CAN - Chevrolet C8A varianty HUP, HUW HUA

Chevrolet C8A - HUP, HUW, HUA and other modifications


History of the type and its origin


During World War II, the Canadian automobile industry produced vehicles for virtually all armies of the anti-Hitler coalition. A total of 857,970 vehicles were produced, of which 409,936 (almost half) were referred to as the CMP (Canadian Military Pattern), and the rest of this production was armored or modified vehicles, with commercial machine bottoms.

CMP vehicles were manufactured according to British military standards, adopted by the Canadian Armaments and War Supplies Office. The only reason for adopting these standards was the fact that Canada was part of the British Commonwealth and therefore belonged to the anti-Hitler coalition.

When the war broke out in 1939, no combat or other military equipment was produced at the Canadian offices of Ford and General Motors, although these companies had been involved in the production of some prototype vehicles for the British Royal Armed Forces in the past. The Canadian Department of Defense did not have military production requirements or technical specifications in the form of standards to be met by military vehicles, and many of the problems that arose had to be addressed under time pressure.

Large Canadian automotive companies were directly connected to American ones, and therefore they were basically manufactured cars that meet American standards. This would be advantageous for the start of arms production in favor of the US and according to US military standards. However, the United States has not yet entered the war, and Canada has had to produce vehicles with British military standards not only for its own use and for the British Royal Armed Forces, but also for Australia, India and other members of the British Commonwealth, and later the Soviet Union.

The main groups and subgroups of vehicles manufactured in Canada (engines, transmissions, complete axles, etc.) at least approximately determined the nature and class of vehicles that could be produced here for military use - they were applicable to trucks from 8-cwt (8x112 lbs) payload. up to 3t. The Canadian branches of Ford and General Motors have been asked by the Canadian government to cooperate in the development and production of a large group of military vehicles that meet British military standards. Both companies were to manufacture such vehicles using commercial and interchangeable components, groups and subassemblies as widely as possible. Although both companies could produce their own types, the rivalry was forgotten and Ford and General Motors worked as a team. During production, they used their own power units, gearboxes and chassis frames, other components and subassemblies were identical or easily interchangeable. Production was started without long development and testing of individual components or technological units, tests took place "on the fly", defects were eliminated by workers immediately and they also modified production jigs and tools, adapted technological procedures.

Vehicles from the Canadian Ford and General Motors plants were initially called DND, later, when these vehicles were used outside of Canada, their designation was changed to CMP.

The CMP vehicles were produced mainly with right-hand drive, originally in four classes: with a payload of 8-cwt (400 kg), 15-cwt (750 kg), 30-cwt (1,500 kg) ) and 60-cwt (3,000 kg). In order to achieve the highest possible rationalization of production and unification of standards, the production of 8-cwt and 30-cwt vehicles was stopped, later only the production of 8-cwt 4x4 class in the Heavy Utility category was resumed. The designation 8-cwt was not used with the exception of the Chevrolet 8-cwt 4x4 with a C8A chassis, vehicles of this class were in the period catalogs classified as class 15-cwt.

The British Royal Armed Forces divided the vehicles into two categories: Light Utility (heavy, multi-purpose) and Heavy Utility (heavy, multi-purpose). The first category (LU) usually included vehicles for passenger transport, derived from civilian types with engines with an output of 10 - 12 HP, in the HU category were trucks types of vehicles and vehicles with special-purpose superstructures on their original chassis.
This category originally included vehicles on Ford and Humber 4x2 chassis and vehicles on their Canadian equivalent, the Ford V8 Station Wagon (van). These were therefore "militarized" civilian vehicles, the use of which only in the war showed that they did not meet its conditions at all. Two British bodybuilders (Mulliner and Stewart & Ardern) produced purpose-built superstructures for Ford CMP F8 8-cwt chassis that met military requirements in all respects. Production of a wide range of Heavy Utility vehicles has been reduced to the Humber 4x4 and Canadian Chevrolet C8A 4x4. This reduction occurred just at the moment when they started the production of the CMP No. 13 driver's cab in Canada, with which the vehicles on the C8A chassis were manufactured until the end of the war.

The body on the Chevrolet C8A chassis was very similar to the older, already mentioned type F8, but it was all-metal. The official designation Chevrolet C8A Heavy Utility Personnel was abbreviated to HUP, and it was under this acronym that the type became popular and became known to soldiers of all Allied armies. It would be a mistake to assume that the vehicle was the work of only one exclusive manufacturer - General Motors produced the body (driver's cab and body box), the vehicles were assembled on an assembly line in Oshawa. For other CMP vehicles, the bodies were supplied by external, usually relatively small manufacturers, associated in the organization of metal producers and bodybuilders and under the supervision of the Office for Armaments and War Supplies.

