Other Forward Control Types
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- Category: Other Forward Control Types
- Written by Site Admin
The Series IIa and Series III FC
The Series IIa Forward Control was inspired by the IIa/IIb design, and were based on the series IIa 109" 'One Ton' chassis and drivetrain, but these vehicles were not made by Land Rover. Indeed it appears that these were manufactured by the specialist suppliers like Bates of Evesham, Carmichael, HCB Angus, etc. These were special versions of the FC: Fire Engines, Ambulances and the like, work in which Land Rover did not have the correct expertise. The Series FCs used even more standard series Land Rover parts than the IIa or IIb design. Series III FCs appeared alongside the introduction of the standard Series III vehicles.
You can find out more about the Series III FC fire engines of Northern Ireland on Liam's excellent Fire Engine site.
If you have any more information, please
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Series III FC Fire Appliance.
Series III FC (Carmichael conversion)
The Royal FC
Iain Stuart Wrote:
Going through an old folder of newspaper articles, I happened across this picture.
A quick check of your site showed nowt. It's from a Daily Express of 1992 vintage - When Princess Anne and Tim got engaged.
Series III FC
The FC 82
The FC82 was built by SMC and was a development of their 139" wheelbase Sandringham Six, this time using the Series III V8 (stage 1) as a base. Built to satisfy a military requirement, the vehicle was made into a forward control configuration, allowing a full platoon to be carried. Back to back seats were fitted facing front and rear and a canvas tilt could be fitted with the tilt frame running down the side of the seats and located in holes in the floor. The floor was aluminium tongued and grooved sections. The rear body was fitted with dropsides and a drop tail. Small lockers were fitted between the rear of the cab and the dropsides, and below the body between the front and rear wheels. The 6X6 used the Sandringham Six’s petrol tank which was specially made to fit above the rear axles and below the body. The 4X4 used the standard Land Rover rear tank.
SMC Engineering had heard about the proposed military requirement for a mainly road-going vehicle, with limited off-road capability, at the 1980 British Army Equipment Exhibition. The Sandringham six had been launched in 1979 and was then adapted into the FC82. It was launched at the 1982 British Army Equipment Exhibition. The 4X4 body was a cut down version of the 6X6 body. The 6x6 troop carrier is in Singapore. Only one of each model was sold.
4x4 & 6x6 FC 82.
FAC 182 Y as last spotted - May 2011
The 88" FC
Land Rover tinkered with the idea of a short wheelbase series II FC, with an 88 inch wheelbase. Due to their inherent instability (nose heaviness), it never became a full production vehicle. Some examples DO exist, but most are home-built or specialist conversions of the IIa/IIb FCs.
Land Rover 88" FC.
Alfred Miles
Alfred Miles was one specialist of note who did build 88" FC machines, in pickup or cab/chassis layout. Indeed at least two of these became Dennis fire engine conversions. However, very few 88" FCs of any type were built.
Alfred Miles 88" FC - converted to Dennis Type M Fire Engine.
Alfred Miles 88" FC - converted to Fire Engine.
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Esarco 6x6 and 8x8
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- Category: Other Forward Control Types
- Written by Site Admin
Esarco 6x6 and 8x8
The Esarco eight wheel drive vehicle was developed in the early 1980's by Major Michael Somerton-Rayner. The first Esarco was based on standard Land Rover 110 engine, transmission and axles. The front and rear axles steer - in opposite directions - which made for a tight turning circle, a concept seen on the AEC road train as far back as the 1930's.
Two full-time four wheel drive Land Rover transfer cases were used, mounted back to back with the first driving the second through their power take-offs by a dog-clutch and a short drive shaft. The first transfer case drove axles one and three and the second transfer case drove axles two and four. The axle differentials being offset, the prop-shafts could pass neatly over the intervening axles on their way to the appropriate differentials. All in all there were six differentials - four in the axles and two in the transfer cases.
Early Esarcos used the Land Rover 3.5 litre V8 engine.
On the road, the second transfer case was disconnected and the vehicle became an 8x4. Off-road, the second transfer case was connected to the first, making an 8x8. The Land Rover transfer cases contained a "centre diff'" for full-time four wheel drive and were equipped with diff' locks.
Land Rover coil-spring suspension was also adopted from the Land Rover 110. A ladder-frame chassis and a simple forward-control cab structure completed the picture.
Simon Frazier Wrote:
I was amazed to see the Esarco 8x8 on your website. I remember the first two prototypes well. We were out on Salisbury Plain and gave a motor bike a run for its money (local youths out to taunt the MOD police), the vehicle had massive manoeuvrability and stability. We also borrowed it for a show in London once and drove it up the M3 to Olympia.
I produced their first brochure as I recall and I have a feeling that I may still have a copy of it somewhere, must look.
Stewart & Stevenson SS300
At some stage the concept was taken over by Stewart & Stevenson from Texas, USA, who renamed it the Esarco SS 300.
Part-time 4 wheel drive transfer cases were adopted and pictures show free wheel hubs fitted to axles 1 and 4. Engine options became a 7.3 litre V8 diesel engine or a 6-cylinder petrol engine. Although intended as a "utility" 8x8, at least one Esarco was prepared for racing! In 1991 Jacob Westerfeld and Michael Amiralay prepared this Esarco (above) for the Paris to Cape town Rally, also aiming for the Paris-Dakar Rally.
SS 300 Specs:
The SS300 has all terrain capability, but can be used on road - at speeds of up to 60mph.
