Looking through some commercial motor mags from 79 80 it would be very easy to list the lorries with out a 9 speed box !
robert1952:
bigtruck:
1
L10 250 ■■■■■■■ and 9speed fullerHello Bigtruck, I do find these ERF ECs with 9sp Fullers an interesting oddity. I’ve been looking through the thread and it seems that in general those ECs with 9sp Fullers have fairly low bhps. There are three with ■■■■■■■ 10-litre motors (250, 325 and 350); one with a ■■■■■■■ 11-litre engine (bhp not specified, but probably 380); two with Perkins TX engines (both 340s). Below, just for interest, I show a picture of a South African EC11.400 - but they put 9-speed Fullers in everything (and quite right too!). Robert
0
I used to drive for a guy with a fleet of 3 near identical 380bhp EC14s, two with Twinsplitters (luvved em - eventually) and one with a Fuller 9 speed. The 9 speed was easier to get the hang of initially and an enjoyable drive. I put a pic up in the South Wales thread of one of the Twin Split ones, can’t find any of the 9 speeder. I remember the reg tho - L165 NAV. Back then I’d say 380 was pretty average (mid to late nineties). 
pete 359:
Hi all,
Always been a fan of the fuller. I painted this 9speed at work today
And I just bet it took you all day with your “tooth brush” Andrew 
Now that is defo a “little” 9 speed and not the larger 9509 box.nice shot mate,different and relevant to the thread,Cheers Dennis.
pete 359:
Hi all,
Always been a fan of the fuller. I painted this 9speed at work today
Wild guess Andrew, but that’s not out of Mr Ward’s new Transconti is it?
BTW saw that fantastic new FH you painted Danish-style in the flesh the other week - stunning. It passed me on the A16 over in Lincolnshire when I was on my tramping ‘holiday’ hauling spuds. Back in the office now unfortunately - I hate ‘grown-up’ jobs! 
Apologies for slight thread -hijack Robert! 
sime17:
pete 359:
Hi all,
Always been a fan of the fuller. I painted this 9speed at work todayWild guess Andrew, but that’s not out of Mr Ward’s new Transconti is it?
BTW saw that fantastic new FH you painted Danish-style in the flesh the other week - stunning. It passed me on the A16 over in Lincolnshire when I was on my tramping ‘holiday’ hauling spuds. Back in the office now unfortunately - I hate ‘grown-up’ jobs!
Apologies for slight thread -hijack Robert!
No probs, it’s all relevant, Sime - glad you were able to reaffirm that 380-powered EC14s were running around with 9-speed 'boxes! Robert
my friends old bedford TL 32 ton unit had a 9 speed fuller fitted
andrew.s:
my friends old bedford TL 32 ton unit had a 9 speed fuller fitted0
Well found Andrew! I knew that these were available with optional Fullers at the top of the weight range, but I have never seen one pictured. As I said in my preamble at the start of the thread, it’s finding pictorial evidence of these Fuller-equipped lorries that makes this thread such a challenge. Incidentally, I once did a run down to south of Tours in France with a TL artic but that had a Turner 10speed 'box (5 with splitters). I slept on the parcel shelf and didn’t go back for more torture - drove a B-series ERF instead (bliss). Robert
And Andrew, here’s what CM had to say about the Fuller 9speed equipped 6x4 heavy TL back in '85:
'Irrespective of road conditions, the engine’s broad 1,200-1,800rpm torque band helped produce a smooth, yet lively, performance and complemented the slick gear selection of the Fuller RTX 6609 nine-speed constant mesh gearbox.
Although there are three gearboxes to choose from, the standard unit as fitted on the test vehicle is the Fuller vrx 6609 nine-speed constant mesh box. This range-change transmission, with its 0.73:1 overdrive top, is matched to the 6.50:1 Eaton 401 DS/DR bogie axles. Using 11R 22.5 tyres, they allow a theoretical top speed of 99.8m/h (62.0mph); but with govenor run-out, the actual maximum speed was about 8% faster at 106km/h (67mph). A direct top Fuller RT6609 box is also available with the 6.50:1 axles. Operators may instead prefer a ZF S6-65 six speed direct top synchromesh unit which, together with the RT6609, is available for the lower (numerically) 4:88:1 final drives.
The major difference between them lies not so much in their relative maximum speeds which vary by only 3.2km/h (2.0mph) but in their gradeability.