Although the number of vehicle versions (or rather their superstructures because the chassis were unified) produced in Canada as CMP was not less than 5, they all differed only in the details of the purpose superstructure design and all were generally referred to as HUP. Only a real expert talks about the ambulance version as the C8A HUA and the connecting version as the HUW, in addition there are other versions with a superstructure for counters' stations, versions for collecting and evaluating data and information (both versions with the possibility of workshop and vehicle with staff modification of the superstructure. These variants were also generally not referred to as C8A HUC (computer and for information collection and evaluation), C8A HUM (workshop) or C8A HUS (staff) - all hidden under the well-known and used Chevrolet C8A HUP.


Construction of the purpose-built superstructure box


The construction of the superstructure was so universal that it enabled the construction of many variants of the internal arrangement with minimal structural, technological changes or other interventions. Between 1942 and 1945, a total of no less than 13,000 Chevrolet C8A vehicles were produced (including the as yet unspecified number of C8AX vehicles), which corresponds to approximately 3% of the total number of CMP vehicles produced during the war. to 1.9. 1945. The price of a vehicle on a Chevrolet C8A chassis without equipment and special-purpose body equipment approached USD 1,850. The first contract, signed for a total of 782 Chevrolet C8A HUPs, was implemented in early 1942 and all vehicles were transported by sea to the United Kingdom.

The first Chevrolet C8A vehicles with a HUP superstructure were five-door, ie with a cab (driver's cab) No. 13 without a rear panel, which was followed by a purpose-built superstructure box with doors in the side walls and in the rear wall. The chassis was virtually identical to the C15A 15-cwt 4x4 chassis with a 101-inch wheelbase and a single-speed (non-reduced) main transmission. The axles were lightened, in addition, they had a smaller track and the smaller width of the front fenders also corresponded to this. The mounting of the front axle was also changed, and narrower fenders can be used as a basic identification feature even for post-war vehicles. The front brackets (towing eyes) on the bumper, intended for towing the vehicle, were mounted horizontally on the Chevrolet C8A, and on the heavier types they were mounted vertically. The front and rear wheelbases of the Chevrolet C8A were 62 1/8 inches, the 15-cwt C15A was 70 inches at the front axle, and 70 1/2 inches at the rear. The size of the tires (or rubber rims) was 9.25-16 as the British equivalent on Humber chassis.

In the Canadian Armed Forces, the HUP was characterized as a light vehicle for transporting members of special types of troops and services, a staff vehicle or a vehicle for performing special tasks, depending on the equipment of the superstructure with equipment, devices and materials. The vehicle could carry a total of 6 people (including the driver and commander), in the closet were seats for four people - a bench with a folding backrest and two separate seats (removable) of the same type as for the driver.

The internal dimensions of the special-purpose body were 90x68x45 inches (229x173x114 cm), the external dimensions of the special-purpose body were 137x75x58 inches (348x190x147 cm), the vehicle itself was 163 inches long, 79 inches wide and 90 inches high (414x201x229 cm). The unladen weight of the vehicle was 6160 pounds (2722 kg) with the ability to load a load weighing up to 1100 pounds (approximately 500 kg).


Variants of the purpose-built body cabinet - 1C1 points


All windows were protected by a "Monsanto" metal net (except for the windscreen and side windows of the driver's cab, which was made of safety laminated glass), but in some vehicles the nets were not mounted on the windows (if the window was made of removable safety glass). The front plate of the cab was tilted against the direction of travel, which prevented glare from the driver and light reflections, water and snow did not stick to the glass to the same extent as to the glass with the usual slope, so it was a very effective measure. Each half of the front plate could be opened (to improve ventilation, visibility when using headlight masks, etc.) by rotating around the top of the frame. In order to improve the use of small arms, the opening angle was increased from 30 ° to 90 ° (this modification was implemented in October 1942, starting with the chassis No. 2844513801).

The original square hatch in the roof of the cabin above the passenger/commander seat was replaced from 1 July 1944 by a circular opening with a canvas cover. There was a large rectangular hole in the roof of the purpose-built body cabinet, covered by a plate, pushed off in the rails when opened. A canvas partition was stretched between the driver's cab and the work area of the purpose-built superstructure. Other canvas covers were on all windows of the purpose-built superstructure, at the side windows these sliding cover covers were hung on rods above the upper edge of the windows. The canvas window covers were usually stored in large boxes above the rear wheel arches. A map box was mounted on the inside of the back door.


Body designation - system


The marking of superstructures had a fixed system - it was called the "Production code of the superstructure", it consisted of three characters in the order number, letter, number.

