kr79:
Asked my dad he only remembered the 2800 having a fuller box and the later 3300s having the zf ecosplit option but wasn’t 100%
A lot of people seem to have forgotten about the 12 speed ZF in the early 2800’s.Some time ago Wheelnut managed to find some old DAF publicity literature which confirmed my memory of it having been fitted in the 2800.
kr79:
ramone:
kr79:
Just been reading the excellent astran book again and it states Michael woodman submitted a spec for a drawbar combination to all the British truck builders when asain transport started taking off and not one replied and that’s how they ended up with there long association with scania.
Also scammel offered him a crusader demonstrator with a day cab. I’m not Alan Sugar but how can you take someone seriously about promoting there product with such a blatant flaw when you are looking at the driver been away for weeks on end.Didnt Astran use a Mammoth Major mkv on 1 of their first trips i
m sure this was mentioned a few weeks back .They obviously werent 1 of those “backward hauliers” which were the cause of the demise and death of British lorry manufacturingThere first truck was a guy but they bought a mk5 mammoth major soon after with a sleeper cab. I think it was a c reg which would be the last of them before the ergo models but after that they went to scania because no British truck builder would offer them a sutiable truck for there work.
On another note look at the scammell crusader why was it not offered with a tilt cab most new trucks would have been by then.
I read on here it was cut down from an 8 wheeler to a 6 wheeler and it pulled a drawbar trailer ,those drivers were certainly made of something different and definitely well respected
Carryfast:
Viking:
I can assure you CF that the gearbox in the FT2200 was the 12 speed split. I should know, I drove well over a million miles (no exaggeration) with them from 72-82 on a night flyer… iirc, they were also on the 2000, 2100 & 2300.I don’t think that there was any commonality between any of the gearboxes used in the smaller DAF ranges and the 12 speed ZF constant mesh box used in the 2600/2800
.All of the smaller DAF range that I knew of varied between six speed constant mesh in the very early ones as in that example of our old yard shunter all the rest were all synchro boxes varying between 8 speed range change in the 2300 and 12 speed synchro splitter in the 2500 which were all lighter duty transmissions than the options fitted in the 2800.Probably not surprising considering the differences in torque capacity requirements between the smaller engined DAF’s compared to the 2800
However we did have a couple of very late 2300’s fitted with 16 speed range change/splitter synchro boxes and that was probably the only option which had a connection the with the 16 speed synchro option offered in the 2800 etc…However all of our 2800’s,that followed the older ZF 12 speed constant mesh ones,were ATI’s fitted with 9 speed fullers.
I wouldn’t call the 2200 being manufactured for a gross weight of 36 ton lightweight.
Are you a wind-up merchant CF? 'cos to me you are coming across as a know all who knows f**k all. 
Viking:
Carryfast:
Viking:
I can assure you CF that the gearbox in the FT2200 was the 12 speed split. I should know, I drove well over a million miles (no exaggeration) with them from 72-82 on a night flyer… iirc, they were also on the 2000, 2100 & 2300.I don’t think that there was any commonality between any of the gearboxes used in the smaller DAF ranges and the 12 speed ZF constant mesh box used in the 2600/2800
However we did have a couple of very late 2300’s fitted with 16 speed range change/splitter synchro boxes and that was probably the only option which had a connection the with the 16 speed synchro option offered in the 2800 etc…However all of our 2800’s,that followed the older ZF 12 speed constant mesh ones,were ATI’s fitted with 9 speed fullers.
I wouldn’t call the 2200 being manufactured for a gross weight of 36 ton lightweight.
Are you a wind-up merchant CF? 'cos to me you are coming across as a know all who knows f**k all.
I’m sure that somewhere on here I think you’ll find some references to the 2500 being used at 38 t .That still doesn’t make the thing a 2800 though.
However having said that I may be missing something in that the 2200 wasn’t part of the F 2000-2500 family and was in fact part of the 2600/2800 line of development .
ebay.com/itm/1972-DAF-F2000- … 0294275285
But no I don’t know everything but I do know that gearboxes are specified and rated according to input torque not how much weight they are pulling.Strange but true. 
ramone:
kr79:
ramone:
kr79:
Just been reading the excellent astran book again and it states Michael woodman submitted a spec for a drawbar combination to all the British truck builders when asain transport started taking off and not one replied and that’s how they ended up with there long association with scania.
Also scammel offered him a crusader demonstrator with a day cab. I’m not Alan Sugar but how can you take someone seriously about promoting there product with such a blatant flaw when you are looking at the driver been away for weeks on end.Didnt Astran use a Mammoth Major mkv on 1 of their first trips i
m sure this was mentioned a few weeks back .They obviously werent 1 of those “backward hauliers” which were the cause of the demise and death of British lorry manufacturingThere first truck was a guy but they bought a mk5 mammoth major soon after with a sleeper cab. I think it was a c reg which would be the last of them before the ergo models but after that they went to scania because no British truck builder would offer them a sutiable truck for there work.
