Five model types of 'A' series ran on Australian roads, the A5Z42-C-4 the A5-C-4 series standard gauge ( both with seating and control modifications ), the A5H (Pacific serialised as the C3000 model), the A5A and the only fully imported model the A6-F-2. The A5H and A5A were local modified design models based on the A5-C-4.
Original blueprints from South Pacific Engineering indicate the first of the A5C's series were being looked at by Australia in 1957. Little details are known about these early cars other than the modifications for Australian requirements, ie east/west rear seating was on the drawing board at this time. Fairmont MN records dont show any A5 kits being sent out at this time either though their records are unavailable as far as individual part shipments go.
A recent search for blue prints for the local designed A5 has uncovered a complete set of prints for the original Fairmont MN A5-C-4 here in Australia so this indicates that the A5 in its original form may well have been assembled in Australia.
Indications point towards 'CR' as the most likely customer back then if it ever got past the planning stage.
The Australian A5's had a number of design modifications over time from the original Fairmont MN A5-C-4 series model. The main differences appear to be as mentioned above east/west seating along the rear of the car in most models. Throttle, clutch and braking either on the left (earlier versions) or right front section of the car. Square 10 gallon fuel tank sitting under drivers seat. Single drivers seat beside engine bay. Single passenger seat on other side of engine bay. Upgrades to Engines and Transmissions.
Models from 1967 onwards were all fitted with spring suspension designed in 1960 by Fairmont MN for their 'A4-D' gang car. Pacific NSW had the suspension manufactured in Australia. The drawings and casting patterns are preserved.
All models appear to have had cabs fitted. In the main they had a front steel panel with two windscreens with several variations manufactured. The rear panel appears to be steel with a window on the earlier versions (this may have been an option) moving to canvas on the later models. All had canvas side curtains.Later models and upgrades used the yellow 'Permaproof' vinyl. A number of models were rebuilt/manufactured with an all aluminium cab with slight variations between them and again with canvas side curtains as the 'norm'. A number had automatic transmission fitted during their life as part of thier upgrades.
The Standard gauge model also had a number of significant developments during its manufacturing period including two new models coded 'A5H (C3000) and 'A5A'' and they will be covered below.
Four Fairmont MN factory built A6-F-2 models were directly imported by a Western Australian mining company back in 1965 and then in 1968 a single A6-F-3 by Tutts.
Records from 1965 up to 1973 indicate eight of these models being assembled at the Pacific Plant, Hornsby NSW. The first three ordered in April 1965/ shipped September 1965 and interestingly sent to Tutt-Bryants Victorian branch. Only one 42" gauge, a cement haulage railway, was operating at the time in Victoria and it seems very unlikely at this stage that they were used there.
I assume that these three cars were headed for Tasmania with what appears to be, but I am not 100% sure, an example of one still existing. It appears this car was used by the Emu Bay Railway Co. on its system and this is being investigated further. The car has been modified to some extent and even has non Fairmont wheels fitted. The telltale A5 frame members and Fairmont rear axle transmission indicative of its probable A5 beginnings. It is also left hand drive like the pre 1968 models. It is preserved at Don River in Tasmania.
The other five were ordered in September 1968 and shipped to Commonwealth Railways in May 1969. I believe one is preserved at the 'Steamtown' complex in Peterborough SA.
All 42" models to 1973 were fitted with a local 4 cylinder Ford engine.
I am investigating the A5 Z42's BHP Mining are rumored to have had and will update when data comes to hand. I suspect these cars may have been a later production than the records on hand show.
Data on hand shows assembly of the present fleet (post 1964) of Standard Gauge commenced in October 1964 at the Pacific Plant, Hornsby, NSW.
A now false belief assumed this car to be a direct import from Fairmont MN by BHP despite what my copies of the Pacific NSW records indicated, personal inspection of Fairmont MN export documentation showed and a study of historical photo's of this car. The car still exists so I finally tracked it down in a scrap yard and examined it in person during Dec 2004 and again in June 2005 to satisfy my curiosity and put the record straight as to rumour verses fact.
The car examined was definitely BHP's Coffin Bay A5 as per historical photo's and a compare with the above picture will confirm.
The car still has carries its factory serial plate attached in original position denoting it as the ninth one built by Pacific ACE in Hornsby NSW which matches my factory records.
As the above picture shows the car has been assembled with Pacifics standard Australian modifications:- an original fit Australian Ford engine and transmission, total redesign of interior with east west seating to Pacifics design being the main feature, a Pacific radiator shroud, safety rail not to standard (thinner pipe) with manufactured instead of cast housings, and not shown a box type Pacific fuel tank under the front passenger seat with an extra tank fitted east/west under the back seat. Australian steel has been used in the main frames and although the front and rear is similar the rest of the cab is a very rough home built job with bodgie welding and nothing like the factory Fairmont MN cab at all.
