Since the last submission progress can be described as slow and steady, primarily due to a chronic lack of space in my garage. However, the last week has seen some definite progress and from now on I hope to bring more frequent updates.

Firstly the delivery of the cab and scuttle to Jim and Martin at Allied Forces has generated a considerable amount of room, and with the bonnet and spare fuel tank being dispatched to Gary at Stroud Shotblasting Services I can at last move the recently blasted and primed components for the build up of layers. Back to Shotblasting, I can thoroughly recommend Gary, who does a damn good job for a fair price. He can be contacted on (01453) 767305.

Cab stripped and ready for loading.

Secondly I now have all the paint required to complete the restoration. More of this later.

To the recently blasted components, most have shown minimal corrosion and can be prepared for painting. The notable exception is the RH fuel tank. The picture below requires little explanation. This, you will recall was the tank which caused a substantial spill prior to the strip. Thankfully the spare tank looks better and there is the LH tank still fitted, therefore if at the moment one good tank is all that can be mustered then so be it. One will be sufficient for local rallies.

No comment!

The wheel arch is heavily pitted below the chequer plating but far from requiring replacement sections, as perforations are few and far between. The return lip at the front has caused the upper skin to perforate due to the obvious collection of dirt and moisture but again minimal rectification is required.

Wheel arch. Note the minimal corrosion for a panel which is 67 years old!

The running board has a small perforation under the battery location which will be plated.

Battery box, cover, and remaining components require no additional work other than painting.

Now, on the subject of paint I intend to reproduce the paint scheme to what I think it would have been upon delivery to the RASC in early ‘42. The specific colours will be BS61 light stone and dark olive drab (something similar to #9). The scheme has been based on period photographs and assistance from Michael Starmer.

• All exterior areas Light stone.
• Inside cab Olive drab.
• Under bonnet Olive drab.
• Chassis Light stone except hidden areas which will be olive drab.
• Battery box Olive drab.
• Underneath wheel arches Light stone.
• Rear differential White.

The paint inside the cab appears to be original, as it differs very much from any colour found outside, being substantially darker than that applied by the Italians at a later date. It had been suggested by Michael that the light stone would have been applied to all areas which could be exposed and thus visible to enemy aircraft, according to the general orders of the time. This was extended to the inside of the doors, but on my vehicle there is no trace inside the cab therefore olive drab will feature throughout the cab.

Close inspection has found traces of the original green and light stone, particularly within the welded seams of the ballast box. More interestingly is the clear traces of light stone under the bonnet. The outside has been shot blasted whereas the underside is still in original olive drab #9. The edges clearly show where the original light stone had run underneath when applied, obviously in a thick coat.

Underside of the bonnet prior to blasting. Close inspection will reveal traces of light sone at the edges.

The olive drab is from Allied Forces while the desert sand can be obtained from The Vintage Paint Company, who will match exactly to Michael Starmer’s swatch, or R&R Services, whose BS361 is almost identical, if a very slight shade darker. I have opted for the R&R product.

Most missing components have now been sourced including original pedals, viscometer gauge, gear knobs, and various engine spares, while original NOS light switches, mirrors, and water pump repair kits were obtained at the recent Malvern show.

Front winch rope roller journal and boss. All mounting bolts sheared off with ease during removal. Time to get the drill and easy-out set i think...

I must at this point thank those who have helped me progress this far. The removal of the cab and its transportation to Allied Forces was a totally manual operation, and without the assistance of Ed Newman, Hazel Pennack, and Mike Payne it would simply have not been possible. They have helped on many occasions over the past months, particularly with the heavy items. Thanks also to Alan Jones and Peter Hainsworth who assisted in the removal of the cab. Those who have removed a closed cab will understand that even though they are small they are far from light, and without the generosity and enthusiasm of friends this and other major jobs would have been much more difficult. Many thanks also to my father Brian, whose experience with Diamond T’s, together with numerous anecdotes has been a continuous source of help and inspiration.