On another note look at the scammell crusader why was it not offered with a tilt cab most new trucks would have been by then.I read on here it was cut down from an 8 wheeler to a 6 wheeler and it pulled a drawbar trailer ,those drivers were certainly made of something different and definitely well respected
There are some pics today on astrans thread of someone who went down in a scammell handyman and I know hutpick who posts on here done a few trips in an a series ERF.
Deffo a cut above those guys.
Viking:
Carryfast:
Viking:
I can assure you CF that the gearbox in the FT2200 was the 12 speed split. I should know, I drove well over a million miles (no exaggeration) with them from 72-82 on a night flyer… iirc, they were also on the 2000, 2100 & 2300.I don’t think that there was any commonality between any of the gearboxes used in the smaller DAF ranges and the 12 speed ZF constant mesh box used in the 2600/2800
However we did have a couple of very late 2300’s fitted with 16 speed range change/splitter synchro boxes and that was probably the only option which had a connection the with the 16 speed synchro option offered in the 2800 etc…However all of our 2800’s,that followed the older ZF 12 speed constant mesh ones,were ATI’s fitted with 9 speed fullers.
I wouldn’t call the 2200 being manufactured for a gross weight of 36 ton lightweight.
Are you a wind-up merchant CF? 'cos to me you are coming across as a know all who knows f**k all.
A little bit of advice Viking ignore him ,we moved to this thread to get away from the crap he spouts but he found us.
kr79:
ramone:
kr79:
ramone:
kr79:
Just been reading the excellent astran book again and it states Michael woodman submitted a spec for a drawbar combination to all the British truck builders when asain transport started taking off and not one replied and that’s how they ended up with there long association with scania.
Also scammel offered him a crusader demonstrator with a day cab. I’m not Alan Sugar but how can you take someone seriously about promoting there product with such a blatant flaw when you are looking at the driver been away for weeks on end.Didnt Astran use a Mammoth Major mkv on 1 of their first trips i
m sure this was mentioned a few weeks back .They obviously werent 1 of those “backward hauliers” which were the cause of the demise and death of British lorry manufacturingThere first truck was a guy but they bought a mk5 mammoth major soon after with a sleeper cab. I think it was a c reg which would be the last of them before the ergo models but after that they went to scania because no British truck builder would offer them a sutiable truck for there work.
On another note look at the scammell crusader why was it not offered with a tilt cab most new trucks would have been by then.I read on here it was cut down from an 8 wheeler to a 6 wheeler and it pulled a drawbar trailer ,those drivers were certainly made of something different and definitely well respected
There are some pics today on astrans thread of someone who went down in a scammell handyman and I know hutpick who posts on here done a few trips in an a series ERF.
Deffo a cut above those guys.
Ive just seen the pics of the Scammell ,it just makes you wonder doesnt it,i dont know if youve seen the excellent J.Wyatt thread ,but LB76 went around europe in mk111 and mkv AECs before moving onto Scanias and Volvos a different breed
A little bit of advice Viking ignore him ,we moved to this thread to get away from the crap he spouts but he found us.
Cheers bud. I had quickly come to that conclusion too! 
Didn’t he just mean that the 2200 had a smaller ZF 'box than the 2800? That seems reasonable enough. Both types could 6 speed with a splitter option. I had a Google about and a look in Pat Kennet’s book, and could only find reference to Fullers in 2800s, probably a later version of them. Why did you have to go through all the gears sequentially, on the ZF? Surely, if you have the road/engine speeds matched, the gear will go in?
[zb]
anorak:
Didn’t he just mean that the 2200 had a smaller ZF 'box than the 2800? That seems reasonable enough. Both types could 6 speed with a splitter option. I had a Google about and a look in Pat Kennet’s book, and could only find reference to Fullers in 2800s, probably a later version of them. Why did you have to go through all the gears sequentially, on the ZF? Surely, if you have the road/engine speeds matched, the gear will go in?
Trust me the best way to get a good clean change all the time every time on that box was to take the shifts sequentially including the split gears.It’s also better to make sequential changes in small steps than to use the block change method on downshifts on most types of box including Fullers as I’ve shown in the American training video which I posted.
As for the ongoing 2000-2500 transmission v the 2600-2800 argument I’ll stand by my statement that there was no comparison between the ZF 6 speed transmissions used in the 2000-2500 range and the 12 speed constant mesh splitter in the 2600/2800.
You’ll find all the information here.
oudedaftechniek.nl/technische_tekeningen.htm
Carryfast:
Viking:
Carryfast:
Viking:
I can assure you CF that the gearbox in the FT2200 was the 12 speed split. I should know, I drove well over a million miles (no exaggeration) with them from 72-82 on a night flyer… iirc, they were also on the 2000, 2100 & 2300.I don’t think that there was any commonality between any of the gearboxes used in the smaller DAF ranges and the 12 speed ZF constant mesh box used in the 2600/2800
However we did have a couple of very late 2300’s fitted with 16 speed range change/splitter synchro boxes and that was probably the only option which had a connection the with the 16 speed synchro option offered in the 2800 etc…However all of our 2800’s,that followed the older ZF 12 speed constant mesh ones,were ATI’s fitted with 9 speed fullers.
