Motor… even!!!
Hiya…I would,nt mind the smiths Mandator with or without a 8cly bllbb… Dennis by the time Guy would have gotten a 8lxb(1974/75)
Smiths had seen the light ■■■■■■■■■■■■■■■■ ■■■■■■■■ big ones 290s and bigger.i remember a Guy big J in the ERF workshop having
some engine work done in 1970 and that was a ■■■■■■■ then.Gardners was good but a slow turnround with engine rebuilds,A ■■■■■■■
you could just repair the broken bit then go.That big 8 cyl block was a pain while it was split down you pressed all new liners.
At Harrisons we had a spare block standing by.
John
3300John:
Hiya…I would,nt mind the smiths Mandator with or without a 8cly bllbb… Dennis by the time Guy would have gotten a 8lxb(1974/75)
Smiths had seen the light ■■■■■■■■■■■■■■■■ ■■■■■■■■ big ones 290s and bigger.i remember a Guy big J in the ERF workshop having
some engine work done in 1970 and that was a ■■■■■■■ then.Gardners was good but a slow turnround with engine rebuilds,A ■■■■■■■
you could just repair the broken bit then go.That big 8 cyl block was a pain while it was split down you pressed all new liners.
At Harrisons we had a spare block standing by.
John
I know what you are saying John,the Gardner was coming to the end of its life span,and there wasn’t much wrong with ■■■■■■■■■■■■■ just a bit thirsty compared to the Gardner but the build quality of the ■■■■■■■ was every bit as good,or better, than the Gardner.However it was the rest of the chassis that let the Gardner and ■■■■■■■ down.I well remember when I succumbed and allowed the first Swedes into the fleet,there really was no contest,the genie was well and truly out of the bottle----game,set and match as the saying goes! Cheers Dennis.
3300John:
Hiya…I would,nt mind the smiths Mandator with or without a 8cly bllbb…
John
Put me down for the Mandator as well John and we’ll double shift it,sod the 8 pots. 
Chris Webb:
3300John:
Hiya…I would,nt mind the smiths Mandator with or without a 8cly bllbb…
JohnPut me down for the Mandator as well John and we’ll double shift it,sod the 8 pots.
Hiya Chris…at least you could change a injecter pipe quicker on the mandator than a gardner but the gardner would,nt need one
would it…toochay.
cheers mate john
3300John:
Chris Webb:
3300John:
Hiya…I would,nt mind the smiths Mandator with or without a 8cly bllbb…
JohnPut me down for the Mandator as well John and we’ll double shift it,sod the 8 pots.
Hiya Chris…at least you could change a injecter pipe quicker on the mandator than a gardner but the gardner would,nt need one
would it…toochay.
cheers mate john
Aye,well that’s true John but after I’d changed it I’d catch the Gardner up again and wave me ■■■ lighter as I went past
Hi do you have any information on the takeover of morris transport erdington about 1961 they used to do a lot of work for dunlops.mostly to hull,and for the aircraft section of dunlops.
This business of broken injector pipes on the AEC’s has me a bit bemused as I have driven on both Trunk and Shunt Mk 111s, MkV’s ( My all time Fav.) and The Ergo’s and never suffered a broken injector pipe, although this was a regular problem on the Albion 8 wheeler and could fill the nearside cab with Derv. The Mk111’s used to have a problem on the 8 wheelers with balance beam on the rear bogie which would turn over and you would fix by jacking up the rear and driving of the jack and with luck this would turn back to its normal position and also on the Mk111 the engine driven air compressor for the brakes were prone to wearing out quickly. While we are on weaknesses, and these are all from my own personal experiences and other peoples experience may well be different, the Leyland Octo used to have weak half shafts and front wheel bearings, also the diffs onthe bogies could suffer as there was no third diff and it was good practice to keep the tyres on the bogie to a similar wear pattern although they were not as sensitive to this as the Albion Reiver 6 wheeler which would catch alight if you fitted one new tyre to the bogie…Tony.
