Geordielad:
There’s been mention of the Atkinson Guardsman previously on the site, it had the V8 ■■■■■■■ engine so presume the floor was lower. It wasn’t a success as nearly all big users of Atkinson vehicles preferred the look of the external radiator, split screen cab and the Guardsman didn’t attract them, probably why the dated look of the Atkinson Borderer, Defender etc lasted so long. Someone may know if they built/sold more than the Bulwark example but I don’t recall seeing any pics of others. Franky.
Was the ■■■■■■■ V8 of the 60’s ever a success in anything? I know the V6 version fitted to the Daimler Roadliner’s were a bit of a nightmare but were they any good in trucks where the stop-start nature of bus operations was not an issue.
Was the ■■■■■■■ V8 of the 60’s ever a success in anything? I know the V6 version fitted to the Daimler Roadliner’s were a bit of a nightmare but were they any good in trucks where the stop-start nature of bus operations was not an issue. Dennis Javelin.
The V8 ■■■■■■■■■■■■■■■■ engine seemed to have mixed success in different companies that ran them, probably depending on the type of operation they were used in, but after two or three years they all turned to the Perkins V8.510 as an option which turned out to be a more reliable engine for road vehicle use. I have read in the past that the original ■■■■■■■ V’s were primarily for marine use which wouldn’t come under the more severe stress under operation as in road vehicle use but they went ahead anyway in fitting them, the V6 especially suffered badly and the likes of GUY who first fitted the Big J’s with these as standard quickly offered other options. I know my Father’s D1000 V8 ■■■■■■■ was a good engine and he had no trouble over the years he had the vehicle, similarly the same engines but with the Chrysler name tag in the 500 Series Dodges also worked well and hard. Also I think we have to remember almost any engine of the 50’s, 60’s, 70’s era’s (apart from the Gardner in many cases) suffered problems with head gasket failure, piston pick up or big end failure (not to mention other faults in the fuel and cooling systems). Company workshops would rarely back then have a spell when a vehicle wasn’t in having some sort of engine repair, unlike recent decades when engine technology and engineering meant they became much more reliable and less prone to faults we had previously, higher powered engines and better drivelines also meant Gross weights (which hadn’t really changed a lot over the years) didn’t cause the same stresses’ as back then. I would say Leyland and AEC suffered much more to their reputation with the Leyland 500 series engines and the AEC V8 than those makers that fitted ■■■■■■■■■■■■■■■■ V’s. Franky.
Great selection again Buzzer,the Scania with the trailers of demountable fuel tanks belonged to a legend of our road transport here in West OZ Mr Bill Francis recently deceased RIP who lived and operated his fleet of Scanias out of Port Hedland.
I remember asking him if I could leave my KW in a corner of his yard as I had to fly home for a few days he reluctantly agreed stating it wasn’t normal for him to allow trucks with mudguards in his yard but he would make an exception in my case. as long it was in a corner where it couldn’t be seen.
I.m not sure of the road its travelling but would guess its the old Ribbons Hills road now sealed on the way to the Woody Woody mine or the Telfour Gold mine.
Geordielad:
Was the ■■■■■■■ V8 of the 60’s ever a success in anything? I know the V6 version fitted to the Daimler Roadliner’s were a bit of a nightmare but were they any good in trucks where the stop-start nature of bus operations was not an issue. Dennis Javelin.
The V8 ■■■■■■■■■■■■■■■■ engine seemed to have mixed success in different companies that ran them, probably depending on the type of operation they were used in, but after two or three years they all turned to the Perkins V8.510 as an option which turned out to be a more reliable engine for road vehicle use. I have read in the past that the original ■■■■■■■ V’s were primarily for marine use which wouldn’t come under the more severe stress under operation as in road vehicle use but they went ahead anyway in fitting them, the V6 especially suffered badly and the likes of GUY who first fitted the Big J’s with these as standard quickly offered other options. I know my Father’s D1000 V8 ■■■■■■■ was a good engine and he had no trouble over the years he had the vehicle, similarly the same engines but with the Chrysler name tag in the 500 Series Dodges also worked well and hard. Also I think . Franky.
