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The history of Scammell trucks

Scammell began when the carter, George Scammell of Spitalfields, London, developed his business. Later, when the company name became G Scammell & Nephew, they were involved in the construction and repair of artisan-made cars and trucks. By the early 1900s, they had built a substantial business selling and maintaining Foden steam wagons and small trucks.

The outbreak of war in 1914 was presented as a turning point in the history of road transport. Mechanical transport was seen as working, clearly demonstrating its vast potential to forward-thinking companies like Scammell.

George Scammell’s great-nephew Lieutenant Colonel Alfred Scammell was injured and disabled outside the army and was able to apply the practical experience he had gained during the war and began developing the six-wheeled articulated vehicle, which began production in 1920. This The vehicle was articulated and its very low axle weight allowed it to carry a 7½ ton payload at 12 mph instead of being limited to 5 mph. In 1921, a test vehicle pulled a load of just under 8 tons down West Hill into Highgate in second gear and achieved 18 mph on the ground.

In 1927, Scammell had strengthened its position by launching its first all-terrain vehicle, which was called the Pioneer. It was a rigid 6×4, which had a moving beam bogie so that any of its four wheels could be raised two feet without losing traction. Mobility could be further improved by adding a driving front axle.

The early 1930s saw production of the 3-wheeled ‘Mechanical Horse’, designed by Oliver North to replace horses in rail, postal and other delivery applications. It featured an automatic carriage coupling and the single front wheel could be rotated 360 degrees. It was sold in 3 and 6 ton versions. A 1125cc side valve gasoline engine powers the 3-ton version and a 2043cc engine powers the 6-ton version.

The Scammells were high-end, expensive, and manufactured in small numbers. The depression hit the company badly and it was in bad financial shape in 1934. Watford City Council had helped by ordering a couple of fire trucks, but it wasn’t enough, and it was Shell-Mex that injected capital, but in return, he insisted on an administrative shakeup that saw Alfred Scammell deprived of his Managing Director position.

During World War II, Scammell made a massive contribution to the war effort by building large numbers of tank carriers, gun tractors, and heavy recovery vehicles, as well as fire pumps.

In the late 1940s, Scammell produced the Scarab, which replaced the “Mechanical Horse”; The Scarab had similar features but had a less angular cabin and a 2090cc engine on both models, as well as a diesel version, which featured a Perkins engine.

In 1955, Scammell became part of the Leyland Group and this provided easy access to Leyland engines, gearboxes and axles. A gradual replacement of the light range by newer models using Leyland engines were the 4×2 Highwayman MU, the Routeman 8-wheeler, and a front-controlled 4×2 MU called the Handyman.

In the early 1960s the new glass fiber reinforced plastic cabin designed by Michelotti for the Routeman, Handyman and the new two-way Trunker was introduced.

Divisional reorganization within the Leyland Group resulted in the name becoming Scammell Motors, and the closure of Transport Equipment (Thornycroft) in 1972 resulted in the transfer of the Thornycroft Nubian range to Scammell, along with the LD55 dump truck.

The late 1970s saw an increase in development and the birth of the Contractor Mark 2 heavy truck with an 18-liter 425-hp Cummins engine and automatic gearbox, and the first tank hauler was produced. Commander for the British Army.

Two Leyland Motors developments in the late 1970s benefited Scammell. Leyland wanted to develop two new heavy vehicle ranges, the Overseas Bonnet Landtrain and the UK Front Control Roadtrain, which would feature the new C40 tilting cab.

In light of Scammell’s experience, Leyland commissioned them to develop the Landtrain and they were able to use the same cab and hood for the Contractor’s replacement. The new range, the S24, was available in 6×4 and 6×6 formats. The total weight range was 40 tons to 200 tons GTW. Leyland also entrusted the 8-wheeler version of the Roadtrain, called the Constructor 8 to Scammell and this eventually gave Scammell access to a modern tilting cab.

A 6×6 military version with a Rolls Royce 350 engine, ZF automatic gearbox and Kirkstall axles followed, and this was offered in 8×6 form to the British Army in 1986 for the hook hook equipped DROPS vehicle requirement. In 1987, Scammell learned that the 1522 tender for these vehicles had been a success, but also that the Leyland Group had been bought by DAF BV of the Netherlands.

DAF chose to build the selected DROPS and S26 vehicles at the Leyland plant and planned to close the Watford factory.

In July 1988, the Watford factory closed. The S24 and Nubian ranges, along with the rights to the Crusader and Commander, were sold to Unipower Ltd, who opened a new plant in West Watford.

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