIVE COMMONS PHOTOS?

I SHARE A MUCH LARGER CC 2.0 PHOTO ARCHIVE ON MY OFFICIAL WEBSITE:

👉 nenadstojkovicart.com/albums/gallery/3

At the top in the middle is an option to search by keyword.

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The Ford GPW Jeep and its twin, the Willys MB Jeep, can lay claim to being the most famous military vehicle in the world. Production began in July 1941 and when ended in 1945 Ford had produced 287,000 GPW's and Willys had produced 361,000 model MB's.

It's technical description was that of a ¼ ton 4x4 truck and the name ''Jeep'' came from either Eugene the Jeep, a character in the Popeye strip or a term used by engineers for untested vehicles. What ever its origins it began the legacy of four-wheel drive cross-country vehicles which remain popular today.

Supplied to all Allied forces, the vehicle was used in a variety of roles from reconnaissance to towing trailers, guns and other weapons. They were used by the British SAS with Lewis machine guns, they carried radios, were adapted as ambulances, made lighter for airborne use and even converted to run on railways. Their achievements are legendary from transporting Presidents to British Royalty to privates and celebrities. No film about the Second World was complete without a Jeep appearing in it at some point so it became the first vehicle acquired by the Museum.

Specifications -

▪︎Engine: 4-cylinder petrol, 54bhp

▪︎Speed: 65mph

▪︎Range: 300 miles (without load)

▪︎Weight: 1.6 tons

▪︎Crew: 2 + 2 passengers

▪︎Origin: U.S.A in 1943.

Information from The Muckleburgh Military Collection.

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Hanging out on the Kubota.

No efforts spoilt on design, a strictly utilitarian vehicle in San Francisco for collecting garbage. You might even call it ugly.

The successor to the successful series I was the series II, which saw a production run from 1958 to 1961. It came in 88 in and 109 in wheelbases (normally referred to as the 'SWB' and 'LWB'). This was the first Land Rover to receive the attention of Rover's styling department. Chief Stylist David Bache produced the familiar 'barrel side' waistline, with a 5 in greater width to cover the vehicle's wider tracks, as well as the improved design of the truck cab variant, introducing the curved side windows and rounded roof still used on current Land Rovers.

The series II was the first vehicle to use the well-known 2.25-litre petrol engine, although the first 1,500 or so short wheelbase (SWB) models retained the 52 hp 2.0-litre petrol engine from the series I. This larger petrol engine produced 72 hp and was closely related to the 2.0-litre diesel unit still in use. This engine became the standard Land Rover unit until the mid-1980's when diesel engines became more popular.

The 109 in series II station wagon introduced a twelve-seater option on top of the standard ten-seater layout. This was primarily to take advantage of U.K tax laws, by which a vehicle with 12 seats or more was classed as a bus, and was exempt from Purchase Tax and Special Vehicle Tax. This made the twelve-seater not only cheaper to buy than the 10-seater version, but also cheaper than the seven-seater 88 in Station Wagon. The twelve-seater layout remained a highly popular body style for decades, being retained on the later series and Defender variants until 2002, when it was dropped.

The unusual status of the twelve-seater remained until the end, such vehicles were classed as minibuses and thus could use bus lanes and (if registered correctly) could be exempt from the London Congestion Charge. There was some degree of overlap between series I and II production. Early series II 88 in vehicles were fitted with the old 2-litre petrol engine to use up existing stock from production of the series I. The 107 in Station Wagon continued until late 1959 due to continued demand from export markets and to allow the production of series-II components to reach full level.

General characteristics -

▪︎Manufacturer: Land Rover

▪︎Production: 1958 to 1961

▪︎Body Style: 2-door Off-road vehicle / 4-door Off-road vehicle / 2-door Pickup

▪︎Engine: 2.0 L petrol I4 / 2.25 L petrol I4 / 2.0 L I4 diesel

▪︎Transmission: 4-speed manual

▪︎Wheelbase: 88.0 in (SWB) / 109.0 in (LWB)

▪︎Length: 142.4 in (SWB) / 175.0 in (LWB)

▪︎Width: 66.0 in

▪︎Height: 77.5 in (SWB) / 81.0 in (LWB)

▪︎Predecessor: Land Rover series I

▪︎Successor: Land Rover series IIA.

Information sourced from - en.m.wikipedia.org/wiki/Land_Rover_series

Owner information -

▪︎1983 Land Rover Series III 109

▪︎Ex-MoD 3/4-ton utility

▪︎2.25 Litre 4-cylinder petrol

▪︎Served in the RAF, R.E.M.E, Royal Signals and Royal Ghurkha Regiments

▪︎Released from MoD in 2005, worked on a farm, light aircraft tug for 11 years

▪︎Undergone maor welding to rear cross member and three out-riggers to return to MoD spec.

By the late 1960's, it was clear that changes to the Series IIA were required if Land Rover was going to keep its edge. Hence in 1971, the Series IIA was replaced by the Series III. Cash was limited and market research showed that customers were not looking for radical changes.

