Nissan Diesel still have naturally aspirated engines in their line up?
[zb]
anorak:
^^^Pour a bottle of whisky into a burger-flipper, then get him to talk about engine design.^^^
Do you know what? I really can’t be bothered anymore.
Never, ever, in all my years have I come across such a self-opinionated bigot as Carryfast.
He has hijacked so many really interesting threads here on TN here to peddle his distorted single view of our industry’s history - as he alone sees it, and clearly will not alter that view one iota.
I would like to calculate the years of experience on here that oppose his view vs his actual experience in this field. How many wages he had to find every week. How many vehicles he trialled on varied haulage work.
So often on TN we see an entire opinion about a manufacturer made rather forcably and based on someone’s experience in one single vehicle. No allowance is ever made for the fact the vehicle in question could have been worn out, incorrectly specified for that work, or even just a bad apple. A more general retrospective look at many vehicles from the manufacturer gives a far more accurate picture.
I was actually discussing this last night with a haulier that operated 22 Gardner powered (and 20 ■■■■■■■ powered) vehicles at one stage of the 70’s.
His company is still trading very successfully today with 100+ fleet, and he still says that in relative terms he could earn more money with the naturally aspirated Gardner’s than any other engine in his company’s history - ever. Excellent fleet availability, no breakdowns, outstanding economy, over one million miles between major engine overhaul… But I know it will all fall on deaf ears, so I’ll call it a day at that.
robert1952:
Just a footnote about ‘loose’ 7MW cabs: at least two 7MW cabs (and I don’t know whether these were new or second-hand) were retro-fitted to non-NGC chassis. One was Pountain’s RHD 6x4 ERF and the other was Loste’s Pacific in France. Robert
Speaking of loose cabs, are you sure they were 7MW Robert?.
I found reference last night to some 8MW cabs being supplied for retrospective fitment.
I must confess, I had never seen or heard of an 8MW cab being built until last night!.
It missed my radar completely.
[zb]
anorak:3300John:
…
problem how many times do you run into a flat surface its usually corner of a truck body but the cab was very good so much better then the
7LV and safer.That’s the problem with crash tests- how do you define an “average” impact? The tests can only ever be defined by guesswork.
Question- was the SP cab ever tested to the Swedish impact standards, or was it just the “slab swung at the front of it” demonstration?
can t say 100% anorak the cab …well lorry was tested at Mira its a testing place near Hinckley where everything in the motor world is tested to British standard kite mark
…if its been there its been tested. as the sp cab was aloud on the continent to replace the fibre glass cabs i say it was good for everywhere.
motors have come out of MIRA wrecked after testing… Motor Industry Research Association…Area…Authority can t remember what
the A stands for
i have been their that,s more than many other people can say. its all secret you cant just walk around,
something one of our members hasn t considered with these yanki super trucks doing all these millions of miles… I ve driven across Canada
half a dozen times, you can just cruse along doing 1000 klicks a day easily… even Toronto with its god know how many cars moves quite well…
in the UK we have a large town or city every 40 miles along the M6 causing chaoas so one of our lorries doing 600klick has possibly done more
engine hours than a super yank that,s been cruising along no clutch ware and constant water temperature now would nt our turbo 350
Gardners just love that…slipping along the USA highways at around 68/70 mph, and knowing you had good brakes on your ERF to stop if needed.
the poor yankie drivers don t know what they ve missed.
It actually belongs to the B-series-thread but herewith some input on the test and the making of the SP-cab
newmercman:
So Carryfast, your bosses took you off the shop floor and put you out testing, I wonder why?It’s a shame you never worked for me, you could’ve lived your dream of going continental, because I promise you that you would’ve got put on the longest run possible, just to keep you out of the yard for as long as possible [emoji38]
I knew that was coming
ERF:
robert1952:
Just a footnote about ‘loose’ 7MW cabs: at least two 7MW cabs (and I don’t know whether these were new or second-hand) were retro-fitted to non-NGC chassis. One was Pountain’s RHD 6x4 ERF and the other was Loste’s Pacific in France. RobertSpeaking of loose cabs, are you sure they were 7MW Robert?.
I found reference last night to some 8MW cabs being supplied for retrospective fitment.I must confess, I had never seen or heard of an 8MW cab being built until last night!.
It missed my radar completely.
Streuth! Nor have I ever heard of an 8MW! Well, the two I cited look like 7MWs to me: here are pics of both of them to jog the memory. Do you know anything more about these mysterious 8MWs, ‘ERF’? Robert
Last June, ‘ERF-continental’ posted scans of the NGC parts catalogue on the ‘European 1975’ thread and he made the comment, ‘Now we seem to have an 8MW!’ At the time I didn’t know what he meant so I forgot about it. Well, I’ve just had a look at the catalogue and it says ‘7MW & 8MW’ half way down one of the pages, which I’ve reproduced below. The thick plottens! Robert 
I’ve just checked my own copy of the parts catalogue and it is clear that the 7MW was more or less identical with the 8MW (if one actually ever existed), complete with entirely interchangable parts. Could it be that the 8MW differed in some oblique way: for example, we know that the Pountains one only differed in that it was RHD instead of being the standard LHD. Perhaps the 8MW was a RHD cab… Robert
robert1952:
I’ve just checked my own copy of the parts catalogue and it is clear that the 7MW was more or less identical with the 8MW (if one actually ever existed), complete with entirely interchangable parts. Could it be that the 8MW differed in some oblique way: for example, we know that the Pountains one only differed in that it was RHD instead of being the standard LHD. Perhaps the 8MW was a RHD cab… Robert
The 8MW will be for a forward axle position, that will be the only difference.