The main imported components on this car are the rear axle and gear box, wheels and bearing housings, a few minor components with the rest sourced locally
I belive the assumption this car was imported is based soley on ignorance and lack of knowledge about Fairmonts. The fact this car had front left hand drive was relayed to me from the source of this rumour as indicative of its off shore manufacture. That for a start is an Australian modification!! Similar front cab design to USA 'A' series cars which I grant could confuse, and a factory Fairmont MN Patent plate prominently displayed in the cab. I note all models and cars were required as a standard fitting to carry this imported patent plate when they left the Pacific factory.
Models from 138 onwards were upgraded from a Ford 4 cylinder engine to a GM 138 Cubic Inch straight 6 cylinder engine with extra large radiator and heavier 4 speed transmission. A further engine upgrade and replacements for the four cylinder saw the GM 173 Cubic Inch engine fitted. The A5's were used extensively on the Transcontinental line out from Port Augusta across the Nullahbour Plain and later up to Alice Springs in Central Australia. The A5's were required to run long distances with heavy loads in extreme heat across some of Australia's harshest territory so the upgrades were required due to the failure of many earlier units. I believe some of the earlier 4 cylinder models may have been upgraded also.
The rear axle on many units was converted to single direction to prevent the cars running for any great distance in reverse with subsequent engine overheating.
Records are at present lost after number 57.
A Hydrostatic drive version was built in 1975. It was known as the 'A5H' ('H' for hydraulic drive) and also referred to as the 'C3000' series model.
It was powered by the 173 CU IN GM engine which drove a hydraulic pump. The pump powered a hydrostatic drive unit which transferred power through a chain drive to the rear axle. It was the only chain driven A5 in Australia (The World)? I remember it having a smooth takeoff and making an unusual whine from the drive unit when being operated.
There were a number of body hardware changes to this model including engine compartment and cab layout. Controls included a Forward/Neutral/Reverse lever, throttle and brake. The rear axle was also upgraded to 2" diameter and machined at the ends for standard 1-15/16" hubs.
It was sold at an ANR Pt Augusta SA Auction during the mid eighties and resided with a local scrap dealer at Wilmington SA. In 1989/90 it was bought by the Tumit/Batlow Mountain High Railway operating out of Tumit in NSW. I last saw it at Tumit during the mid 90's after Mountain High folded and it present location is unknown.
A trail version of the A5A, number 71 on the production line, was designed in 1976. The second 'A' denoting it was fitted with Automatic transmission and not to be confused with the earlier C-A5A Fairmont MN models ...It was based around the A5-C-4 Australian model with engine and control modifications to cater for the Automatic gear changer. This first A5A also had a center lift hydraulic turntable and seems to be the only one ever fitted that I am presently aware of. I suspect it proved unsatisfactory in the field.
Another five Automatic transmission versions were designed in 1978 and produced in 1979.
These five Automatic A5A's had some significant design changes with their development. The cars had the bigger GM 179 Cubic Inch straight 6 engine fitted and were manufactured with a steel checker plate floor and centre lift frame. The brake linkages were extended for the longer wheel base this model had and crossmembers on the frame redimensioned for the extra body weight. The cab layout and controls were also significantly improved over the earlier models. A 'T' Bar shifter for the three speed GM auto box and interestingly enough an M19 Throttle handle. The 'A5A' was an easy car to operate with the Auto transmission and is a pleasure to drive.
The 'A5A' did not have a unique serial numbering system allocated and used the original 'A5' standard gauge series.
The first of the 'new' style 'A5A's, number 72, carried ANR road number 245 and is now preserved privately. I have seen one other scrapped and the rest are presumed scrapped also.
Four of this model motorcar were imported to Australia by the Kaiser Steel Corporation (Hamersley Iron) in Western Australia for the Mount Tom Price Iron ore line construction. Records indicate that these were the only motorcars ever ordered directly from Fairmont MN by a private company outside of Tutt_Bryant and its subsiduaries during Fairmonts 50 year reign in Australia and makes them rather unique. Research is being undertaken at present ( Dec 2004)on these cars as to their history past and present.
Little is known of the history of this car other than it was imported as a completed unit from Fairmont MN by Tutt Bryants in 1968.
A Pacific data sheet puts the fleet of 42" and standard models in total at 83. This figure is close but under question, as is the data sheet, till further records surface.
Only a handful of A5's have survived with most in private ownership. The majority were scrapped for their engines and transmissions as they fitted in popular automobiles.
Copyright © TFHL/Mark Swaby 2003/4 - All rights reserved
Updated 3rd February 2004