Retired Old ■■■■:
moomooland:
0That’s a cr*p piece of sheeting if ever I saw one! The driver should be reported to his boss. Who probably knows no better, anyway
I agree ROF,not up to usual Denis standards,must have slipped his scrutiny!!
David
The Safeway wagon is a crap bit of sheeting, If I had done that in my younger days I would have had my arse kicked, Blanking the rad off on one of those under powered Guys, Come on that’s asking for head gasket trouble IMO, But having said that Im just an old long retired haulage man (A dedicated one may I add) Regards Larry.
The way to do it was to put a sheet of matt black-painted cardboard behind the grille then nobody was any the wiser. 
cav551:
The Big J featured a hub reduction rear axle in many of its guises, but whose one? Some pictures seem to show the Maudslay, and some the Leyland. However, Guy had made their own gearboxes in earlier years so did they in fact make their own hub reduction axle, or were they manufacturing the Maudslay design and then selling it on through the BL group? AEC certainly used a hub reduction axle in some Mercury tractor units which I don’t think was their own.
The Big J hub-reduction axle was a Guy design and it was also used later in some Leyland Marathon models, usually the lower powered Rolls Royce engined models. The Maudslay factory at Great Alne, Alcester, was the rear axle manufacturing facility for AEC, after AEC took over Maudslay in 1948, and after the Leyland take over of AEC it became an axle manufacturer for the whole group. (Albion still carried on making axles as well and the old Scotstoun factory still makes axles to this day). The hub reduction axle used in the last couple of years of AEC Mercury tractor unit production was a “Group Design” made at Great Alne and was fitted because it was cheaper than the double reduction AEC designed unit fitted previously. The former Maudslay plant at Great Alne was sold to Rockwell and was finally closed down a few years ago.
Drat that Safeway driver…probably not trying to get heat through heater… 
but hiding vital evidence…Gardner 240 ? 
Regarding walk through cabs, the BMC FHK had a three seater cab with flat floor back in the early 60’s prior to the launch of the FJ tilt cab. I did do some work on a Big J with the V6, a mixer chassis I recall.
Pete.
Correct there , Pete.
The Austin/Morris FH was announced in March 1963, and was a thru-way cab , with only a small, low- raised centre floor section.
This cab was used until the tilt cab FJ was unveiled at Earls Court Commercial Show the following year.
Useless info ,…,nearly as useless as the inclined engines. 
Cheers , cattle wagon man.
moomooland:
0
hello moomooland Wynns would come to Monsanto Acrefair as they had a place in Newport as well .thank you Trevor
moomooland:
0
I believe that this spec of 8 wheeler was the lightest of it’s class and era,AEC 7:7 engine,Turner 5 speed,Eaton two speed drive axle,gutless yes,but you could get a 17ton payload at 24 tons GVW ! Great shot all the same.Cheers Bewick.
Evening Gentlemen, the Invincible “conventional”, as photographed by Peter Davies, was not a Belgian creation, but a genuine Fallings Park export model. But I do not know how many were actually built, or sold, does anyone…and Valkyrie, if you research this please do not give the cab some childish name…please!
Likewise, was there only one tilting version of the LAD cab, developed by Jaguar/Guy for the Invincible range, before it was rejected, and what about the disc braked experiment with Girling…anyone know more?
Cheerio for now.
Bewick:
moomooland:
0I believe that this spec of 8 wheeler was the lightest of it’s class and era,AEC 7:7 engine,Turner 5 speed,Eaton two speed drive axle,gutless yes,but you could get a 17ton payload at 24 tons GVW ! Great shot all the same.Cheers Bewick.
It would have been nice with an 11.3 AEC and 6-speed box and would still have been good for over 16 tons.
Saviem:
Evening Gentlemen, …and what about the disc braked experiment with Girling…anyone know more?Cheerio for now.
Disc brakes are accepted as the norm nowadays and have been common on LGVs for what, …12 years or so? Trials were being carried out in the mid-1950s by Girling with AEC on Mercurys and Reliance coaches along with air suspension on both of these models. I also believe that ERF trialled disc brakes on an eight wheeler in the early 1960s, so it’s interesting to learn that Guy was also testing them. Did any other makers trial them back then?
Hi,Gingerfold , We had an ERF ex Scotish Newcastle 8 wheeler cut down to a 4 wheel unit a 1960 s Gardener 150 , 6 speed /Brown box and it had disc brakes onfront axle just a bit of usless info ,Cheers Barry
b.waddy:
Hi,Gingerfold , We had an ERF ex Scotish Newcastle 8 wheeler cut down to a 4 wheel unit a 1960 s Gardener 150 , 6 speed /Brown box and it had disc brakes onfront axle just a bit of usless info ,Cheers Barry
hiya,
Barry, the eight wheeled ERF if direct from Scottish & Newcastle would
have been tidy and well maintained, Their servicing was second to none.
thanks harry, long retired.
Hi, Harry , We boought it off a Dealer in Ashton in Makerfield who sent it into York trailors in Warrington who had it converted , It was a very tidy motor a bit on the slow side 42 mph , Cheers Barry
b.waddy:
Hi, Harry , We boought it off a Dealer in Ashton in Makerfield who sent it into York trailors in Warrington who had it converted , It was a very tidy motor a bit on the slow side 42 mph , Cheers Barry
hiya,
Yes Barry speed or lack of it wouldn’t have bothered those lads they was
well paid and loads of time to do the job.
thanks harry, long retired.
Retired Old ■■■■:
Bewick:
moomooland:
0I believe that this spec of 8 wheeler was the lightest of it’s class and era,AEC 7:7 engine,Turner 5 speed,Eaton two speed drive axle,gutless yes,but you could get a 17ton payload at 24 tons GVW ! Great shot all the same.Cheers Bewick.
It would have been nice with an 11.3 AEC and 6-speed box and would still have been good for over 16 tons.
I believe it was the cheapest,lightest spec they could build ROF,if you wanted a heavier spec you bought the Invincible with the 150 Gardner/David Brown 5:500 and Guy double drive axles.Cheers Bewick.
gingerfold:
Saviem:
Evening Gentlemen, …and what about the disc braked experiment with Girling…anyone know more?Cheerio for now.
Disc brakes are accepted as the norm nowadays and have been common on LGVs for what, …12 years or so? Trials were being carried out in the mid-1950s by Girling with AEC on Mercurys and Reliance coaches along with air suspension on both of these models. I also believe that ERF trialled disc brakes on an eight wheeler in the early 1960s, so it’s interesting to learn that Guy was also testing them. Did any other makers trial them back then?
Shelvoke was building at least a large four wheeler fire truck chassis using disc brakes during the late 1970’s.At the time I know there was a change in the type which we were building ( Patroller ) from the conventionally drum braked Boughton version of the chassis to the disc braked Shelvoke version.The disc brake set up seemed to have been well developed and in regular use on large specialist type vehicles by that time.