Where the test vehicle with its RTX 6609 box and 6.55:1 axles had a 99.8km/ (62mph) maximum speed, its hill climbing ability is given as 27% (1 in 3.7). This would be slightly more suitable for working out of deep quarries and over hilly terrains than the ZF box with its 4.88:1 rear axles which have a 96km/h (60mph) top speed and a 22% (1 in 4.5) gradeability.
There is an immediate bonus in choosing a synchromesh unit. This is not so much in reduced clutch operation, but a reduction in the list price by V126.
Whatever transmission is specified, it will drive through a Spicer ceramic-faced single-plate clutch, which is now fitted in preference to the twin-plate arrangement, with traditional organic linings.
Bedford specifies the ceramic lined plate because of its reputation for longer life and durability. There has also been minor changes to the clutch actuation, which now uses a pull-type arrangement with the air chamber mounted on the left hand side of the gearbox.
On the MIRA test hills the 6 x 4 showed that there is no difference in performance between the two types of plate, apart from being insensitive as the drive is taken up.
Using crawler gear, the TL2440 showed that it could achieve its 27% gra&ability rating by pulling away quite easily from the 25% (1 in 4) test hill.
- PERFORMANCE Achieving sharp acceleration figures proved to be well within this vehicle’s capability too, as the track test results illustrate.
The Bedford 6 x 4’s times from 0 to 48krii/h (0.30mph) kept pace with the Perkins V8-powered Dodge G24 (CM July 27,85) but could not sustain it beyond. From 0-801cm/h (0-50mph), however, it showed a clean pair of heels to Leyland’s
24.21 Constructor with its TL11A (CM May 4, 85) in a time that was 30 seconds faster.
On the roads the 6 x 4 proved to be capable of keeping up with fast-flowing traffic, especially through built-up areas.
Starting off from traffic lights on the flat required only second and fourth in the low range, followed by sixth, seventh, and then top. Only on the sharper climbs was it necessary to use first gear to move away from rest, with crawler reserved for the severest hill starts.
On the two-stage hill climb at Edge Hill on the A422, the well run-in Fuller RTX/6609 box was helped by the lightlyoperating clutch pedal which allowed for easy skip-shifts.
The sharp 16.5% rise brought it quickly down to third low, where another half gear would have sufficed. In fact, it was necessary to drop a further gear to second and ease off the pedal, before climbing at 12km/h (7mph) at about 1,800rpm with power to spare.
On the TL2440, Bedford fits a fixed, six
bladed fan, in case a front-mounted pt-o needed; but this might have been betl as an option with a thermostatical controlled device as standard, to cutpower losses slightly. Not that it had a ill-effect when working so hard, as t temperature gauge climbed no furth than midway, at around 90°C.
While the weather during the two da trial brought showers, there was ye little wind throughout, and traffic w quite light for what was the first sl wheeler around our new tipper route.
There can be no cross-comparisions t tween results on this and the origii route. Previously, there had been motorway ru…’
Dan Punchard:
0
I thought that Foden had stopped fitting their own boxes well before the Paccar influence Dan? Even some of our V plates had the Fuller fitted, and all of the W registered ones.
Pete.
robert1952:
And Andrew, here’s what CM had to say about the Fuller 9speed equipped 6x4 heavy TL back in '85:'Irrespective of road conditions, the engine’s broad 1,200-1,800rpm torque band helped produce a smooth, yet lively, performance and complemented the slick gear selection of the Fuller RTX 6609 nine-speed constant mesh gearbox.
Although there are three gearboxes to choose from, the standard unit as fitted on the test vehicle is the Fuller vrx 6609 nine-speed constant mesh box. This range-change transmission, with its 0.73:1 overdrive top, is matched to the 6.50:1 Eaton 401 DS/DR bogie axles. Using 11R 22.5 tyres, they allow a theoretical top speed of 99.8m/h (62.0mph); but with govenor run-out, the actual maximum speed was about 8% faster at 106km/h (67mph). A direct top Fuller RT6609 box is also available with the 6.50:1 axles. Operators may instead prefer a ZF S6-65 six speed direct top synchromesh unit which, together with the RT6609, is available for the lower (numerically) 4:88:1 final drives.
The major difference between them lies not so much in their relative maximum speeds which vary by only 3.2km/h (2.0mph) but in their gradeability.
Where the test vehicle with its RTX 6609 box and 6.55:1 axles had a 99.8km/ (62mph) maximum speed, its hill climbing ability is given as 27% (1 in 3.7). This would be slightly more suitable for working out of deep quarries and over hilly terrains than the ZF box with its 4.88:1 rear axles which have a 96km/h (60mph) top speed and a 22% (1 in 4.5) gradeability.