The first number in the sequence indicated the type of chassis for which the bodywork was intended (in this case "1" corresponds to an 8-cwt chassis with a wheelbase of 101 inches).

The letter indicates the basic type of bodywork body ("C" corresponds to an all-metal bodywork body).

The last number indicates the variant (version) of the cabinet as they were constructed (in this case "1" corresponds to the first variant of the cabinet).

A total of 11 variants of body boxes on the Chevrolet C8A chassis were designed, but not all of them went into production. In field conditions, other structures were created - such as a caravan, etc.
• The designation 1C1 was given to a cabinet with a total of four seats, as described above).
• Cabinets 1C2 and 1C3 were intended for the installation of fasteners and sanitary treatment.
• The designation 1C4 concealed a 1C1 cabinet, modified for the office (the modification was not produced).
• Other variants of the ambulance version were produced under the designations 1C5 and 1C6.
1C7 is the designation for cabinet 1C1 with a reserve holder in place of the right door.
1C8 indicates the body of the coupling body with the reserve holder, located as in 1C7
1C9 differed from 1C7 in that the rear seats (in the corners of the cabinet) were replaced by office equipment, these superstructures were on topographic, financial and cipher service vehicles of the Royal Canadian Armed Forces.
1C10 is the bodywork designation of the small coupling workshop.
1C11 essentially refers to the "salon" modification of the 1C7 housing with design changes that have led to the partial elimination of vibration and noise while driving, to increase the comfort of the "occupants" of the vehicle while driving and when operating on site in conditions of extreme temperatures.

The body code of the body was stamped on a small rectangular label on the outside on the rear wall of the body box. In addition to the body code of the body, each CMP vehicle was marked with a military code, essentially without distinction of the body body used. For C8A HUP vehicles, these were the following military designations (examples):

• HU441-M-PERS-1 (body box 1C1)
• HU441-M-PERS-2 (body box 1C7 initial production)
• C8A-PERS-2 (body box 1C7, manufactured after 1944)
• C8A-PERS-3 (staff modification, superstructure box 1C11, manufactured since the beginning of 1945)
• C8A -MACH-ZL-2 (body box 1C7) - connecting workshop
• HU441-M-AMB-1 (body box 1C3) - ambulance
• HU441-M-AMB-2 (body box 1C5) - ambulance
• HU441-M-WIRE-1 (body box 1C2) - connecting body
• HU441-M-WIRE-2 (body box 1C8) - connecting body

The designation of the 8-cwt HU 4x4 chassis with a 101-inch wheelbase from General Motors was originally 8445. The Canadian Armaments and War Supplies Office originally referred to this type as CHU441-M, but in January 1944 a standard marking system was adopted and since then the designation C8A was used exclusively.


Tires

Initially, the Chevrolet C8A HUP (PERS-1 with 1C1 bodies and other variants) was "fitted" with self-supporting (full) "tires" - so it did not need any reserve. At the beginning of 1944, however, these "tires" were intended exclusively for use on combat (wheeled and tracked) vehicles and artillery.

The transition to classic pneumatic tires in production meant the need to equip vehicles with a reserve - a place for it was found very easily - the right door of the body box was replaced by a reinforced sheet metal stamping with a molding on the spare tire holder. This created the 1C1 body shell, variant 1C7 (PERS-2). The unladen weight of these vehicles increased to 6,330 pounds and the curb weight to 7,420 pounds (2,848 and 3,339 kg).


Number of vehicles produced


In total, more than 300,000 vehicles (including the Chevrolet C8A HUP, assembled on the Oshawa line) were manufactured and assembled at the General Motors plant from 1940 to 1945.

Engines


The engine of these vehicles was essentially the same 216.5 cubic-inch OHV six-cylinder used in the civilian vehicles of the time. The engine had an output of 85 HP (measured on the brake) and a displacement of approximately 3.5 l. Many variants were derived from this engine, with a number of minimal changes, eg on the oil pan, oil filler neck, etc. The engine pistons were cast iron, galvanized , that is why they were popularly called the "cast iron miracle".

The engine lubrication system was older and not very popular overpressure with oil spray, the carburetor was a vacuum Carter W1-518S or SA. For us, engine consumption is somewhat curiously stated in "miles per gallon", ie 11 mpg. Top speed was 50 miles per hour.


Clutch and gearbox


Behind the engine was a single-disc dry clutch and a four-speed gearbox of the usual commercial type. The torque was transmitted from the transmission by a short cardan shaft to the main transmission (single-speed, non-reduced, located in the middle of the chassis frame) and from there by cardan shafts to the differentials of the front and rear axles.The main transmission allowed the front axle drive to be disconnected, it was controlled by a lever from the driver's cab.


