Khaki Call-Up - The Leyland T244

By Paul Mark Sennant (Torque 19)

As the Second World war progressed the 4x4 became the 'standard' chassis configuration for lorries with a three ton payload, displacing the 6x4 layout which had been the norm for this class of cross-country lorry in the inter-war period and the early war years (e.g. The Leyland Terrier and Retriever, Austin K6, Guy FBAX and AEC Marshal). Three tonners were the general "dogsbodiesl' of the military, employed in a vast range of roles, and as such have been the most numerous lorry types in the forces. Depending on the period when you grew up, your image of the classic army lorry is likely to be a three or four tonner Bedford QL, RL, or MK with a general service (dropside and tilt) body.

During 1988-89 the Ministry of Defence undertook trials to find a four-wheeldrive vehicle to replace the ageing Bedford MK design, testing machines from Volvo, AWD (who had taken over the Bedford business) and Leyland. After 6 months of "hard trials" the Leyland T244 was chosen above the others by the MOD and became the standard vehicle in this class (which had grown from 3 tons to 4 tons in the 1960s). Sadly the switch from Bedford/AWD effectively signed the death-warrant for the Dunstable factory and consigned the respected Bedford name to history.

This right-hand drive test vehicle, seen at the Leyland Technical Centre Test Track, has the number 0244-02" painted in white on the near-sidefront panel. Its front wheels have not been fitted with lifting rings, and there are other detail differences from production T244s. (Photo BCVMA. The photos used in this article have been prepared from colour originals for printing in black and white by Colin Bulls FRPS)

Study of the BCVM archive photographs of T244 undergoing factory testing and military trials suggests that the eight vehicles used for evaluation by the army were registered in the batch 01-WA-25 to 01-WA-32 inclusive (WA numbers are given to vehicles on evaluation). The lorry referred to in the documents as "244-01" carried the number 01-WA-32, therefore it seems that the numbers carried by these eight vehicles do not give any indication of their order Of build. These had been preceded by four prototype vehicles.

Knowledge gained from the trials resulted in some modifications to the design before full production began, but these were minor, and the design had proven to be essentially "right" from the drawing board. The most obvious change from the test vehicles was the integration of the side lights into the headlights, instead of being mounted below the indicators, brought about by a Colonel who insisted that the separate screw-on lenses were costing the military lots of money as they made excellent shaving mugs for the troops ! The only alterations made throughout its production run were those required to meet changing legislation, such as engine up-grades to meet emission regulations.

This interior photograph of one of the test vehicles betrays the Roadrunner origins of the cab, but the array of extra controls located in the centre console and on each side of the instrument binnacle hint at the enhanced capabilities of T244. The centre seat is higher and firmer than its neighbours as it doubles as a standing platform when the roof-hatch is in use. An interesting feature Of this vehicle is that the handbrake is located on the top of the central console: in reach of all crew. On production vehicles it was placed between the driver 's seat and door as the original position was found to he out of reach of the driver during some manoeuvres. (BCVMA)

The choice of cab makes the T244 look like "a Roadrunner on steroids", but very little is common to both lorries. Even though the engine is the Cummins "B" series 5.88 litre turbocharged diesel of 145 bhp as fitted to the "Roadrunner 150" and its successors, it is, in contrast, linked to a 5-speed Spicer T5-350 synchromesh gearbox driving through a Getrag 304 2-ratio transfer box. Interestingly the specification sheets for the T244 list the engine as being a Leyland 313 rather than a Cummins, the reason for this being that the "B" series was commissioned by Leyland, initially for the Roadrunner, and given a Leyland numerical code. Other manufacturers now fit this engine. Axles are Albion 5.86: I , with the front rated at 5 tonnes and the rear at 7.5 tonnes, and both are always driven as the lorry has permanent 4 wheel drive with a 33%:77% torque split. All of this is held together by a flat-top chassis of 257mm x76mmx6mm cross-section and a 3.95 metre wheelbase. The cab shell is based on the Roadrunner C44 sleeper cab with an altered floor, a round observation hatch in the centre of the roof, and a row of hooks along the front and side edges of the roof which are used to secure loads and camouflage nets to the cab. Produced at the Common Lane plant of LDV, the cab utilises special wings, grille and front bumpers giving T244 a much more agressive look than its "cute" little brother.

