gingerfold:
Continuing the miscellaneous jottings.
Firstly, to clarify and add to some of ERF’s comments.
The high datum 2VTG4R models. ERF is quite correct in stating that there were two chassis rail depths, viz 10 inches and 12 inches. The latter being export specification whereby unladen weight was not the same issue as it was in the UK. Here weight saving was always a prime consideration, dictated by the requirements of stringent C&U Regulations and the quantity A Licence rules then applicable in the 1960s. Anyway here are details of the first five high datum cab V8s; for certain all went to UK customers.
2VTG4R 051, 28/03/68, OFJ 472G, customer Cobden.
2VTG4R 054, 18/6/68, LET 472G, customer Wilfred Harrison
2VTG4R 055, 10/7/68, reg. no. not recorded, customer Liquids Powders and Gases (L.P.G)
2VTG4R 056, 12/2/68, reg. no. not recorded, customer L.P.G
2VTG4R 057, 12/7/68, reg. no. PVA 429G, customer Sam Anderson
ERF also mentions VTG4L 001. This was the Commercial Vehicle Show exhibit in 1968.
Continuing the theme of chassis numbers, then the highest chassis number allocated to a customer’s vehicle, and used, was 2VTG4R 433. This was registered VYS 606H, built in December 1969 and bought by the South of Scotland Electricity Board. The latest registrations were “J” plates, built in the last quarter of 1969. VTG4R 407, YTR 227J, Goulden, VTG4R 408, YTR 272J, R.A. Lane, and 2VTGR4R7, LWC 466J, Bank of England (!).
2VTG4R 456 was built in November 1969 for AEC Experimental Department.
There was one oddball chassis number, viz 2VTG4L7 002, which was a 15 ft. 9 inches load carrier chassis that was exported to Blanc and Paiche in Switzerland. Built in January 1970.
Some of the New Zealand V8s were stretched into six-wheeler load carriers.
Approximately 65 chassis numbers within the sequential model series were allocated,but chassis were not built against them. With problems in service with Mandator V8s, AEC experienced customer order cancellations throughout the 23 months of production.
One final Mandator V8 was definitely assembled in 1971 for the proposed re-launch of the lorry in September of that year. This was subsequently cancelled. There was also the 3VTG 6x4 concept tractor unit with American look-alike cab.
AEC Mammoth Major V8 6x4 Tractor Units.
Towards the end of 1968 AEC announced the above models, available in either right or left hand drive. A handful of both versions were built, all with the AVM/801 engine rated at 272 bhp. All had the high datum cab and the identical gearbox options as the Mandator V8 were available. Gross train weights could be 44, 56, or 65 tons. Depending on gross weight various AEC or Leyland Group rear axles could be specified with either 2-spring or 4-spring suspension. VYE 632G was one such 6x4 built. It had the 10-speed semi-automatic gearbox and AEC rear bogie. Somewhat surprisingly it went to BRS.
And, this is the mystery Mammoth Major V8. Given an experimental designation 2VTG6R 4A019 it was completed as late as March 1973. Originally owned by CVS (Morley) Ltd. it is known to have been sold of at some time by British Car Auctions at Brighouse. Since then its whereabouts are unknown.
Other AEC V8 engine applications.
As already mentioned, various industrial uses, all AVM/801 variants in generators, pumps, compressors etc. No marine versions are thought to have been produced. But then again it was believed that no V8s had been used in mobile cranes despite comprehensive sets of drawings being produced for Coles Cranes, who were a very big user of AEC engines. At least one V8 powered Coles Crane did eventually become known, still in service as late as 1998.
The AEC V8 Sabre Coach.
Four, possibly five, AEC V8 Sabre coaches were assembled to a rear engine design. One went to Autocars in Israel (badged as a Leyland), and this had been a 1968 Commercial Motor Show exhibit. A left hand control chassis went to UTIC in Portugal, long-standing users of AECs. Another went to Australia in 1969, and the final Sabre remained in the UK. One Sabre was definitely exhibited at the 1970 Commercial Motor Show, why? No one knows, and it was reportedly dismantled afterwards on the orders of a senior Leyland executive. What is beyond doubt is that one V8 Sabre saw many years of service in the UK. With a cherished registration SAB 784 it carries an ECW luxury body and as far as I know it still exists.
Scammell Crusader V8
At least one Scammell Crusader 6x4 tractor unit was built with AVM/801 engine mated to a 9-speed Fuller gearbox.
Subsequent V8 engine development after suspension of the Mandator V8 in late 1969.
Photographic and documented evidence exists showing that AEC continued some improving and development work on the V8 until mid-1971. As early as January 1969 AEC was conducting test-bed trials on a turbo-charged V8-800 which was achieving 350 bhp at 2,600 rpm. The torque was 824 lb. ft. @ 1,500 rpm. This engine had twin Holset-Schwitzer type 3LD turbo-chargers with an oil cooler located in the pressure circuit of the lubricating system. Of interest because of ERF’s recent posts, the cylinder heads of this test engine were re-designed to allow increased valve lift and Leyland’s design of directed ports.
Another great post Graham , did any of the 350 bhp`s they were testing survive or go on the road?