Axle, suspension, steering


Both axles were loosely mounted, with semi-elliptical Hotchkiss leaf springs, with identical differentials at the front and rear. From the beginning of 1944 (starting with the chassis No. 3844536382), the wheel hubs were equipped with flanges for securing vehicles (to the base) and for rescuing with a rope using the so-called winch effect. The service brakes of HUP vehicles were hydraulic, without a booster, the parking brake only on the rear axle, controlled by steel ropes and a lever system. As with the only HUP variant, the 1C11 (staff variant) used a direct transmission brake instead of the rear axle parking brake.

The steering of the front axle by means of ball joints enabled very precise and relatively sensitive control of the vehicle. The steering wheel of vehicles manufactured before 1943 (ending with chassis no. 2844515585) had a rubber rim, then a steering wheel with a wooden ring was mounted, as in the later American military trucks GMC and Chevrolet. The only reason that led to this change was the general lack of rubber for war production.

Another "peaceful survival" was the rectangular dashboard instruments used on the C8A HUP until 1943, which were then (starting with the chassis No. 3844514940) replaced by dust-resistant round instruments. Beginning with chassis No. 3844515319, at approximately the same time, the coolant expansion tank was relocated from a relatively vulnerable location above the left front fender to a foot below it. It is not clear why it was not fitted to this location from the beginning of production, as was the case with Ford CMP vehicles.


Electrical system, lighting


Electrical system with a voltage of 6V, grounded "- pole" (for Ford CMP grounded "+ pole"), the vehicle equipment was always a set for covering the headlights, including a lamp for illuminating the white spot on the differential of the rear axle (guide for drivers driving in a column with obscured headlights). The rear position lights, including this lamp, could be switched on from the driver's seat with a switch-selector on the dashboard either as a group or separately (only the side marker), ie with the second switch on the right of the vehicle frame under the right rear fender. On newer vehicles, this switch has been moved above the junction box of the rear combination lamps (brake-side marker).

The vehicles were initially equipped with only one headlight, later it was supplied with a second, which was turned on by a separate switch on the dashboard.


Vehicle equipment, material equipment


Fuel tanks with protective plates welded to the footrests of the cab were placed on each side of the chassis frame. Holders for British standard POW cans (short for Petrol-Oil-Water, petrol, oil, water and it has nothing to do with prisoners of war) were located under the left door of the driver's cab and under the rear corners of the purpose-built body cabinet. They were supplied with the usual Yale padlocks.

According to the original vehicle notebooks and vehicle equipment lists, 4 POW containers were delivered to each vehicle: 2x with a volume of 2 gallons of gasoline, 1x with a volume of 1 gallon for water and 1x with a volume of 1 gallon for oil. The equipment of the vehicles included an extensive set of tools and instruments, it included two towing chains for each other vehicle, one tow rope and a machete with a 15-inch blade, and every fifth there was a pickaxe.

At the end of the war, a relatively small series of staff vehicles with a C8A chassis and a 1C11 special-purpose body box was produced under the military designation C8A-PERS-3. The vehicle was intended for use by the "commander and aides". In addition to the changes that were made during the conversion of the 1C1 to 1C7, there were also changes to the vehicle chassis. These changes occurred mainly because "the HUP was designed very spartan and economically, which was reflected in the possibilities of its use as a staff vehicle" - in other words, it was too inconvenient for senior staff officers.

The most significant changes to the chassis include:
• improved vehicle suspension (on the front axle with 11 blades 45 inches long and 2 inches wide, on the rear axle with 10 blades 50 inches long and 2.2 inches wide)
• reduction of transmission noise (the main gearbox was housed in rubber chassis blocks in the chassis frame and the rear axle parking brake was replaced by a rear axle drive cardan shaft brake).

Incidentally, this chassis was also used for two prototypes of air-transportable vehicles Chevrolet 15-cwt 4x4 GS, but these vehicles did not go into series production because the preference was given to the production of Dodge WC US Army.

Changes to the body and interior of the Chevrolet C8A-PERS-3 include:
• installation of handles for opening all doors from the outside
• installation of safety laminated glass also in the sliding windows of the body
• there were holders for two canisters under the left door of the driver's cab, for which the footrest had to be lowered (same construction as for the C8A with the 1C7 purpose-built body cabinet of the last series)
• a large opening in the roof of the purpose-built superstructure, covered by a removable plate, was moved forward and instead of one ceiling light, two lights were installed, both at the level of the side door, ie on the sides of the commander's chair
• the walls, floor and ceiling of the purpose-built superstructure were insulated and soundproofed, the walls and ceiling were lined with cardboard, the floor was covered with linoleum
• there was a sheet metal partition with a sliding window and a map stand between the driver's cab and the working space of the purpose-built body cabinet
• side double seats with folding backrests could be turned from the walls forward, other single folding seats were located in the rear corners next to the door
• all windows of the purpose-built body cabinet had their own cover covers
• a radiator for liquid heating of the body was installed in the right front corner of the body of the special-purpose body
• Under the rear cross member of the floor, there were handles and locks for fixing the box of special equipment

The internal dimensions of the case were somewhat smaller than in the 1C7 variant (insulation was made), the unladen weight of the vehicle was 7030 pounds, the standby (including 4 people in the body) reached 8185 pounds.