- PERFORMANCE Achieving sharp acceleration figures proved to be well within this vehicle’s capability too, as the track test results illustrate.
The Bedford 6 x 4’s times from 0 to 48krii/h (0.30mph) kept pace with the Perkins V8-powered Dodge G24 (CM July 27,85) but could not sustain it beyond. From 0-801cm/h (0-50mph), however, it showed a clean pair of heels to Leyland’s
24.21 Constructor with its TL11A (CM May 4, 85) in a time that was 30 seconds faster.
On the roads the 6 x 4 proved to be capable of keeping up with fast-flowing traffic, especially through built-up areas.
Starting off from traffic lights on the flat required only second and fourth in the low range, followed by sixth, seventh, and then top. Only on the sharper climbs was it necessary to use first gear to move away from rest, with crawler reserved for the severest hill starts.
That seems to confirm the well known superiority of the overdrive box and lower final drive combination.IE the overdrive ratio/s in the box provides/e good enough motorway performance but the lower final drive will slaughter something with a direct box and higher final drive in the hills and in terms of acceleration through the gears on the flat.I’d say that the idea of the 6.50:1 final drive v 4.88:1 being described as just ‘slightly’ better in that regard would be an understatement. 
robert1952:
andrew.s:
my friends old bedford TL 32 ton unit had a 9 speed fuller fitted0Well found Andrew! I knew that these were available with optional Fullers at the top of the weight range, but I have never seen one pictured. As I said in my preamble at the start of the thread, it’s finding pictorial evidence of these Fuller-equipped lorries that makes this thread such a challenge. Incidentally, I once did a run down to south of Tours in France with a TL artic but that had a Turner 10speed 'box (5 with splitters). I slept on the parcel shelf and didn’t go back for more torture - drove a B-series ERF instead (bliss). Robert
unfortunately i didnt get to have a go in the restored TL pictured above before my friend sold it a couple of years ago.only a small number of 32 ton TL’s were made so quite a rare beast.it was a lovely little motor,my father had a drive of it and thought it was very nice and drove very well with its fuller box.
Dan Punchard:
0
Foden used a system in the 60s where the ratio was altered on the hubs of the drive axle for their heavy haulage tractors so this could be something similar where the operation is carried out by using the buttons in the cab or it could be a high and low ratio box.
I would say that it is a well tried system that as been made easier to use by just using the buttons,
cheers Johnnie
andrew.s:
robert1952:
andrew.s:
my friends old bedford TL 32 ton unit had a 9 speed fuller fitted0Well found Andrew! I knew that these were available with optional Fullers at the top of the weight range, but I have never seen one pictured. As I said in my preamble at the start of the thread, it’s finding pictorial evidence of these Fuller-equipped lorries that makes this thread such a challenge. Incidentally, I once did a run down to south of Tours in France with a TL artic but that had a Turner 10speed 'box (5 with splitters). I slept on the parcel shelf and didn’t go back for more torture - drove a B-series ERF instead (bliss). Robert
unfortunately i didnt get to have a go in the restored TL pictured above before my friend sold it a couple of years ago.only a small number of 32 ton TL’s were made so quite a rare beast.it was a lovely little motor,my father had a drive of it and thought it was very nice and drove very well with its fuller box.
Absolutely! If the one I drove had had a 9-speed Fuller I would have nested in that parcel shelf without demur, and done another trip! Robert
This Foden Owned by Brian Patterson from Aberagie Perth, Had the Fuller 9 Speed box powered by a 320 ■■■■■■■ Engine, Regards Larry.
Lawrence Dunbar:
0This Foden Owned by Brian Patterson from Aberagie Perth, Had the Fuller 9 Speed box powered by a 320 ■■■■■■■ Engine, Regards Larry.
What a majestic Foden! Was that a tag or double-drive? Robert
pete 359:
Hi all,
Always been a fan of the fuller. I painted this 9speed at work today
hey Pete, is that for in the Star behind you
Cheers Eric,
andrew.s:
my friends old bedford TL 32 ton unit had a 9 speed fuller fitted0
I seem to have missed this model. Can someone fill me (and others, maybe) in on the engine fitted to this “premium” beast?
robert1952:
Lawrence Dunbar:
0This Foden Owned by Brian Patterson from Aberagie Perth, Had the Fuller 9 Speed box powered by a 320 ■■■■■■■ Engine, Regards Larry.What a majestic Foden! Was that a tag or double-drive? Robert
It’s clearly a double drive if you expand the pic.