not a chance bewick,have no clue of the cryllian alpabet,never needed to learn here in western of finland,thougt no russians have bought a hollydaybuisses in nabor isle,they speak enlish well 
cheers benkku
dm7301:
gb1:
dm7301:
Have you got a UK Daf brochure from '82 with a 2800 on the cover registered RDP305Y?Thanks,
DarrenSorry Darren, can’t find anything.
What livery was the truck in?Hi gb,
It was owned by Dents of Spennymoor (Blue and White Cab, red chassis/wheels) and was a 3300. However on the brochure, that registration number was on a Daf 2800. Not sure if it was in Dents colours on the brochure and the badges had been swapped over or if the registration had been swapped onto a 2800 in standard factory colours. A photo of it is on the Dents of Spennymoor thread. Hope this makes sense and will try to find out what colours it was in on the brochure.
Thanks,
Darren.
Hi gb - DAF was not in Dents colours.
Here´s a brochure with a more readable text 
/Stellan
hej gb1 i,ll find apic of the vanaja in AJOlINJA,a rare best it is cheers benkku
What year can this brochure be from? I found it in a binder from 1975, but I believe it´s older than so…
/Stellan
Hi Stellan, with regard to the “jumping indicators” the only thing i have seen similar was when we used to swop the earth wire over (i cant remember which way now) and this would give you the same effect! also i remember on the F89 if you pulled the hazard light switch up very carefully you could get just one side indicator to come on without flashing , this was handy to use as a park light sometimes.
I think that it was a Scandinavian thing, I´ve never seen it any other places. Using one side indicator as parking light sounds familiar, but I didn´t get my driving license until 1974 so I´m probably too young to know how it worked. 
Maybe someone recognize some of those 5w pre-stereo sound machines?
/Stellan
Most of my brochures are from early and mid seventies, but they could still be very amusing today
Unimog must have made the oddest vehicles used in transportation… what about this “lorry”? 
/Stellan
Thanks for keeping things going in my absence Stellan!
Here’s a couple for you.
Firstly, from Spain, the Dodge C-38
And here’s the Mack Ultraliner
It´s only fun to share what I have in my binders and boxes, and to show a bit of “the good old days” that way.
I guess you can call this Mack for little brother to the previous one
/Stellan
Evening all, Stellan, “Fixlight”, the Hella equivelent was fitted to all Saviem, and Berliet buses and coaches produced in the 70s, to early 80s, then I think something happened legislation wise, and the factory went over to standard single flashing indicators. Personally, I thought the alternate flasher a much better attention grabber,partcularly in heavy urban traffic. The Mack Midliner, derived from the Saviem Serie J, and later Renault J Series, I was despatched to the US by my bosses in Lyon to “ease the passage” of this new middle weight Mack through a Dealer Network whose expertise lay in the Class 8, (max weight region), following RVIs buy out of 50% shares in Mack. What was it like, well frankly blooming hard work! There was nothing really wrong with the vehicles themselves, oh no, just that some basic spec differences between the US and Europe had not been thought out! Picture the scene,0700 hours, a typically high humidity, damp, hot Georgia morning, at a very, very, large Coca Cola Depot. There is yours truly, a beautifully prepared Mack Midliner, and twenty of the biggest Driver, delivery men I have ever seen! Big, well with no exageration I was about eye level with their trouser belts, man their arms were the size of my legs!! How can a crew of two of these “giants” fit into the basic “Club of Four” cab, answer, of course they could not!! The Demo was a disaster,coupled with the fact that physically they could not sit behind the steering wheel, the lack of hood, (bonnet), the manual transmission, (the fleet comprised GMC “7litre gas” autos)We parted good naturedly, they convinced Europeans were all midgets, me that we had a long way to go! It took 6months of telex, (remember the good old days), messages before "revised seating, and steering column geometry was introduced, and some 12months later, just prior to my return to Europe I was in that self same Georgia depot, at the handover of 100 Midliners! It was a great little truck, and although I have always prided myself on being a “heavy truck man” I had a great time, and met some great people with the humble Midliner, (and she was always a much better lorry than Paccars VW cabbed alternative!! Cheerio for now.
Thanks Saviem, for that insight into the world of cross-continent sales. Would I be right in thinking that Volvo, who also used the
‘Club of Four’ cab, marketed their version in the US?
think volvo had a drive in us on f613 in the great market , don,t no how it went, bma
Only got a couple DAF CF and XF and Scania R730 ones
Couple pages out the R730 Brochure
site nordich marketleader in bulk and tank for adr, from late 80,s
Hello all, gb1, thanks for your comments, yes Volvo did market the “Club” cab in the US, but like Scania found the US market had great resistance to vertically integrated manufacturers products, much prefering "bespoke"specification vehicles. I recall seeing, (but mainly on the East Coast) several F86 Volvos, and running in some influential fleets, but Volvo did little in the US untill the take over of White. Really much of the success then was down to Englishman John Bryant, who was later with ERF. The history of European Manufacturers in the US market makes for some pretty good reading, and it is not all bad! The place itself, and the sheer size of the market is breathtaking, as is its insularity,and unwillingness to challenge anything outside the norm. In the period I was working there petrol engined medium weight chassis dominated the market place, and technical specifications were to say the least, very basic! The advantage that we had with the Midliner was that to the operator it was a Mack, and therefore was a solid piece of US engineering, (despite being built in Normandy)! Thinking back, the Saviem/Renault/J Series/ Mack 200/300, was probably in its time one of the best products that the Regie Renault produced. It lacked the glamour of the Heavy weights, but was well engineered, reliable, high powered for its weights, and had a low production and operational costs. Nice little lorries! Now gb1, the SM340, she was in her time a real stormer, powered by MANs 16litre 340(DIN) HP V8,10sp Saviem box, with column change, 13tonne Saviem axle . 38/40tonnes 4x2, 65/120tonnes 6x4, and that Saviem cab, (shared by MAN) was a very acceptable work place for anyone. Under 7tonnes 4x2 fully fueled, at France`s then 38tonne limit. Tough, reliable, and economic, sold in large quantities to major accounts such as Tpts Onatra, Calberson, and became a favourite of French Middle East hauliers, VIT, Morey, (and of course Mdme Stouffs bright boys)! Was a good acceptable heavy hauler in 6x4 form, Tpts Stag, Phillipe Brame, Tpts Scalex, at over 100tonnes. Good all round machine, but her future was sealed by the Oil crisis, and the onslaught of the lighter, more fuel efficient turbocharged 6cylinders powering the 38.280, and eventually the PS30, (the last, and perhaps best ever Saviem), Lovely, lovely thing to drive, and that V8 burble, particularly when she “digs in”, magical, oh magical!! Cheerio for now.