The HUPs were intended for service in the most difficult war conditions - driving characteristics, comfort and the "civilization of the structure" in general were fully subject to it. The vehicle had to withstand virtually everything - so it is quite interesting from today's point of view, the evaluation, given in the Bulletin of the Royal Canadian Armed Forces of February 1945:
"HUP users in Italy and northwestern Europe consider this vehicle to be very durable and suitable for war use, recommending that it remain in service until a new type of similar purpose is introduced into service. These vehicles meet most of the requirements for staff vehicles - they can work in light-obscured conditions, overcome obstacles well, and are suitable for long journeys in winter, unlike Jeeps, which are designed for short-distance travel and reconnaissance tasks. HUPs can be used as ambulances, especially in the access zone, despite the relatively harsh driving characteristics, their passability corresponds to any other off-road wheeled vehicle, even on snowy or icy terrain, unpaved roads and paved roads. "

The Canadian Infantry magazine writes similarly:
"This type of vehicle has proven itself as a staff in field conditions. The 15-cwt class vehicle is certainly suitable not only for this use due to its sufficient internal dimensions, but it can also perform passenger transport tasks when the seats are installed.


After the war


After the end of the war in Europe, most of the equipment of the Royal Canadian Armed Forces was concentrated in a large field park in Deelen near Arnhem. Deelen was originally a German airport and after the liberation served as a storage base for the 1st and 2nd Canadian Army Corps.After the end of the war, practically all the equipment of the Royal Canadian Armed Forces in Europe was concentrated here before being transported back overseas or was ready for sale under UNRRA.

It purchased 4,000 of these vehicles for their subsequent transfer to Poland, Czechoslovakia and other European countries, a large part of the remaining vehicles were purchased by the Dutch government. After the vehicles were sorted by the Dutch military authorities, the rest, including some HUPs, have been sold to civilian (meaning private) users since about mid-1946.

Many vehicles were lost during the war during transport by sea, many were destroyed during combat operations. Most HUPs were used by Canadian soldiers, and in small numbers were also supplied to the British Royal Army (not only until 1945) and other Allies. Some of the vehicles were received by the Dutch Brigade of Princess Irena, some were transported to the Far East and probably to the Soviet Union. After the war, several UN member states and practically most NATO member states became their users.

The Chevrolet C8A HUP is undoubtedly one of the vehicles that played a significant role during the war and helped the soldiers and armies of the anti-Hitler coalition win the worst war in human history.

Further division of CMP variants - Chevrolet HUC, HUW, HUA - "nuance" of versions

Generally speaking, Canadian Chevrolets were produced in three variants:
• cabinet, with full glazing
• cabinet with windows in the doors and without windows at the rear of the cabinet of the purpose-built superstructure (semi-closed)
• version with cab and body (flatbed)

In addition to the variants already described, the first group (with full glazing) of the purpose-built superstructure cabinets also included 1C9 HUC (PUTR or staff workplace - office or "workplace of artillery counters") and 1C10 (small connecting workshop).

The second group can include types with military designation WIRELESS-1 and 2 (HUW) and ambulance (HUA). In addition, we can also include a limited series of vehicles on a C8AX chassis with a wheelbase of 101 inches and a driver's cab No. 13.

These vehicles differed from the already described HUPs in small details, which resulted from the equipment and instrumentation of the body and a lay observer is usually not recognizable at first glance. Of course, it is certain that each vehicle was, depending on the field conditions, adjusted and modified not only according to the orders of the unit commanders, but also according to the tastes, needs and capabilities of the crews.

PUTR and HUC Staff workplace - Chevrolet C8A office PUTR-1, 2 and HUC cipher workplace

Type 1C9 PUTR was practically identical to HUP on the outside, so errors in the identification of these types later occurred.

The simplest distinguishing feature of the 1C9 PUTR is the installation of hooks for hanging canvas shelters above the side doors of the special-purpose body box (4 hooks along the vertical side of the door towards the front of the vehicle) and above the rear fenders (2 hooks vertically above each other). Furthermore, along the upper edge of the body of the purpose-built superstructure from the driver's cab to the rear (right and left) there were rails for fixing coiled shelters (with or without bars). Of course, when the vehicles were prepared by soldiers for sale to civilian users, it cannot be ruled out that elements of special equipment could be partially or completely dismantled. Then the only identifying feature is a code plate identifying the vehicle type.