T244 has been supplied in both right-hand and left-hand drive, in a ratio of3:2, and 8-10% of the vehicles ordered have been fitted with a 7.5 tonne capacity Reynolds Boughton winch. The dominant variant is the general service type with bodies exclusively made by Edbro, another change for the Army as Marshalls were the major body builder for the Bedford MK contracts. Some general service lorries had tail-lifts or 2-tonne self-loading Atlas cranes (CALM), and other variants had Edbro tipper bodies.

Contemporary issues of the company magazine Newsworld proudly stated that the four prototype T244s were built in a "record breaking 5 1 weeks", with a further eight being used for the evaluation trials. In early 1990 Newsworld reported that the MOD had placed an order worth approximately El 55 million for 5350 vehicles, to be supplied to the three armed services over the following five years; in fact, revisions to the order meant that the approximate total was 5000. A further 3 50 T244s have since been supplied to military forces overseas. Leyland subsequently stripped and disposed of the four prototypes, which had remained in the company's ownership throughout testing, but one of the military owned evaluation T244s has recently surfaced in the pages of Classic Military Vehicles, and has now passed to a preservationist.

Not all T244s undertook a military career. This late 1999 example on chassis no.L213323, and photographed in Leyland, has its chassis painted grey and the cab in mid-blue: both colours are typical of contemporary JSs and 55s. It was later fitted with a cab extension and an alloy platform body. (Photo GeoffMeek)

Feedback from British Army sources suggests that the T244 has proved to be an easier vehicle to drive than the Bedford MK, as should be expected from a vehicle based on a modern urban delivery truck, though the extra transmission locks of the MK may enable a skilled driver to travel a little further in bad conditions. Some reports state that the T244 is less "squaddie-proof' than the MK due to the vulnerability of its hard plastic cab trim, which is less resilient to the rough and tumble of army life than the exposed steel of the MK. Compared to a "civvy" lorry the T244 interior is spartan, with no trim on the roof or cab rear, and pressed board panels on the sides and doors, yet it is comfortable and fairly quiet.

Like its military predecessors the T244's enhanced off-road abilities attracted orders from civilian users who require medium weight lorries with cross-country capabilities, such as councils, water and electricity boards etc. Fifty have been supplied to various utilities throughout the UK, many of them fitted with specialist equipment such as self-loading cranes, gritters and workshop bodies.

It is inevitable that T244s will join the ranks of preserved Leylands, and rightly so. It' s adoption by the army as the "standard" 4-tonne 4x4 ended nearly fifty years of the domination of this class by Bedford and, along with the 8x6 DROPS vehicle, established Leyland as the major truck supplier to the MoD.

It was hoped that the Company would soon build on this relationship, as it was bidding for an order to supply 10,000 vehicles to the MOD worth El .4 billion over ten years. However, the long-term commitments demanded by the contract caused the Company concerns, so Leyland withdrew from an opportunity expected to give a 10% increase in production. So, despite encouraging signs last year, it is unlikely that we will see more Leylands donning khaki in the near future.

My thanks are due to Gordon Baron, Geoff Meek, Andrew Buchan and Phil Rogers of the BCVM; Roy Ripley at Leyland Trucks; and Russell Patmore at DAF Trucks, Thame.
 

For those who question the need for such a big cab on T244, here is a photo of01-WA-27 with its three man crew and their "kit" at Aldershot. Additionally we can see items intended for the vehicle itself such as the camouflage net, jack and extinguisher. The anchor plates and chains are appropriate to a winch equipped vehicle. (BCVMA)

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