LZ Models Ford F15 User manual

Keep safety rules when working with resin.
For safety reasons, and due to the complexity of construction,
this kit is recommended only for advanced modellers.
The kit contains small parts, keep it out of the reach of children.
Glue and paints not included
Contains resin parts, and 122 plastic parts and wires
needed for assembly
50+ PE parts
1/35 CMP Ford F15 Truck
contains 1 highly detailed and accurate model
Made in EU
keep safety rules for work with resin
WWW.LZmodels.com
No.35404
122 , 2 clear resin lights
+ plastic parts and wires needed for assembly
glue and paints not included
suitable for average modellers
i
resin parts
PE parts50+
decals for 2 vehicles
nstructions and references on CD
From Wikipedia:
The Canadian Military Pattern (CMP) truck was a class of military truck made in
large numbers in Canada during World War II to British Army specifications for
use in the armies of the British Commonwealth allies. CMP trucks were also
sent to the Soviet Union following the Nazi invasion of Russia, as part of
Canada's lend-lease program to the Allies. During the War CMP trucks
saw service around the world in the North African Campaign, the Allied invasion
of Sicily, the Italian Campaign, the Russian Front, the Burma Campaign,
the Battle of the Philippines (1941-42), the liberation of Northwest Europe, and
the Western Allied invasion of Germany. CMP trucks also saw service in post-war
conflicts in Indonesia, French Indochina, and the Portuguese colonies in Africa.

The rise to power in Germany of Hitler and the Nazi party in 1933 led to
discussions in the mid-1930s between the British War Office and the Canadian
Army concerning the possible production of military vehicles in Canada.
During the First World War Canadian land forces had participated as a corps
in the British Army. In any future conflict it was assumed that Canadian forces
would again be tightly integrated with those of the Mother Country, and so it would
be essential that Canadian-manufactured equipment be compatible with
British standards and specifications.
Early in 1937, the Ford Motor Company of Canada and General Motors of Canada
Ltd were each invited by the Canadian Department of National Defence to produce
a Canadianized prototype of a 15-hundredweight light infantry truck that had then
been recently adopted by the British War Office[1]. By 1938 Canadian military
authorities had shifted their interest to heavier 4x4 and 6x4 designs. In that year
Ford and GM were invited to produce prototypes of a 6x4 medium artillery tractor
derived from the British 6x4 Scammell Pioneer. By 1939, plans had been prepared
for the mass production in Canada of a range of military vehicles based on fairly
strict British specifications. These trucks were originally designated "Department o
f National Defence (DND) Pattern"; however, when production volumes increased
and it became clear that the Canadian-built vehicles were to serve widely in the
forces of other countries, the class of trucks was redesignated "Canadian Military
Pattern (CMP)". At the outbreak of World War II, Canada's relatively large and
modern automobile industry was shifted over to the production of military vehicles.
While the Dunkirk evacuation in the spring of 1940 succeeded in rescuing close to
340,000 Allied soldiers who had been encircled by the invading German army,
the British Expeditionary Force had been required to abandon most of its military
vehicles in France. It then became an urgent need to replace those losses and
to provide new vehicles to equip the rapidly expanding armed forces of the
Commonwealth.
Canadian military truck production included both modified civilian designs as well
as purely military designs based on the CMP specification, in roughly equal numbers.
Truck production was focussed on a broad range of medium-capacity vehicles;
Jeeps and trucks larger than 3 tons in capacity required by the Canadian Army were
purchased from U.S. suppliers. Most CMP trucks were manufactured by the
Chevrolet division of General Motors of Canada Ltd and by the Ford Motor Company
of Canada. The Canadian subsidiaries of the two largest American vehicle
manufacturers were able to rapidly ramp up their production because of an unusual
degree of inter-company collaboration, the use of interchangeable parts, and because
of the large amount of idle production capacity that was a lingering result of the Great
Depression. A smaller number of CMP trucks were assembled from Canadian-made
chassis and parts in Britain, Australia, New Zealand, South Africa (2600) , India (9500)
and Egypt. In Germany the facilities of GM subsidiary Opel and those of Ford-Werke
AG were pressed into service to make military vehicles for the Nazi war effort. Following
British convention, CMP trucks had right-hand drive even though most of them were
built in Canada, which primarily used left-hand drive vehicles. The CMP specification

