Land Rover
Forward Controls
Brought to you
By DasLandRoverMan
Carmichaels
FT/6 Project began shortly before the start of the development of the factory forward
control. The first factory prototype shares a lot of its basic design with the
FT/6. Both taking a standard 109 inch chassis, and mounting the ‘cab’ above the
front axle.
However,
whilst Land Rover progressed further, adding the secondary frame to the chassis
in an effort to increase Gross Vehicle Weight, along with providing a larger
load area.
The
FT/6 remained closer to the original prototype. The main point behind the
vehicle was to increase the amount of space available on the 109 chassis, to
allow for a larger crew to be carried with more equipment than a standard 109.
Chassis’
were extended at the front to carry the front bulkhead and the rest of the cab.
Additionally a cut down version was also installed in the normal position on
the chassis, and formed the rear of the engine compartment, along with the
front of the rear passenger compartment.
Front
end bodywork was a mix of standard panels, and glass fibre mouldings for the
wings and bonnet. The front doors were items modified from standard, whilst the
rear door bottoms were standard Land Rover fare. The doortops and windscreen
were also custom made for the FT/6, and the full length, one piece roof, again
a glass fibre moulding.
Mechanically
the FT/6 was the same as a standard 2.25 petrol 109, apart from the obvious
modifications to the controls, including the re-positioning of the steering box
and the alteration of the drag link to the steering idler.
Many
people associate the FT/6 with the ‘redwing’ fire appliance which was the most
common application of Carmichaels Forward Control chassis. Very few survive,
whilst those in good condition are in much shorter supply. One of the best
known around the country is Paul Stevens ‘Bollington’ known affectionately as
‘Bolly’, so named as it spend all its service life, and quite a few years after
its retirement in the care, and service of Cheshire Fire Brigade in Bollington.
The
Redwing was popular as a light Fire Tender, and many were used as ‘works
tenders’ providing fire cover for factories, refineries, power stations, and
other industrial sites.
Production
remained fairly constant, even throughout the period of 1966-1972 when
Carmichael were also producing appliances on Land Rovers own IIB chassis.
Later
developments of the Redwing came about with Land Rovers introduction of the
Series III. The visual, and mechanical changes made to the series 3 were
carried over, and for a short time the redwing shape was available with Lights
in the wings, and a plastic front grille.
The
last incarnation of the Series III based redwing appliances was much less
recognisable as a Land Rover, although based on the same chassis and
mechanicals the last FT/6’s has a complete Glass fibre body, which was much
more flat and angular than the Redwing, this did however provide an increase in
the interior space available.
FT/6
production ended with the increase in demand for the Range Rover based
‘Commando’ conversions. The extended 6x4 or 6x6 chassis, powered by a much more
powerful V8 engine was deemed to be a better platform than the FT/6 chassis.
Development of this chassis began shortly after the car was launched. The FT/6
was produced alongside the commando for a short period, until demand faded
completely in favour of the Range Rover based appliance.
Although
the FT/6 is best known to most as a Redwing appliance, the platform wasn’t used
exclusively for this purpose.
Amongst
other things
There
was also at least one Lomas ambulance conversion built on the FT/6 chassis. The
vehicle still exists, and I will hopefully have a page about it in the
individual vehicles section shortly.
