There was also small cam 335, 350 and 400.
With various pump settings, pistons, cam profiles and timing the 14 litre was available in many ratings, both big and small cam. The last of the 14 litre was available as 14+ delivering 500 and 525hp, admittedly with a strengthened block, but the architecture was basically unchanged.
Would the 335 350 and 400 be similar to the 205/220/240/250 then or a completely different engine?I think the 250s went in the Marathon as did the RR265.Much later they offered the E290
The 250 was the same 14-litre lump. It came as NTC then NTE and earlier ones could be supplied naturally-aspirated or turbo-charged. After the NTE 250 came in you could get the 10-litre LTA 250 and 290 alongside the NTE 250 and 290.
@ Les Sylphides.
Proctor & Gamble at Seaton Delaval was the pits.We went there quite regular.Booking times ,arrogant security , and the most awkward staff ever. We delivered pallets of aerosol inserts the thin pipe and spray button.One week no problem .Week after take it back the bottom latt on the pallet is cracked. Cant you take it off and put it back on when iâm tipped .NO. Can you tip it outside NO. You are tipping other trailers outside.NO . Ended up taking it to a nearby haulier i cant remember the name with black and gold lorries.They did Scandinavia. They repalletised the one pallet but booking time missed the lot had to come off and they delivered it later.Following week same again but halfway down the trailer one pallet this time with a block missing. Driver come and look at this .Yep ok are you sending it back ⌠no we need it we will put the pallet back or you can restack it on another pallet.Put it back on.Week after open your curtains .I thought you couldnât tip outside.We can today. This went on all the time.Absolute â â â â â â â â
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Were a lot (if not most) of the tanks supplied to the army not RR powered? Maybe they wanted to keep to something familiar to keep down the number of spares they would have needed to stock.
Yes, it was all to do with what ERF wouldâve called âcommon partsâ. Having said that, the army did apparently run some mediumweight civilian-spec S26 units with Cummins engines on domestic support work.
Hiya ramone, I bought the last two 220 Cummins engined units, a couple of Borderers in October '75 . I had started buying Gardner chassis at that time both 180 and 240 LXBâs. In June '76 I acquired a six month old 250 Cummins Sed Atk sleeper after buying out a local Haulier. I wasnât impressed at all with the 250 and glad I had kicked Cummins into touch as the 250 had replaced the 220 and fuel economy had got worse on the 250. I sold the SedAtk in late '76 and replaced it with a new F88 which I put on the road in Jan '77. I can also say that I wasnât interested in the turboâd 200 & 300 Gardners and I reckon I was correct so it was Scania with a few Volvos thrown in from then on. I had run many 180/240/265 Gardners which gave excellent service with the last two 265 's in Sed Atk chassis purchased in 1984 âAâ regâs. Cheers Dennis.
If this was during the 90âs they were probably leased and specâd up by the leasing company. I know that around the mid 90âs Ryder Truck rental took over the provision of their coach fleet when they (the MOD) were closing all the transport supply depots.
No idea. They were for use as tank transporters on the road (rather than off-road).
@Bewick Interesting stuff Dennis. Did you run any 205s or just 220s. Am i correct that there was a 240 Cummins before the 250s .Iâve never heard of a 265 Gardner obviously it wasnât a turbo.My experience with the turbo Gardner 320 was a good one.Fitted in your favourite British motor a Foden with a 9 speed Fuller i really liked it but thatâs what makes the world go round peoples opinions.But i wasnât paying the bills so i may have seen it differently in your shoes.
I ran both 205 Cummins and then 220âs, I believed the Cummins 240 was turboâd but I never ran any. The Gardner 265 LXC was an uprated 240LXB and I ran a number of them in both ERF âCâ Series with the last two in a couple of Sed Atks. Cheers Dennis.
Oddly Ramone the NH250 was normally aspirated, it was the first 14litre generally available in the UK, a good engine in some ways but much thirstier than the 12.2litre NH220, never mind an 8LXB. The NT240 was turbocharged, a very derated small cam 14litre, and driven intelligently much better on fuel, about 1981 this was uprated to NT250, youâd have to look at the build plate to tell the difference. 290s came first with small cam, then later big cam.
I had a 240 Cummins turbo in an ERFâŚ(useless piece of info but I just thought Iâd contribute.
)
It looked the same, had same block (afaik) and features of a 290E.
It went through Leeds auction and I got a good price for it, but later found out it had been auctioned as a 290E, the buyer got it back home, and was not pleased when he found it to be a 240âŚso should have been a lot cheaper.
I can not recall the outcome whether I got to keep the full amount of money or what, I rather think it went back in the next sale, but can not remember the outcomeâŚit was around 1987 tbf.
What I do remember on that day (if Dennis is reading this) is I met my ex boss thereTrevor Brown the harness racing guy who I believe Dennis knew.
Last time I saw him btw.
Interfreight would be the company we used them a lot for taking our equipment to Aberdeen and Norway for use offshore.
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E290 Demo we ran for a while and it needed a fuel tanker following what a thirsty unit it was 5 mpg comes to mind but I suppose it was cheap running as we only had to put it on our fleet insurance no tyre wear or road tax !
Not a fan then Dennis?
Is a Slabbert burger tasty, donât think Iâve tried one!