Forward control truck, 2-seats, 2-doors
Length: 5588mm (220in), Width: 2311mm (91in), Height: 2362mm (93in)
Wheelbase: 3302mm (130in)
Ground clearance: 249mm (9.8in)
Approach angle: 45 degrees
Departure angle: 50 degrees
Weight: 4036kg (8900lb) (unladen), GVW: 6304kg (1390lb), payload 2268kg (5000lb)
Cummins BT 5.9-160, 5.88 litre diesel, 6-cylinders, turbo-charged.
Power: 119kW (160hp) at 2500rpm, torque: 542Nm (400lb-ft) at 1700rpm
Transmission: Eaton/Fuller FS-4005a 5-spd manual (8.05:1, 4.35:1, 2.45:1, 1.48:1, 1.00:1, rev 8.05:1), Two Fairfield 2-speed transfer cases (hi 1.0:1, lo 2.21:1), selectable 8x4 or 8x8
Axles: Data Model 60, track-lok LSD, ratio 3.54:1
Suspension: live-axles and coils
Brakes: disc
fuel-tank: 121 litre (32 US gal)
In 1997, the SS300 was still being produced, but somewhere between then and 2007 production of this machine had stopped. Rumour has it that the machines were very front heavy, especially under braking (a typical forward control trait). The last batch of around 40 vehicles were dismantled rather than sold due to their instability at on-road speeds, made worse by their front and rear steer configuration. This restricted the usefulness of the machines to slow-speed use, for which there was not enough of a market to continue production.
John Nahas Wrote:
I was the Vice President of the ESARCO project after it was licensed from Stewart & Stevenson (Houston, Texas). I have many of the test results of the vehicles dynamics, also, I believe I still have the original warrantee dialoged which we discussed with Stewart & Stevenson.
I will search my storage area and try and find some of the items and documents you may wish to receive.
Stewart and Stevenson took over the US rights as at that time, we (I was with Stewart & Stevenson at that time) were looking for licensing agreements we could capture and then our building the vehicles in the US for our medium Duty Tactical Vehicles group.
There were three vehicles built in the US at the Stewart and Stevenson facility on Harrisburg (long gone now) and they were in-serviced and tweaked at our plant on Alabonson, also in Houston. The original vehicle that made it to the US had all UK parts in it... It was a 'several' weekend project for our team and we stripped the UK product and started to test some of the US engine/drive train product in the vehicle.
That white truck on your website with the gentleman standing on it was one that we built at Alabonson, which is the blue building behind the truck. It was the first unit out of Alabonson. That is Sandy Rhodes standing on the bed, leader of the Stewart and Stevenson side of the project.
The uniqueness of axles 1 and 3 being driven by the front transmission opening, and axles 2 and 4 being driven by the rear, made us build a few driveshafts.
John D. Nahas
SS 300 8x8.
SS 300 Cab.
SS 300 8x8
HUGO 8x8
The Esarco concept was also bought by UK based MWG Group, who further developed the design but was put into administration. The 8x8 was purchased by the ex MD of MWG, Mike Hearn and a new company, H.U.G.O. All Terrain Vehicles Ltd. This company built final prototypes and type approved the 8x8 in 1991.
HUGO 8x8
The vehicle was named HUGO (Heavy Use - Global Operation).
This machine pictured above was sold and used daily. Production was stopped after three prototypes and the one production unit were made. Attempts have been made to bring the vehicle back into production, but we have no evidence that this was successful. It may still be available for overseas licensed production, however.
The HUGO 8x8 differs considerably from the Stewart & Stevenson machine, the HUGO being more obviously Land Rover based, and having a crew-cab style. The company had established early on that the possible users would want to carry a crew. Army gun towing, re-supply, emergency aid relief etc. - all of these usually need to carry a useful load off road and also carry the operatives. As a result, they made the 8x8 a diesel engined vehicle for better fuel duration and fitted a Perkins four cylinder Phaser 110. They also fitted an automatic Chrysler A727 gearbox and a Land Rover LT250 transfer box driving four specially made wider and stronger axles.
The body was made as a rigid frame structure and all suspension was coil with double acting shock absorbers. The cabin was constructed on a rigid square steel frame providing roll over protection. It was a four-door four-seat cab. There is room between the rear seats for a fold-down bench seat for two more passengers, or for an access door to the load deck.
HUGO 8x8 specs:
length: 5370mm, width: 2200mm, height (cab): 2360mm
Load deck dimensions: 2200mm x 2770mm, top of load deck: 1170mm
Unladen: 3550kg, GVW; 5550kg, Gross Train Weight: 7550kg.
Track: 1826mm, clearance under diff 260mm
Ramp angle 90 degrees, approach/departure angle 45 degrees.
Wheels 15.5", tyres: Trelleborg 305x75x16.
A 6x6 variant was designed for the Portuguese paratroops, and a number of these were built. This model is also discontinued.
The 8x8 Hugo pictured above is now owned by Alder and Allan Limited, who are bringing the machine back into use. A daunting task when there's no parts list to work from!
Reuben Ritchings Wrote:
We've been repairing this vehicle for a while, parts sourcing being the main problem. The headlights were from a Mercedes SK tractor unit and I've managed to replace those. The steering has been repaired, just working on replacing the brake masters and possibly one of the servos should be ready for a respray in a couple of weeks and then off for an MOT. She's been out in the snow and is very impressive. I'll keep you up to date on developments.
If you can help us out with more information on any of the vehicle types mentioned above, please do so.
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