Hence the Series III was an evolution of the Series IIA design, rather a complete revamp. The most significant change was the replacement of the gearbox with a completely new one that incorporated synchromesh on all forward gears. The ratios were also revised, with lower reverse and 1st gears, and the low range ratio was also reduced. Clutch design was also modified to include a diaphragm spring, resulting in smoother and quieter gear changes. Brakes were also improved, and a heavy duty Salisbury rear axle was fitted as standard to all 6 cylinder vehicles. From 1972, the Salisbury became a standard fitment on all 109-inch vehicles. The electrical system was also upgraded with the dynamo replaced by an alternator.

The body remained virtually unchanged, although the metal grille was replaced with a plastic grille designed to match the new headlamp position introduced in 1968. Although there were few external changes, the Series III looked very different on the inside. The dash was redesigned with the addition of padding. The instrument panel was moved to be in front of the driver. The door interiors were upholstered, and a much-improved heater was fitted, there wwere even provisions for a radio !

In 1979, the Range Rover V8 engine and drive-line were fitted to the 109-inch to produce the ''Stage 1''. This combined the extra power of the Rover V8 with the load-space and indestructibility of the 109-inch long wheelbase Land Rover. The LT95 4-speed full-time 4WD was used, but the power output of the V8 was reduced slightly to match the 109-inch application. The grille had to be moved forward to fit the V8 into the engine bay, resulting in a vehicle that looks like a hybrid between the leaf-sprung 109-inch and the larger-engined Defender 90 and 110.

As well as adding power, the V8 is a much smoother engine. It is also noteworthy for producing peak torque and power at very low engine speeds, idea for a heavy duty vehicle such as the Stage 1, it has a top speed of about 80mph, and is capable of climbing 1-in-1 slopes. ''Stage 1'' was the first stage of a £200 million investment programme, which also produced the 4-door Range Rover, and culminated in the replacement of the Series III Land Rovers by the coil-sprung 110-inch and 90-inch Land Rovers in 1983 and 1984 respectively.

General characteristics -

▪︎Production: 1971 to 1985

▪︎Body Style: 2-door Off-road vehicle / 4-door Off-road vehicle / 2-door pickup

▪︎Powerplant: 2.25 Litre 73 hp I4 Petrol / 2.25 Litre 62 hp I4 (Diesel) / 2.6 Litre 86 hp I6 (Petrol) / ▪︎3.5 Litre 91 hp V8 (Petrol)

▪︎Transmission: 4-speed manual main transmission / 2-speed manual transfer gearbox / ▪︎Selectable 4-wheel drive

▪︎Wheelbase: 88.0 in (SWB) / 109.0 in (LWB)

▪︎Length: 142.4 in (SWB) / 175.0 in (LWB)

▪︎Width: 66.0 in

▪︎Height: 77.5 in (SWB) / 81.0 in (LWB)

▪︎Predecessor: Land Rover Series IIA

▪︎Successor: Land Rover Ninety / One Ten.

Information sourced from - www.winwaed.com/landy/history/series3.php

English/AnglaisKa2004-R102-073a5 March 2004Kabul, AfghanistanThe first 18 of 60 Mercedes-Benz G-Wagon landed at Kabul's airport on Friday, 5 March 2004. The G-Wagons will replace the aging fleet of Iltis vehicles used by Canada's Army.1,900 CF personnel are in Kabul as part of Op ATHENA, Canada's contribution to the International Security Assistance Force. Through their continued patrols, they maintain security in Kabul and the surrounding areas so that the Afghan Transitional Authority and UN agencies can function.Photo: Cpl Chris Connolly, Op Athena Roto 1French/FrancaisKa2004-R102-073a5 Mars 2004Kaboul, Afghanistan18 des 60 Mercedes-Benz G-Wagon destine a l'Op ATHENA ont arrive a l'aéroport de Kaboul vendredi le 5 mars, 2004. Les G-Wagons remplaceront la flotte vieillissante des véhicules Iltis utilisée par l'Armée canadienne.1,900 membres des FC sont à Kaboul pour prendre part à l’Op ATHENA, la participation du Canada à la Force internationale d'assistance à la sécurité. Par l'entremise de leur patrouilles continuelles, les membres d'Op ATHENA contribuent au maintient de la sécurité à Kaboul et dans les environs afin de permettre les activités de l'Autorité de transition en Afghanistan et des organismes de l'ONU.Photo: Cpl Chris Connolly, Op Athena Roto 1.

Denver, Colorado, USA

Embraer 170

A British Self-Propelled Boom Type Aircraft Weapon Loader in service with the RAF, this one is depicted loading a Panavia Tornado Aircraft, These Weapons Loaders are powered by a Deutz F3M diesel engine, and can also be used for towing Weapon Transport Trolleys.

Specifications :-

▪︎Related Period :- 1945 to 1989

▪︎Production :- 1990 to the present day

▪︎Dimensions :-

> Front :- Width 4ft

> Rear :- Width 4ft 4in

> Height :- 3ft 9in

> Length :- 13ft 10in

> Weight :- 5291lb.