Suttons Tony:
This business of broken injector pipes on the AEC’s has me a bit bemused as I have driven on both Trunk and Shunt Mk 111s, MkV’s ( My all time Fav.) and The Ergo’s and never suffered a broken injector pipe, although this was a regular problem on the Albion 8 wheeler and could fill the nearside cab with Derv. The Mk111’s used to have a problem on the 8 wheelers with balance beam on the rear bogie which would turn over and you would fix by jacking up the rear and driving of the jack and with luck this would turn back to its normal position and also on the Mk111 the engine driven air compressor for the brakes were prone to wearing out quickly. While we are on weaknesses, and these are all from my own personal experiences and other peoples experience may well be different, the Leyland Octo used to have weak half shafts and front wheel bearings, also the diffs onthe bogies could suffer as there was no third diff and it was good practice to keep the tyres on the bogie to a similar wear pattern although they were not as sensitive to this as the Albion Reiver 6 wheeler which would catch alight if you fitted one new tyre to the bogie…Tony.
hiya,
Like you Tony did quite a bit with AEC Mk 3s and Mk 5s and never had much trouble with injector pipes but the AEC Mercury’s you could just about guarantee to need to change at least one pipe a trip and the Mercs was a bit notorious for blowing head gaskets usually on the water seal side of things but half a dozen fresh eggs usually got you home.I found the old Bedford S type was notorious for doing injector pipes, i did’nt do much with them but found i was always stinking of diesel when did have to drive them.
thanks harry long retired.
harry_gill:
Suttons Tony:
This business of broken injector pipes on the AEC’s has me a bit bemused as I have driven on both Trunk and Shunt Mk 111s, MkV’s ( My all time Fav.) and The Ergo’s and never suffered a broken injector pipe, although this was a regular problem on the Albion 8 wheeler and could fill the nearside cab with Derv. The Mk111’s used to have a problem on the 8 wheelers with balance beam on the rear bogie which would turn over and you would fix by jacking up the rear and driving of the jack and with luck this would turn back to its normal position and also on the Mk111 the engine driven air compressor for the brakes were prone to wearing out quickly. While we are on weaknesses, and these are all from my own personal experiences and other peoples experience may well be different, the Leyland Octo used to have weak half shafts and front wheel bearings, also the diffs onthe bogies could suffer as there was no third diff and it was good practice to keep the tyres on the bogie to a similar wear pattern although they were not as sensitive to this as the Albion Reiver 6 wheeler which would catch alight if you fitted one new tyre to the bogie…Tony.hiya,
Like you Tony did quite a bit with AEC Mk 3s and Mk 5s and never had much trouble with injector pipes but the AEC Mercury’s you could just about guarantee to need to change at least one pipe a trip and the Mercs was a bit notorious for blowing head gaskets usually on the water seal side of things but half a dozen fresh eggs usually got you home.I found the old Bedford S type was notorious for doing injector pipes, i did’nt do much with them but found i was always stinking of diesel when did have to drive them.
thanks harry long retired.
I just bet that you keep a jam jar full of Diesel down by the side of your chair “H” and when your on a bit of a “downer” you have a wiff and you realise what a nice standard of living you now enjoy!! and you never want to return to the “bad old days” Cheers Dennis.
Bewick:
harry_gill:
Suttons Tony:
This business of broken injector pipes on the AEC’s has me a bit bemused as I have driven on both Trunk and Shunt Mk 111s, MkV’s ( My all time Fav.) and The Ergo’s and never suffered a broken injector pipe, although this was a regular problem on the Albion 8 wheeler and could fill the nearside cab with Derv. The Mk111’s used to have a problem on the 8 wheelers with balance beam on the rear bogie which would turn over and you would fix by jacking up the rear and driving of the jack and with luck this would turn back to its normal position and also on the Mk111 the engine driven air compressor for the brakes were prone to wearing out quickly. While we are on weaknesses, and these are all from my own personal experiences and other peoples experience may well be different, the Leyland Octo used to have weak half shafts and front wheel bearings, also the diffs onthe bogies could suffer as there was no third diff and it was good practice to keep the tyres on the bogie to a similar wear pattern although they were not as sensitive to this as the Albion Reiver 6 wheeler which would catch alight if you fitted one new tyre to the bogie…Tony.hiya,
Like you Tony did quite a bit with AEC Mk 3s and Mk 5s and never had much trouble with injector pipes but the AEC Mercury’s you could just about guarantee to need to change at least one pipe a trip and the Mercs was a bit notorious for blowing head gaskets usually on the water seal side of things but half a dozen fresh eggs usually got you home.I found the old Bedford S type was notorious for doing injector pipes, i did’nt do much with them but found i was always stinking of diesel when did have to drive them.
