Another one from Bubbleman’s treasure-trove! 
Robert
Hey, some questions, the Super 252 engine with 15 liter engine ithout turbo, was that also used by ■■■■■■■ ■■?
Always heard that Ford asked for the bigger pistons and was buile especially for them ■■?,
And the NTE engine with 370 and 390HP, never seen here in Belgium, but was it ever build or…
And if was it DIN HP or ■■?
Of course for the Transcontinental the 370/390.
Eric,
tiptop495:
Hey, some questions, the Super 252 engine with 15 liter engine ithout turbo, was that also used by ■■■■■■■ ■■?
Always heard that Ford asked for the bigger pistons and was buile especially for them ■■?,
And the NTE engine with 370 and 390HP, never seen here in Belgium, but was it ever build or…
And if was it DIN HP or ■■?
Of course for the Transcontinental the 370/390.Eric,
Some not-very-good answers 
:
There is some discussion of those odd 250bhp engines on, I think, one of the ■■■■■■■ threads. IIRC, Ford had the Super 252, which gave about 240bhp net. Everyone else in GB had the 14litre non-turbo ■■■■■■■■
When the “MK2” Transcon came out, the 250bhp version was a derated/detuned E290, I think. Everyone else in GB had the NT240 or NT250. I don’t know the detail differences between the two.
■■■■■■■ gave gross HP, Ford quoted net. BS141 or DIN? I don’t know.
The E370 went into the Hxx35 models. IIRC, it gave 355bhp net. I do not think Ford fitted any higher-rated engines.
[zb]
anorak:tiptop495:
Hey, some questions, the Super 252 engine with 15 liter engine ithout turbo, was that also used by ■■■■■■■ ■■?
Always heard that Ford asked for the bigger pistons and was buile especially for them ■■?,
And the NTE engine with 370 and 390HP, never seen here in Belgium, but was it ever build or…
And if was it DIN HP or ■■?
Of course for the Transcontinental the 370/390.Eric,
Some not-very-good answers
There is some discussion of those odd 250bhp engines on, I think, one of the ■■■■■■■ threads. IIRC, Ford had the Super 252, which gave about 240bhp net. Everyone else in GB had the 14litre non-turbo ■■■■■■■■When the “MK2” Transcon came out, the 250bhp version was a derated/detuned E290, I think. Everyone else in GB had the NT240 or NT250. I don’t know the detail differences between the two.
■■■■■■■ gave gross HP, Ford quoted net. BS141 or DIN? I don’t know.
The E370 went into the Hxx35 models. IIRC, it gave 355bhp net. I do not think Ford fitted any higher-rated engines.
Hey, an early morning, not used to it any more.
But thanks for the info, it was a help and found your links to Ford on the ■■■■■■■ thread, and saw the 252 engine came straight from the US.
Eric,
I found some Belgian documentation on Mk1 and Mk2 together with ■■■■■■■■■■■■■
Neyt Trucks from Lokeren (close to Sint Niklaas where Eddie Stobart then and now
Gilbert Declerq are based) was a rather active Ford-dealer and sold some Louisvilles.
Alex
This is odd:
The NTC355E is only rated at 308bnp/1950rpm, not 342bnp as I expected. In addition, the Hxx34 is not mentioned in the range. I am guessing that the “E” denotes that the Hxx31 engine is actually a derated NTC355 which, I bet, was 342bhp/2100rpm. The NTC355E engine, therefore, is an early precursor of the NTE 290/320/350/etc.
If my guesswork is correct, I demand a prize.
[zb]
anorak:
This is odd:
1
0
The NTC355E is only rated at 308bnp/1950rpm, not 342bnp as I expected. In addition, the Hxx34 is not mentioned in the range. I am guessing that the “E” denotes that the Hxx31 engine is actually a derated NTC355 which, I bet, was 342bhp/2100rpm. The NTC355E engine, therefore, is an early precursor of the NTE 290/320/350/etc.If my guesswork is correct, I demand a prize.