I can’t say I’ve ever seen this cab fitted to a chassis with a forward axle though!.
The search begins!.
ERF:
robert1952:
I’ve just checked my own copy of the parts catalogue and it is clear that the 7MW was more or less identical with the 8MW (if one actually ever existed), complete with entirely interchangable parts. Could it be that the 8MW differed in some oblique way: for example, we know that the Pountains one only differed in that it was RHD instead of being the standard LHD. Perhaps the 8MW was a RHD cab… RobertThe 8MW will be for a forward axle position, that will be the only difference.
I can’t say I’ve ever seen this cab fitted to a chassis with a forward axle though!.
The search begins!.
Ah yes, of course: following your logic of the even numbered forward-axle positions on the other MW variants!
This could still lead us, then to the cab fitted to Pountain’s unit UGE-852R, because that cab replaced a late 4MW cab when it received its replacement 350 lump - see picture below - the differences between the cabs would be invisible from the outside, being all to do with the underneath front construction. Robert
This could also lead to the possibility that the Cauvas 6x4 heavy-hauler in France and even Shamara’s 6x4 heavy-hauler may have had 8MW cabs. Robert
Hold the presses!
According to an earlier post, some date in January 1973 was when the 3MW turned into the 5MW, followed by the launch (or first build, whatever) of the 7MW. Contrary to my earlier post, there was no 2MW- the 4MW had been in production since 1968, with 5.75" headlamps, like the 3MW. I therefore guess that the 8MW was the updated 4MW, IE it was the forward-axle version of the 5MW, with 7" lamps. Why there was no 6MW, I do not know.
[zb]
anorak:
Hold the presses!
Indeed! 
The emergence of the Calor Transport unit , the manifestation of 3MW and 8MW cabs in the mix doth confound that which is yet wet with print, forsooth! 
There’ll be much wailing and gnashing of teeth before bedtime at this rate! 
Robert 
robert1952:
I’ve just checked my own copy of the parts catalogue and it is clear that the 7MW was more or less identical with the 8MW (if one actually ever existed), complete with entirely interchangable parts…
Are you basing that on the illustrations in the parts catalogue Robert?
If so I advise caution - these later operator issued catalogues don’t usually contain any part numbers. The idea was you rang up your dealer, gave him the vehicles chassis number, the page and item number you wanted, he would then cross reference the correct part using the microfiche of the vehicles build details.
The illustrations used for the MV and the earlier MW cabs do not always distinguish axle position. The master parts manuals I have only list the panels required for a 3 & 5MW with set back axle, they don’t actually show them. Again, an operator would request say a wing, and the correct part would be established by the dealer using the chassis number.
robert1952:
…following your logic of the even numbered forward-axle positions on the other MW variants
I can’t take the credit for the cab numbering system Robert.
That is the system used on all the LV, MV, and MW cabs.
robert1952:
This could still lead us, then to the cab fitted to Pountain’s unit UGE-852R, because that cab replaced a late 4MW cab when it received its replacement 350 lump - see picture below - the differences between the cabs would be invisible from the outside, being all to do with the underneath front construction. Robert
It is very very difficult to fit a set back axle cab of any type to a chassis with a forward axle.
The chassis rails are not long enough at the front to pick up the cab mountings. In every case I have known, say to fit an SP cab in place of an 8LV, the front axle has had to be moved back 12 inches along the chassis, with all the work that goes with it. The alternative, ie extending the chassis rails by 12 inches would leave the engine in the wrong place relative to the cab, so needing even more extensive modification there.
[zb]
anorak:
?..I therefore guess that the 8MW was the updated 4MW, IE it was the forward-axle version of the 5MW, with 7" lamps. Why there was no 6MW, I do not know.
A good guess, but no.
The 4MW was produced with 5-3/4" and 7" headlamps. The updates on these cabs seem to have been identified with the suffix number ie 4MW2, and 4MW4. Whether these cabs received all the improvements of the 5MW over the 3MW I don’t know for sure, but we can probably assume they did.
There was no 6MW cab, as you say - why? We don’t know.
The 8MW was a forward axle position cab of the NGC 7MW design, definitely, but who had them and why? We don’t know - yet!.
.
.
ERF:
3300John:
hiya on page one half way down the ERF with a trailer in a convoy PGV764R that looks like Graham Bailey,s livery…graham passed away
last year…i have nt seen that lorry at a show but seen the line of others he had…has Graham inported that lorry does anyone know■■?
it will have been well sorted because thats what gram did… if he wanted a tractor unit he,d cut down a 4 wheeler or otherwise needed
something long he d have chassis legs made long and extend a unit to a 4 wheeler…where did this lorry appear from does anyone know
pleaseI’m not sure if it was Graham’s John.
I really liked the 2LV unit he restored in dark green his early days.This is the MW photo, just to remind us…
This vehicle has been identified as two possibilities.
It is either Chassis 31488 a model MCC460.240 (64CU220) Tractor Unit supplied 15th April 1976 to WF Pretty (Haulage Contractor) Ltd. via HLH Commercials.
Or
The last 5MW, chassis 31490, a model MCC360.240 (64CU220) Tractor Unit despatched ex Sun Works on the 15th of April 1976 to WT ■■■■■ Haulage Ltd UK. via HLH Commercials.