thanks harry long retired.I just bet that you keep a jam jar full of Diesel down by the side of your chair “H” and when your on a bit of a “downer” you have a wiff and you realise what a nice standard of living you now enjoy!! and you never want to return to the “bad old days” Cheers Dennis.
hiya,
Dennis sniff it “my a”"e more like sip it as you would a chaser, must have supped gallons of the stuff on some of the wrecks i’ve doctored to get them home, here’s a little truism going back to the 60’s i had an accelerator pedal snapped on a Leyland Comet you know the type the aluminium organ type anyway i was “up Scotch” at Rolls Royce aero engines and got one of their specialist ally welders to weld a new lug on the bottom and another guy to redrill it to take the linkage they did a great job and everything worked as it should i gave the lads a fiver and went on my way, i was on for Fearings of Burnley at the time and when i tried to claim the fiver back with my exe’s Matt Hall the guvnor thought i was trying to pull a fast one and said so and had the pedal taken off “only five minutes of a job”, before he would reimburse me to check if the thing had been worked on, when he saw that it had been repaired he reluctantly authorised payment and said something about phoning in before spending his money, i did’nt work there for very long after that but had the thing broken down again before i’d left it would have been their own service van or Leyland Motors to sort it and i bet that would have cost the tight old sod a tad over a fiver, you live and learn but give Fearings their due they did let me teach myself to drive artics having driven their Octopus and drag on night trunk to London while his regular lad was in hospital, oh happy days.
thanks harry long retired.
3300John:
Smiths had seen the light ■■■■■■■■■■■■■■■■ ■■■■■■■■
John, not all the ■■■■■■■ went well.
Got in the yard early one Monday and there were 5 new Guys that had been delivered over the week-end. As I was first in the boss said, “go choose a wagon”. There was one that had been painted a slightly lighter maroon than the others, and it had 2 spot lights…that was it…RWG39G… What a heap, wouldn’t pull yer hat off.
Sometime later I’m bunkering in Maddiston and the workshop manger and workshop foreman walk by. After exchanging pleasantries they asked how the new motor was…crap says I, just won’t pull. In the workshops I go with it, a few hours later, nothing. “We’re going to send it to ■■■■■■■ at Shotts” they say. I shunt at the depot for 2 days and get told to go pick it up, it’s ready. Couldn’t find anyone at Shotts to ask what they’d done.
Got a '40ft trl, fully freighted with BXL bins for home. I could tell the minute it got out on the road it was different, it went and pulled like a train, in fact it out pulled most things for the rest of the time I had it, only problem was, fuel consumption was down. Never did find out what they’d done. Next time I asked at Maddiston workshops, the manager just grinned and said nothing, but what ever it was, it was bloody fantastic.
I don’t hold with 75 to 80 mph Big J’s. With axle and gearbox ratio’s the standard Guy / ■■■■■■■ was good for about 65-ish, depending on speedo accuracy ( before tacho’s ) I guess that some old Guys that for whatever reason had a different gearbox / axle change at one time, may have exceeded 65, but not the production wagon for sure ) I don’t re-call going any faster than that, but RWG did it up hill and down dale after ■■■■■■■ had sorted it.
Whoops, doubled up !
HI EVERYBODY just got alan spillets excelent 2011 calendar -look whats in-
sorry about camera distortion
thats better-alan
detail-
Nearly there Dennis…A badged 240 Big J…Could make your Xmas…
hiya,
Well what can’t speak can’t lie ahem, now the rear of shed shot please, Dennis where are you when needed.
thanks harry long retired.
It’s a Maddiston fleet number in the 900’s, which is what the likes of Alex and David have said…Wake up Den !! 