Nice research by Alex and detective work by Anorak. Prizes all round, then. More prizes if Anorak’s theory holds good! Robert
I assume there were quite some differences/difficulties between the countries…here a Dutch version
of the Transcontinental out of 1978 and as an extra a M/E cab-interior and Cementbouw’s Ford
Good contribution, A-J. And you’re right: there was a difference in the way various countries specced their trucks. Here in UK we often considered that a Dutch-spec premium tractive unit was going to be a better lorry. Robert
And your early eighties (Dutch specced) 142 Scania was also made in Holland 
ERF-Continental:
And your early eighties (Dutch specced) 142 Scania was also made in Holland
Ah! I didn’t know that. Robert
Since 1965 Scania concentrated production (euh assembly) for non-Scandinavian-countries and some export-markets
in Zwolle and cabs were produced in Meppel, close to Zwolle. Also Volvo did this the same way by concentrating main
assembly (by far the biggest number of chassis) in Gent, Belgium. In earlier years lorries were assembled in Brussels,
close to Halle, Alsemberg. It is merely a matter of tax-laws and logistics, nothing else.
Found this one from España on Facebook.
Another company which ran the transcon was British Iberian International Transport. Their depot was just outside Southampton. They had quite a few 240’s which were right hand drive, and a couple of left hookers ex Italian spec, with a bigger and more powerful engine, I drove a 240 for a year a steady plodder main journeys were Spain and Portugal, rubber to Spain and Black and Decker stuff to Portugal were the main cargoes. I asked for a LHD transcon as I had seen sitting in the yard for few weeks and not being used, request granted in hurry it had been offered to all the longer serving drivers it was not liked, mpg very poor less than 6 mpg. The strange way BIIT paid the drivers was based on not getting lost and a light right boot, the office told you the mileage and rate for the job. out of which you paid fuel, tolls and any fines etc. what was left was your wages. The mpg according to the office 7.5 per mile. less than that you lost out, because of this rule I was given an extra 6.5 pence per mile very handy for me. After a while I had been complaining that the 380 was not much better than the 240 I had previously. I made an offer they could refuse I offered to pay for a local ■■■■■■■ workshop check it over, if it was less than 30% down on performance I would pay, almost had my hand snatched off. Come the day of the check up I was sent to ■■■■■■■ specialist complete with fully freighted trailer (22 ton rubber). When I got to the specialist there was my old 240 also to be tested. Drop your trailer and use the 240 to pull the trailer as we have already plumbed in the test equipment to the engine, away we go I’m instructed what gear to use and revs to hold round the New Forest, then back to get my 350 for the same run round, at the end of the test was relieved to my tractor was only doing 55% of horses etc. I was then asked how do you want it tuning speed or power. In view of the pay system by mpg. I opted for power and economy. After that was sorted what a motor, no slowing on the hills and up to 11 mpg (I still got the 6.5p per mile,
about six months later my previous boss asked me to go back to him enticed with a proper pay system and base closer to home and a new Mercedes European boat haulage.
Three months after I left I called at BIIT to collect the deposit you had to give them for the Shell Card, and there in corner of the workshop was my LHD transcon looking a bit different that if it was now only 3 foot high. What happened I asked. they answered with a question, what did you have done to it? It turned out it was considered to hairy by several heavy right footers the last one to use it went off roading flat out in Portugal down a valley only fit for mountain goats.
There was a very marked difference between the 240’s and the big Transcon to reach the handle on the 350 it was a good 9 inches higher of the ground to accommodate the taller engine. I also wonder how the current crop of drivers would manage the gearbox. 13 speed Fuller road ranger. another no no was don’t use a blow torch on the fuel pipes to thaw it out when frozen they were plastic on the return not steel
Getting them going was’nt usually the problem, stopping them if you were’nt used to one was…