Originally, the extension of the staff workplace - office was planned under the designation 1C4, there was no serial production of vehicles with this extension at all and only less than 200 vehicles were modified for this variant. They were never referred to as Chevrolets C8A HUC, they were used in units in the field on a limited scale, it is worth mentioning only their expansion in units of the Royal Canadian Artillery - Topographic Regiments, where they were actually used as a station station.

The seats in the original HUP configuration were retained in the vehicle, except for turning the double seat towards the rear of the purpose-built body box. Means for concealing windows were also placed inside the body, and a map case was preserved on the inside of the body's rear door.Along the side walls were set up two open shelves, above each of them was placed a folding board - a map board. Approximately behind the level of the side doors, two map plates were pivotally hung on the walls, which, after turning to the vehicle axis and connecting the locks, formed a compact map plate. The commander's seat was turned in the direction of travel, in its pedestal was a box for writing and drawing supplies. Rifle holders were placed on the side walls of the shelves. The canvas shelter was modified so that it could be attached either to the side (left or right) of the bodywork body or to the rear - usually built on the left (especially for vehicles with pneumatic tires and a reserve, its construction on the right would be somewhat unnecessary). During the construction of the shelter, it was necessary to remove the side map board and the appropriate seat and place them under the shelter, if "additional equipment" was not available, ie furniture obtained "in civilian clothes" or "freed" in the area previously operated by the unit.

The actual construction of the shelter consisted of two halves with anchoring ropes and pins, the equipment also included four portable lamps with cables. This material was transported in and on the vehicle, in the handles and boxes designated for this purpose.

The PUTR-2 differed from the PUTR-1 mainly in that it had a recess with a reserve holder in the place of the right door (it was "fitted" with classic pneumatic tires unlike its predecessor, which rode on solid rubber tires) - this design change did not lead to relabeling the cabinet code, it was still 1C9.

The cryptographic workplace did not differ in appearance from the PUTR-1 and 2, it was equipped with appropriate connection and cryptographic devices according to the requirements of the Royal Canadian Connection Corps. The vehicles were used at the division level - the Army Corps, or in the composition of their headquarters and staffs, were usually equipped with numerical secrecy - ciphers (mechanical and later electrical), appropriate decryptors, lockable boxes for documents and forms, typewriter and other necessary material. There were only two swivel seats in the superstructure - for the operator and for the scribe.

MACH-ZL Small connecting workshop Chevrolet C8A-MACH-ZL-1 and 2

A small ZL connection workshop (light, small - normal) was produced in the box with the code number 1C10. The connection box housing was longer and heavier, it was mounted on C60X 3t 6x6 chassis for the needs of repairs of connecting means in the front line.

The ZL-1 did not actually go through the prototype stage (only two cabinets were directly manufactured, in which the right door was welded due to the installation of interior equipment), due to the already sufficient start of production of cabinets with reserve holders in the recess in place of the right door -2. It was actually a modification of the 1C7 cabinet, which was carried out by the Chrysler Corporation of Canada plant in Windsor, Ontario (this plant equipped most, if not all Canadian workshop vehicles), a total of less than a hundred of these MACH-ZL-2s were produced.

The body of the special-purpose superstructure ZL-2 was shielded against interference, several structural holes were made in the shell. In the lower right corner of the left side wall of the cabinet there was an opening for access and ventilation of the generator, through this opening its exhaust with a silencer stretched, the opening was adjusted so that no light escaped from the vehicle when it was opened. In the lower left corner of the rear wall there was another opening for ventilation of the body box, the opening was provided (cover) with a canvas screen with patents.

Inside the cabinet, racks, shelves and boxes for the transport of spare parts, a work table (folding board) and a 6 V lighting distribution were fixed.As already mentioned, Chrysler equipped these vehicles with instruments and equipment, according to manual WM3982 from August 1944, the ZL-2 armament included the following means and equipment:
• generator with single-cylinder petrol engine Onan 358 RS, with output 115 V, 60 Hz, single-phase, alternating electric current 3.1 A, 350 W and with output 15 V, direct current 14 A with power 15 W
• main electrical distribution panel and switch panel - power mode operation selectors with the necessary devices
• transformer primary circuit 500 W, 115 V, output 115/230 V, 60 Hz, electrostatically protected, air-cooled
• test panel for 6 and 12 V
• a set of profitable batteries, generally with a voltage of 6 V
• set of connecting cables, on-board connections, hand and portable lamps, solder, etc.
• welding kit
• hand tool set, vice, machine saw, drill, etc.
• spare parts and fasteners of a consumer nature
• acoustic pulse generator, oscilloscope, control and measuring instruments, testers, etc.