proved versatile, and it formed the basis of a wide variety of different truck types and
armoured vehicles. In Australian service (almost always with the No. 13 cab) these
vehicles were known as the "Chev Blitz" or the "Ford Blitz".
Just over 400,000 CMP trucks were manufactured in Canada, accounting for roughly h
alf of the 815,729 military vehicles made in Canada during World War II . The most
prevalent type was the 4x4 3-ton truck (including models C60S, C60L, F60S and F60L),
with just over 209,000 vehicles made. In addition, roughly 9500 4x4 CMP chassis were
made, mainly to be used to build armoured cars and other vehicles in Allied countries.
CMP truck production in Canada exceeded the total military truck production of Nazi
Germany. The British official history of the war argues that the production of soft-skinned
trucks, including the CMP truck class, was Canada's most important contribution to the
eventual Allied victory
Newly manufactured or modified war surplus CMP trucks were used after 1945 in several
European armies (e.g., the Netherlands, Belgium, Denmark, Norway, Portugal, Spain)
and around the world (e.g., South Africa, Argentina, Jordan, South Vietnam, Malaya).
CMP trucks were adapted after the war for a variety of civilian roles including forestry,
grain transport, fire-fighting trucks, and snowploughs.
The Ford-built CMP trucks had a 239 cu in (3.9 L), 95 bhp (70.8 kW) V8 engine, while most
of the Chevrolet-built CMP trucks had a 215 cu in (3.5 L), 85 bhp (63.4 kW) straight-6
overhead-valve engine. An American-made 270 cu in (4.4 L) GMC straight-6 engine
powered the C60X 3-ton truck.
The Ford and Chevrolet trucks shared a standard cab design, which evolved over
the years of production. The first (designed at Ford by Sid Swallow), second and third cab
designs were called No. 11, 12 and 13, respectively. The first two type were similar, main
difference being two-part radiator grille in No.12 cab (its upper part was opened with a
bonnet, which was known as the "Alligator cab"). The final No. 13 cab, an entirely Canadian
design made from late 1941 until the end of the war, had the two flat panes of the
windscreen angled slightly downward to minimize the glare from the sun and to avoid
causing strong reflections that would be observable from aircraft. All of the CMP cab
designs had a short, "cab forward" configuration that gave CMP trucks their distinctive
pug-nosed profile. This design was required to meet the original British specifications
for a compact truck design that would be more efficient to transport by ship. The
specifications also demanded right-hand drive. Internally the cab had to accommodate
the comparatively large North American engines and it was generally cramped. The
standard cabs were then matched up with a variety of standard chassis, drive trains
and body designs.
The production of CMP truck bodies in Canada was subcontracted out to smaller
companies in Ontario and Manitoba, organized into the wartime Steel Body
Manufacturers Association by the Department of Munitions and Supply. The wide
variety of truck body designs included general service (GS), water tanker, fuel tanker,
vehicle recovery (tow truck), dental clinic, mobile laundry, wireless house, machinery
(machine shop), folding boat transport, and antitank gun portee.

A1 A2
A3
A4
A5 A6 A7
A8 A11
A9 A10
A12
A13
Number of pieces in red if multiple
2x
2x
2x
A14

A36
A15
A25
A24
A23
A22 A21
A20
A19
A18
A17
A16
A35
A34
A33
A32
A31
A30
A29
A28
A27
A26
A47
A46
A45
A44
A43
A41
A40
A39
A38
A37
A50
A49
A48
1+1
4x
4x
2x
2x
2x 2x 2x
2x
2x
1+1
A42
2x
2x
A51
2x
2x A52
4x
A53
A88

1+1
1+1
1+1
1+1
A54 A55 A56
A57 A58 A59 A60
A61
A62
A63
A64 A65
A66
A67
A68
A69
A70
A71
A86
A87
A85
A84
A82
A81
A80
A79
A83
A78
A77
A76
A75
A74
A73
A72
4x
2x
2x
4x
4x 2x
2x
2x
2x

This kit is not difficult to build, and there are not many small parts and PE bits to deal with.
The main thing is to keep the right angles where required. If some parts warp, they can
be easily straightened with use of hot water or hair dryer. Many of the parts are very thin
and pretty flexible to work with, and with a little bit of hot water they can be perfectly
straightened or bent. I would recommend to dry-fit some parts before they are glued together.
I will mention here any steps, where extra care has to be taken
Chassis assembly:
A40
A31
A25
A40
A32
Bolt heads to
the front of the
vehicle
wire 0,6mm

A13 A52
wheels can be set in any
direction
9
8
A18
A17
9

If wider gaps needed
(empty vehicle) warm
up the springs and
bend them like
shown
empty
vehicle
loaded
vehicle

empty vehicle
heavily loaded vehicle

A16
A15
A17
A18

A21
A36
A20 e

A19
A24

correct filter (A4) position
for this vehicle, dont mind
its position in other pics
X
A11
A2
A3 A8
A12
A10
A4
X
A5
d
A7
A6
A7 A9

rubber thread or
lead wire used
for belt
x
I recommend to glue engine
just on A17 now, not on A21
or leave it all for later, when
checked and fitted with
cab engine cover
A56. The
engine has to fit exactly into it.
A1
wire 0,8mm
do not glue
now!
A30
A29

wire 0,8mm

Example of engine wiring

sparking plugs wiring diagram
for extra details

correct shape of the fenders

A54
A55
The cab.
This step needs a bit extra care and keeping all
joints right. Once A54 and A55 are glued, check
the shape - if any seems to be warped a bit, heat
up lightly with hair dryer and set it properly. It
might sound difficult, but it is very easy
little filling (thicker C/A or any
filler) might be needed here
small gap