I wouldn’t call the 2200 being manufactured for a gross weight of 36 ton lightweight.
Are you a wind-up merchant CF? 'cos to me you are coming across as a know all who knows f**k all.I’m sure that somewhere on here I think you’ll find some references to the 2500 being used at 38 t
However having said that I may be missing something in that the 2200 wasn’t part of the F 2000-2500 family and was in fact part of the 2600/2800 line of development
ebay.com/itm/1972-DAF-F2000- … 0294275285
But no I don’t know everything but I do know that gearboxes are specified and rated according to input torque not how much weight they are pulling.Strange but true.
You are right on a few things 
I did post a French advert for a 2800 with the 12 speed ZF which i will dig out tomorrow afternoon, the 2600 had a back to front gearbox for the English market, 1st gear nearest to the driver and top gear furthest away. And I can confirm the 2500 was well on top of its job at 38tonne, that also had a 12 speed splitter box in it
It says the 2200 had an AK6-80 with a GV80 and the 2800 had an AK6-90 with a GV90. So both vehicles could have a ZF constant-mesh 'box, 6 speed with splitter= 12speeds. The bigger lorry had the stronger gearbox (plus various other options- Fullers and ZF synchro’s, through its longer production life). Surely this satisfies both arguments?
[zb]
anorak:
It says the 2200 had an AK6-80 with a GV80 and the 2800 had an AK6-90 with a GV90. So both vehicles could have a ZF constant-mesh 'box, 6 speed with splitter= 12speeds. The bigger lorry had the stronger gearbox (plus various other options- Fullers and ZF synchro’s, through its longer production life). Surely this satisfies both arguments?
No because there was no comparison when it came to handling the ZF 12 speed box in the 2800 compared to anything fitted in the 2000-2500 range.It was a totally different animal because it was a totally different box.
Although having said that I wasn’t aware of any splitter function on the constant mesh box in our old yard shunter though.It certainly didn’t have any splitter switch control fitted like the later 2300 synchro 8 speed range change box had on it’s shift lever for it’s range change.I bet someone is going to tell me now that it was on the dash like a Volvo F10. 
Not that I’d have bothered asking because it wouldn’t have mattered being a yard shunter anyway.In which case maybe the workshops had removed it assuming it had been fitted on the shift lever. 
Carryfast, you’re correct, the easiest way to shift a constant mesh box is sequentially, clutch use makes no difference if you get the revs right and you can block change too, it’s all about timing, except on that poxy ZF 12 spd, I had one in a 2800, you had to use every gear up and down the box, try to block change and you’d have pins and needles for a week, they were savage, but with double de-clutching and rpms in the right place it was indeed like knife through butter, you could shift without the clutch, but you had to get it absolutely spot on or you’d be playing tunes and grinding to a halt and starting all over again
newmercman:
Carryfast, you’re correct, the easiest way to shift a constant mesh box is sequentially, clutch use makes no difference if you get the revs right and you can block change too, it’s all about timing, except on that poxy ZF 12 spd, I had one in a 2800, you had to use every gear up and down the box, try to block change and you’d have pins and needles for a week, they were savage, but with double de-clutching and rpms in the right place it was indeed like knife through butter, you could shift without the clutch, but you had to get it absolutely spot on or you’d be playing tunes and grinding to a halt and starting all over again
I think that’s as near as makes no difference but as you know I was always happier using the clutch unless I was really feeling lazy but with the ZF I was ‘never’ that brave and it really seemed to suit my driving preferences.I missed it when it went 
.
You used the clutch in a fuller that’s a cardinal sin.
When I got shown how to drive one if my foot went any where near the clutch the old man dived across the cab and punched me in the leg. Mind you he taught me to ride a bike by letting go of the saddle and watched me fall off. Parents eh
I’ve never used the clutch with a Fuller, but that ZF box was evil, I had it in a 2300 too, that [zb]stard used to get stuck in 5th and you had to really yank it out, going up the box it was just about possible, but going down I never managed to do it, clutch or no clutch, so I just used to coast to a stop and start again, as it was only a little 2300 it was a bit lethargic on hills, so I quite often ground to halt half way up which was a bit embarassing at times
I don’t mind admitting that the ZF box got the better of me, I had used Fullers, David Browns and even a Foden 12spd, so I think it was more down to the sadistical nature of Ze Germans at ZF rather than my abilities, that’s my story & I’m sticking to it
The Spicer 10spd as fitted to the Roadtrain was also known to be a bit tricky, but I never used one, so can’t say for sure
Did maggie deutz use that and early mans like the 240 use it?
Every MAN I ever drove had a 13spd Fuller, except the 464 (pre TGA) and that had a synchro 16spd Fuller in it, never driven a Maggie Deutz either, so I can’t help you on that one Kev
Yeah all the mans I have drive have been fuller twinsplitter or zf synchro but my dad had a a reg 240 tipper that had a back to front box il strange thing.
I remember the deutz having a six speed with a splitter but I was only sitting in the passenger seat drinking Ribena back then lol.