The weight of the Chevrolet C8A MACH-ZL-2 reached up to 7,820 pounds (3,520 kg), including the carried material and the operator (3 men with the driver).

The user, the Royal Canadian Liaison Corps, was not very pleased with the qualities of the MACH-ZL-2. Among the most frequently criticized shortcomings were the unsatisfactory performance of the power plant for welding, the lack of working space and the small transport capacity of components for long-term activity in the quarry zone.

HUW Chevrolet C8A HUW

The Chevrolet C8A HUW (WIRELESS-1 and 2) was the first and probably the most important and most widespread variant, derived from the C8A HUP. Production of the C8A HUW began in 1942 and continued until 1944, when it was replaced by a version of the same purpose on a 15-cwt 4x4 chassis. Nevertheless, the C8A HUW remained in the consciousness of users until the end of the war and none of the soldiers allowed it.

Chevrolet C8A HUW was designed primarily to perform liaison tasks in the front and front zone, at the command and advanced command posts of units and units of types of troops - mainly anti-tank artillery, anti-aircraft troops and for communication with superior levels of command.

The design and later production of both HUW-1 and 2 variants was the work of General Motors of Canada. HUW-1 was originally built with a case of purpose-built superstructure 1C2, with the military designation HU-441-M-WIRE-1, the later version with a reserve was designated as HU-441-M-WIRE-2, respectively. C8A-WIRE-2.

The cabin space was separated from the superstructure by a sheet metal partition with a pair of sliding windows, of course with a concealed canvas cover. The superstructure was lined on the inside with masonite or 1/4 inch fir plywood, and later vehicles were sprayed with "suede varnish" to prevent condensation. In the left rear corner of the body was located a power plant, along its front wall was a work table with installed connecting equipment (wireless sets of British origin No.9, 9 Mk. I, later No.19, 19 Mk.II. Along the right wall of the body were cabinets with shelves and drawers for storing other material, forms, forms, etc., there was also stored a set of batteries and three movable (portable to locks in various positions) seats of radio operators-operators (of the same type as in the cabin, with canvas covers). Near the desk were lockable boxes for classified documents, telegram blanks, headphone holders, fans, a heater - this equipment was supplied by General Motors.

Its left door was used as the main entrance to the superstructure, the right door for 1C2 was usually welded and for 1C8 cabinets it was already replaced by a reserve holder. There were no Monsanto safety nets on the door windows, so the sliding glass was safety, glued. The back door wasn't equipped with a map case, but there was a folding table on it.

The coupling kit (of the above types, but most often No.19) was mounted just before taking over the vehicle to the unit, the installation was carried out in the workshops of the Royal Canadian Coupling Corps, if not directly by the user.

It is not without interest that the C8A HUW were used in many armies around the world, including NATO, for many post-war years, until they were replaced by much more modern connection technology.

HUA Chevrolet C8A HUA

The third extended modification on the Chevrolet C8A chassis were ambulances. This modification was first built in 1942 as HU441-M-AMB-1 with a 1C3 purpose-built superstructure box (both side and rear doors preserved) without rear windows (more or less as on HUW). For later vehicles, the walls were treated by spraying, as with HUW.

Along the left wall, stretchers (or their holders) were placed on top of each other, and on the outer walls of the cabinet above the fenders, cloth bags with medical supplies and a folding canvas seat for seated wounded and paramedics were carried.

The HU441-M-AMB-2 with the 1C5 purpose-built body box was actually just an insulated ("arctic") version of the 1C3 for transporting the wounded in winter conditions. According to the OA99 specification, it was equipped with an engine and oil heater, liquid heating in the cabin, additional insulation of the walls, ceiling and floor of the body, installation of air petrol heater "Southwind" by Stewart-Warner.

The final version was to be an AMB-3 with a 1C6 case, with classic pneumatic tires and a reserve holder in place of the right side door. Due to the end of the war, the version did not go into series production.

Chevrolets C8A HUA were the equivalent of the British Humber 8-cwt 4x4 FA (field ambulance) and therefore most of the C8A HUA was included in the Royal Canadian Medical Corps. Unfortunately, we do not know how many HUAs were produced, but their number was relatively small compared to other types. Under contract S/M 2563, the Chevrolet C8A HUA AMB-2 were delivered to the Royal British Armed Forces as early as 1942, and the vehicles were certainly delivered to other armies of the anti-Hitler coalition.