At Hargreaves we had a fair few D1000’s with the V8, they gave very little (if any) trouble.
essexpete:
Love the Consul ad, very definitely aiming at the
''discerning middle classes" optimistic on the sports car like handling. Just had a look and apparently 47bhp with 0-60 nearly 30 secs!
I don’t get it either.The Consul was always known as being the 4 pot poverty spec option in the day.
6 cylinder Zodiac preferably fitted with Mays head triple carbs and overdrive was the proper fast Ford.
Rivalled by the 6 cylinder BMCs 690/Westminster/6110 all being the default choice of the law.
But a live rear axle went with the territory until the Jag S type and Zodiac MK4 and big Triumphs arrived.
That takes big wide tyres to compensate for the vertical camber turning negative in roll through corners as Mike Hawthorne found out in that fateful meeting with Rob Walker unfortunately.
So laughably optimistic on all counts.
essexpete:
Love the Consul ad, very definitely aiming at the
''discerning middle classes" optimistic on the sports car like handling. Just had a look and apparently 47bhp with 0-60 nearly 30 secs!
I don’t get it either.The Consul was always known as being the 4 pot poverty spec option in the day.
6 cylinder Zodiac preferably fitted with Mays head triple carbs and overdrive was the proper fast Ford.
Rivalled by the 6 cylinder BMCs 690/Westminster/6110 all being the default choice of the law.
But a live rear axle went with the territory until the Jag S type and Zodiac MK4 and big Triumphs arrived.
That takes big wide tyres to compensate for the vertical camber turning negative in roll through corners as Mike Hawthorne found out in that fateful meeting with Rob Walker unfortunately.
So laughably optimistic on all counts.
I agree that the Mays-headed Zodiac had the power but it did not have a diff that could take it. In my youth I spent quite a bit of time under such a Zodiac that a mate owned whipping diffs out and trying to strengthen them. We tried a few “tweaks” that improved life but never managed to pass a few months hard use before we were at it again… But a fun car certainly. I like rorty straight-6 cylinder engines.
essexpete:
Love the Consul ad, very definitely aiming at the
''discerning middle classes" optimistic on the sports car like handling. Just had a look and apparently 47bhp with 0-60 nearly 30 secs!
I don’t get it either.The Consul was always known as being the 4 pot poverty spec option in the day.
6 cylinder Zodiac preferably fitted with Mays head triple carbs and overdrive was the proper fast Ford.
Rivalled by the 6 cylinder BMCs 690/Westminster/6110 all being the default choice of the law.
But a live rear axle went with the territory until the Jag S type and Zodiac MK4 and big Triumphs arrived.
That takes big wide tyres to compensate for the vertical camber turning negative in roll through corners as Mike Hawthorne found out in that fateful meeting with Rob Walker unfortunately.
So laughably optimistic on all counts.
I agree that the Mays-headed Zodiac had the power but it did not have a diff that could take it. In my youth I spent quite a bit of time under such a Zodiac that a mate owned whipping diffs out and trying to strengthen them. We tried a few “tweaks” that improved life but never managed to pass a few months hard use before we were at it again… But a fun car certainly. I like rorty straight-6 cylinder engines.
From memory I think Vauxhall’s had the worst diffs.The sound of a howling Vauxhall diff was common and could be epic.But the PB Cresta was another credible contender for not hanging about in the day.
But in general the law seemed to like their Wolseley’s or Jags probably with good reason.
I think the GKN ? Salisbury type used in Jags could also be used to upgrade many of the usual suspects with live axle or independent versions of it available.
But seemed a strange choice of car for the advert.Id never seen the old Consul advertised as a performance option anywhere before the manual 3.0 Litre MK1 Granada.
essexpete:
Love the Consul ad, very definitely aiming at the
''discerning middle classes" optimistic on the sports car like handling. Just had a look and apparently 47bhp with 0-60 nearly 30 secs!
I don’t get it either.The Consul was always known as being the 4 pot poverty spec option in the day.
6 cylinder Zodiac preferably fitted with Mays head triple carbs and overdrive was the proper fast Ford.
Rivalled by the 6 cylinder BMCs 690/Westminster/6110 all being the default choice of the law.
But a live rear axle went with the territory until the Jag S type and Zodiac MK4 and big Triumphs arrived.