The small crossover utility market continues to be a hot topic as sales increase from active lifestyle consumers seeking solutions that appease their utilitarian needs. With character traits based on athletic styling, inventive utility, fuel efficiency and both advanced connectivity and telematics automakers have set the bar high with vehicles such as the all-new Hyundai Kona. It drives smarter, works swankier and plays harder.

2 cylinder 601cc air-cooled two-stroke.

Duroplast (fibre reinforced plastic, similar to fibre glass & Bakelite plastics) body panels.

(1941-1945) WILLYS MB

One of the first mass-produced military vehicles in the United States, the Willys MB (and Ford GPW) U.S Army Jeep is the culmination of war-time ingenuity, standardization and strategic personalization for transport of personnel and cargo. Soon to become the ubiquitous, ''world-famous'' Jeep, the Willys MB and Ford GPW models were very effective on the ground, with many standardized features such as 6.00x16 tyres, 60 honest horsepower at 4,000rpm, a gasoline can bracket on the left rear, provisions for trailer lights, spark interference suppression, a blackout light system, twin top bows and sealed spring shackles.

Prior to the production of the MB/GPW, other attempts were made to satisfy the Army's need for a Light Utility Vehicle including the first prototype presented by the American Bantam Car Company. Nicknamed the ''Blitz Buggy'' this vehicle concept which was the first bid accepted by the Army, as it satisfied the Army’s Ordnance Technical Committee specifications that the vehicle has:

▪︎Four-wheel drive.

▪︎Crew of three.

▪︎A wheelbase of no more than 75in and tracks no more than 47in.

▪︎A fold-down windshield.

▪︎A 660lb payload.

▪︎An engine capable of 85 ft lb of torque.

▪︎With an empty weight of no more than 1,300lbs. (590 kg).

While the ''Blitz Buggy'' did satisfy these requirements, Bantam was not able to deliver with the fiscal strength or production capability needed to win the contract with the War Department. As as result, Ford and Willys were asked to product their own pilot models for testing, the results of which would determine the contract. The original pilot models were submitted and named accordingly. The Willys Quad by Willys Overland, the Ford Pygmy by Ford and the BRC 60 by Bantam were accepted and orders were given for 1,500 units per company, with a revised weight limit of 2,160Ib. During these pre-production runs, each vehicle was re-named. The Willys Quad became the “MA”, the Ford Pygmy became the “GP”, and the “BRC 60” became the “BRC 40”. By July of 1941, the War Department, needing standardization, selected Willys-Overland to fulfill its contract, on account of the MA’s powerful engine, silhouette, low bid ($748.74/unit), and because of the company’s ability to fulfill production needs, ordering another 16,000 vehicles.

Absorbing some of the design features of the Bantam and Ford entries, the Willys “MA” was then renamed the Willys “MB”, and featured the powerful “Go Devil” engine and a welded flat iron “slat” radiator grille (which was later replaced by a stamped grille in March of 1942). By October 1941, due to an increased demand for production, Ford was contracted to assist Willys-Overland and changed their model’s name from “GP to “GPW”, with the "W" referring to the "Willys" licensed design. During World War Two, Ford produced some 280,000 of these vehicles.

The MA and early MB's had the “Willys” name stamped into the left rear panel; however, in the spring of 1942, the War Dept. decided not to feature the logo and removed them. Early MB's had a wiper for each side of the windshield, which were hand operated in contrast to later configurations. The windshields also varied slightly. The first 3,500 produced used an MA-type frame, which had a shorter distance between the cowl and the glass frames (4in) The later models had a 6in measurement, and were noticeably taller. In the earlier model MB's, the gas tank still had rectangular lower corners, as opposed to later versions.

While earlier black-out lamps for the MB were used as aids to see other vehicles in the convoy, later MB's feature a large blackout headlamp mounted on the left front fender that was used to help the driver see where he was going. The headlamps on all World War Two Willys MB and Ford GPW Jeeps hinged up so they could illuminate the engine compartment in dark times. In 1942 the MB Jeeps got combat wheels, replacing the original stamped and welded version. Combat wheels were heavier and bolted together to facilitate field repair, and also had the ability to transport the vehicle for a distance with deflated tires. All jeeps had brackets for their pioneer tools mounted on the left side below the entryway.

Rounded rear corners were found on the bodies of all the production Jeeps, both Willys MB and Ford GPW models. All models also featured larger bumperettes, exterior handles for manual extrication from sticky terrain, and two top bows to raise the height of the canvas and keep it from pounding the heads of the front seat occupants. The instrument panels began to look more militarized on the MB and GPW. Instruments were separate (oil pressure, fuel level, ammeter, water temperature, speedometer) had black faces, and were externally illuminated. The in-out lever for the front differential, and the transfer case lever, were on the right side of the transmission lever, as those components had migrated from the left side on the Bantams to the right side on the production models.

Sourced from www.kaiserwillys.com/about_willys_jeep_mb_history_specs

NYC