Among the thousands of other CMP vehicles, just over 10 HUAs remained in the field park in Deelen near Arnhem. Given that the number of Chevrolets C8A HUP and HUW in this park ranged between 400 and 650, HUA can be considered a rarity.

Based on articles in Wheels and track and from other publicly available sources
URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#115568 Version : 0
So, in the appendix are photos of the "issues" of the Chevrolet C8A.
In the first "package" there are photos and pictures of a "general character" ...
CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#115627 Version : 0
In the Second "package" of the annexes to the issue of Chevroletů C8A are the photos on the version of the HUP....
CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


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CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


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URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#115629 Version : 0
And we continue with a variant of the ambulance, therefore the Chevrolet C8A HUA....
CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#115631 Version : 0
Another variant of the Chavroletu C8A HUP - therefore, the radio truck with the sign HUW or WIRE-1 or 2 and with different "fillings" purpose-built superstructure....
CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


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CAN - Chevrolet C8A varianty HUP, HUW HUA -


CAN - Chevrolet C8A varianty HUP, HUW HUA -


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URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#115634 Version : 0
And finally there is the "valníček" on the chassis of the C8AX.... These were shipped in the disassembled state, the so-called CKD (Completely Knocked-Down) and without koreb, to the assembly were up for the user in a factory near Wellington (NZ).
Whereas with the chassis have been delivered to the bucket, for the type has been constructed and on-site produced from other General Service (GS) koreb slightly different korba, which is perhaps (among other things) a reliable distinguishing feature of the "Kanad" C8AX....
CAN - Chevrolet C8A varianty HUP, HUW HUA -


URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#115644 Version : 0
In New Zealand act along with the other CMP trucks even less known and rather rare C8AX, called ' Puddle Jumper '. C8AX 4X4 were produced in the GM of Canada in 1943 on the chassis C8A 4X4 Heavy Utility. C8AX were made exclusively for export only as a chassis with cab. Probably the production took place in may and June 1943, because all of the surviving cars have a delivery date between 5.5.1943 and 5.6.1943. Production records C8AX have been found, but according to the preserved machines and their production numbers have to rise to at least 800 units, so the estimated production of approximately 1000 pieces.

C8AX has consistently with the other C8A ( HUP, HUW, HUA etc ) 101" wheelbase and the gearbox without reduction. The specification is similar with classic 15 cwt 4X4 ( C15A and F15A ). For recognition from C15 at first glance, the experts use šestišroubových smaller wheels and the lighter axle of the C8A. Along with the model C8A has a C8AX also lighter frame and smaller springs. A specialty version of the C8AX is a frame with coupling device in the shape of And aft of the frame, this part of the bore just this version.

The whole production of C8AX was delivered in the first condition (CKD) the New Zealand-bound in the factory GM near Wellington. Why the New Zealand government had ordered exactly a C8AX and not the C15, which drove in Australia countless and it was therefore easy to provide them spare parts, it is still a mystery.

Because the cars were delivered without the hull were the hull manufactured in the government railway workshops. Probably from the lack of machinery equipment have been addressed very simply a combination of steel and wood. A little known fact is that on the chassis C8AX was built and about 50 pieces of radiovozů with a box superstructure.

Where all the C8AX served is not known, but the photographic evidence is provided by their deployment during the 2.ST. to the Solomon islands in the ranks of the 3.division of NZ and the RNZAF.
C8AX were eliminated from the army in the sixties and odprodávány the private, the last of the pieces served in the army back in 1968. In the hands of collectors has been preserved with a few pieces, about 15 of them in Australia, but do not know how to Australia arrived, because the army of this version of never.

A brief výcuc from the article C8AX History from Mike Kelly..
URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#194043 Version : 0
I don't know how much this information is correct and interesting for those interested (I don't know about this issue), but I have the impression that a machine of this type operated in the car park of Czechoslovak Radio or Czechoslovak Television. I once saw it in a period document from the 60s (70s) of the last century. It was a box transfer car.


If this is irrelevant and incorrect information, please delete the things of a knowledgeable moderator.
URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#278875 Version : 0
I'm not quite sure, but I think that the Radio used the cars built on the chassis 30CWT and moreover, I think this is were Fords. The last were cancelled until sometime in the late 60let..
URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#278878 Version : 0
Brano is perfectly correct, the radio C8A was far from one, are to be seen shortly after the war, to be in the photos from the contemporary air days and lasted a long time. Later there were efforts to deliver a similar car of our production, as it was a special superstructure on the chassis of the T-805, around fifteen pieces. One I once almost bought it..
URL : https://www.valka.cz/CAN-Chevrolet-C8A-varianty-HUP-HUW-HUA-t31995#284214 Version : 0
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