That takes big wide tyres to compensate for the vertical camber turning negative in roll through corners as Mike Hawthorne found out in that fateful meeting with Rob Walker unfortunately.
So laughably optimistic on all counts.
“Poverty Spec” ?
Any car was pretty much a luxury item in the 50s and even the 60s.
1950 about 50m population and less than 5m cars.
1960s about 55m pop, about 9m cars at end of decade. Many families in regular work still didn`t have cars.
essexpete:
Love the Consul ad, very definitely aiming at the
''discerning middle classes" optimistic on the sports car like handling. Just had a look and apparently 47bhp with 0-60 nearly 30 secs!
I don’t get it either.The Consul was always known as being the 4 pot poverty spec option in the day.
6 cylinder Zodiac preferably fitted with Mays head triple carbs and overdrive was the proper fast Ford.
Rivalled by the 6 cylinder BMCs 690/Westminster/6110 all being the default choice of the law.
But a live rear axle went with the territory until the Jag S type and Zodiac MK4 and big Triumphs arrived.
That takes big wide tyres to compensate for the vertical camber turning negative in roll through corners as Mike Hawthorne found out in that fateful meeting with Rob Walker unfortunately.
So laughably optimistic on all counts.
“Poverty Spec” ?
Any car was pretty much a luxury item in the 50s and even the 60s.
1950 about 50m population and less than 5m cars.
1960s about 55m pop, about 9m cars at end of decade. Many families in regular work still didn`t have cars.
That is very true. At primary school at the end of the 60s, several of my contemporary pupils did not have a car in the family and a large proportion of the women did not drive. The car was male dominated. My Father and Mother often shared driving but I think that came from working in small family businesses where driving was an asset to the business rather than an out and out luxury.
Carryfast:
I don’t get it either.The Consul was always known as being the 4 pot poverty spec option in the day.
6 cylinder Zodiac preferably fitted with Mays head triple carbs and overdrive was the proper fast Ford.
Rivalled by the 6 cylinder BMCs 690/Westminster/6110 all being the default choice of the law.
But a live rear axle went with the territory until the Jag S type and Zodiac MK4 and big Triumphs arrived.
That takes big wide tyres to compensate for the vertical camber turning negative in roll through corners as Mike Hawthorne found out in that fateful meeting with Rob Walker unfortunately.
So laughably optimistic on all counts.
“Poverty Spec” ?
Any car was pretty much a luxury item in the 50s and even the 60s.
1950 about 50m population and less than 5m cars.
1960s about 55m pop, about 9m cars at end of decade. Many families in regular work still didn`t have cars.
True that. One of my earliest memories is my Dad’s first car (this would’ve been 1962 or so), a very secondhand Austin Devonshire(?). A year or so later he upgraded to an A30, trafficators and all, but that would’ve cost him a sum.
Interesting to see the 2 Barton lorries. Essentially a bus company, with some very distinctively designed buses, they tried to jump on the Middle East bandwagon when it was in full flow. Was never tempted myself and I don’t think they lasted very long at it.
The 2 bus companies that frequently passed our house on the old A 52 between Nottingham and Derby were Bartons and Trent. The Bartons were the first I saw with side opening doors towards the front and had lots of chrome work down the side, whereas Trent were more conventional persisting much longer with open rear platforms. I hear the 2 companies are one now as Trent Barton.
Spardo:
Interesting to see the 2 Barton lorries. Essentially a bus company, with some very distinctively designed buses, they tried to jump on the Middle East bandwagon when it was in full flow. Was never tempted myself and I don’t think they lasted very long at it.
The 2 bus companies that frequently passed our house on the old A 52 between Nottingham and Derby were Bartons and Trent. The Bartons were the first I saw with side opening doors towards the front and had lots of chrome work down the side, whereas Trent were more conventional persisting much longer with open rear platforms. I hear the 2 companies are one now as Trent Barton.
The last Barton’s coach I travelled on was on a Sunday school outing from Sherwood, Nottingham at the tag-end of the '50s. I was excited because my coach had South Wales on the destination blind. Needless to say, we were home by tea time!
as long it was in a corner where it couldn’t be seen. 
optimistic on the sports car like handling. Just had a look and apparently 47bhp with 0-60 nearly 30 secs!
