International Harvester XF4 Army Prototype

T

Tommy

New member
Hello from australia.

I recently acquired a very rare army prototype truck built by International Harvester australia in 1970.

This trucks designation is - International 1 ton 4x4 gs xf4.

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In that late 1960s, the australian army invited both International Harvester australia and Ford australia to build four prototypes each based on a design drawn up by the army design establishment (ade). The requirements were that the bodywork be the same configuration and that each manufacturer use their own common 'off the shelf' mechanical parts.

All the Ford trucks were designated gamma (g1-g4) and the internationals were delta (d1-d4).

As can be seen from the photo below, both manufacturers did indeed produce similar trucks. The Ford (g3) is on the left.

g3%20and%20d3_zpsk3czrxos.jpg


All eight of these prototypes still exist today. My truck has the designation 'd2'.

Photo of d2 during the trials of 1971/72.

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D2 is complete apart from it's v304 motor. This was removed at some stage and a Ford 302 v8 was installed. I am now chasing around for a v304 motor but they are very scarce over here in australia. Plenty of the v345 around though.

I have started a thread in the 'gas engine tech' section about the v345 motor and how it could be made into a v304.

It is my intention to restore this truck back to it's original authentic condition as used in the australian army trials. The cab and tray are aluminium so corrosion is not an issue. The chassis is deep rust free and only has some minor surface rust. The entire vehicle is hydraulically operated so this should not pose any headaches for me.

I hope you enjoy this thread:icon_biggrin:

more photos of my xf4 d2.

Workshop manual.

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wsm2_zpsxccpwvem.jpg


As found in yard.

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Cab tilts for easy access to motor and tray sides fold down and can be removed.

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My son helping with the removal of the Ford 302.

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motor5_zpspmixaghk.jpg
 
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questions from dfchappie


1. Why didn't it get past the prototype stage?

2. Does it have a divorced transfercase?

3. Did they bolt the 302 to the IH tranny or change out the whole unit?


International xf4 specifications.


truck cargo 1 ton 4x4 gs, xf4

manufacturer: International Harvester.
Engine: ihc v304e
engine capacity: 304 cu in
engine configuration: 8 cyl vee formation
max bhp: 134 @ 3900 rpm
max torque: 228 lb ft @ 2500 rpm
clutch: rockwell 11 in dry plate
gearbox: borg warner t18. 4 spd.
Transfer case: ade(v) 190-2
designed by ade, built by sonnerdale richardson david brown ltd.
The case had an extra output to drive a powered trailer, but no drive mechanism fitted.
Axle assy's: rockwell
diff lock operation: hydraulic
fuel tank capacity: 24 gals
wheels: trialed with both 9.00 x 16 and 14.75 x 16.
Winch: shute upton, pto driven 6000lb. 160 ft of 2/8 in rope.
Cab / tray: all aluminium.
Crew: 1 driver and 9 fully equipped passengers


answer to question 1....brief history of the xf4.


In the mid 1960's the army decided to review their requirements for general service trucks and recomended that the 3/4 ton land rovers be replaced with a 1 ton payload vehicle with as close to 100% australian content as possible.

Initial design mockups were of a short square vehicle of forward control configuration and was made of wood. In mid 1969 a pre prototype made of land rover and other components was shown to industry representatives for use as a guide for the basis of their pilot vehicles. International Harvester xf4s were designated delta and were numbered d1 to d4, and Ford trucks were designated gamma with g1 to g4.

All eight vehicles were put through competitive trials in 1971 - 72 during which they were compared to each other, as well as the model it was intended to replace, the 3/4 ton land rover. Much of these trials were undertaken at monegeeta with over 7000 miles being covered by the vehicles. Coastal sand and scrub was tested in August and September 1971 at the flinders naval depot. In November 1971 hot and wet trials were undertaken by the tropical trials establishment on one of each vehicle type covering a further 2000 miles. Some unit testing was also undertaken around this time. It was hoped that the vehicle would enter service in 1975.

One aspect that does not appear in most histories of these fascinating vehicles is the fact that they were trialed with powered trailers, quite similar to the trailers that were trialed on the 101 forward control land rover.

Despite showing impressive performance, and with most of the bugs being worked out with further development the project became a casualty of the political climate and the project was wound down in 1973.


question 2....


The transfercase bolts directly to the t18 gearbox. This transfercase was purpose built for the xf4s by sonnerdale richardson david brown ltd of australia. It was to have five driveshaft outputs. Two to the front (differential and winch) and three to the rear (differential and powered trailer). The additional output was a spare.

The other unique feature of this transfercase was the extreme low gearing to low range 4x4. This was a requirement of the xf4 specifications.

Side view.

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Front view.

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Rear view.

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question 3....


The 302 was bolted directly to the original t18 using a modified c5ta-6394-a early mustang bellhousing. You can see the additional holes (bottom and top inner) drilled to accommodate the t18.

bell1_zpsoyrnvnzd.jpg
 
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Wonder if a more modern IH t-19 would slip right in there…you'd get synchro in low. Is the existing t-18 a narrow or wide unit?
 
Mark pietz said:
wonder if a more modern IH t-19 would slip right in there…you'd get synchro in low. Is the existing t-18 a narrow or wide unit?
Click to expand...

The gearbox in the truck is the original and will remain as is. Swapping out the t18 for a t19 would be nice for driving purposes but it would diminish the trucks originality.

Not sure if t18 is a 'wide or narrow' unit though. Can you tell from the photo below?

t18_zpsulycn1um.jpg
 
Put the t18 in 4th and high range (assuming high is 1:1) if you turn the input to trans 10 time and output turns exactly 10 times, then you got it. Shift to first after that and either 6ish or 4ish turns will result. 6 = t18a with 6.32 : 1 first gear.
 
tommy said:
the gearbox in the truck is the original and will remain as is. Swapping out the t18 for a t19 would be nice for driving purposes but it would diminish the trucks originality.

Not sure if t18 is a 'wide or narrow' unit though. Can you tell from the photo below?

t18_zpsulycn1um.jpg
Click to expand...

I get it on the "keeping it original". Just a notion if it was broken or otherwise unserviceable. But you gotta know, swapping one out if you had to, you'd never tell it externally...
 
tommy said:
the gearbox in the truck is the original and will remain as is. Swapping out the t18 for a t19 would be nice for driving purposes but it would diminish the trucks originality.

Not sure if t18 is a 'wide or narrow' unit though. Can you tell from the photo below?

t18_zpsulycn1um.jpg
Click to expand...

Two things,
1) this photo shows an adapter on the transmission.
2) the input shaft looks suspiciously small (length and diameter) unless it is intended to use the pancake bell like a 4 banger.

It might be an illusion though.
 
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