gingerfold:
cav551:
Great minds think alike cav551, yesterday I actually emailed the BCVM archives to make an appointment to go through all the Scammell Crusader build sheets and find out because the same question had crossed my mind. Unfortunately the museum is closed until later this year as it is undergoing a complete refurbishment. But I will definitely be going. I would wager that sales of Detroit Diesel V8 powered Crusaders into the civilian market didn’t reach three figures because I can never recall seeing one or hearing one. I do know what that engine sound like (noisy and harsh) from my frequent trips to Dublin in the 1980s where most of the buses had that screaming banshee of an engine in them.Oh, and Carryfast, when the BCVM re-opens you are welcome to join me and I’ll pay for all your travelling expenses, overnight hotel accommodation and any other incidental expenses you accrue. It will be an education for you seeing what documents exist and what they can actually tell you, instead of googling the internet and believing a lot of the mis-information and rubbish that is on the internet.
Blimey leave it out.The internet didn’t exist when it was made clear to me,by the very real choices made by obviously cleverer designers than AEC’s,in fitting engines into trucks that lives depended on,that the Detroit was leagues ahead of the AEC V8.Which probably explains how ultimately the still smaller capacity,than the AEC V8, 8 v 92 could handle the job in the HET previously done by the 26 litre Rolls CV12.Make no mistake the only reason that there was never a 4 x 2 8 v 71 powered Scammell Crusader was the obvious issue that it would have over night destroyed the business case for AEC’s silly Mandator.Ironically also actually meeting the AEC’s design aim for a 300 hp V8 in the process not to mention being able to do it reliably.
As for the museum trip.No let’s just pitch the surviving 8v71 powered Crusaders against their remaining AEC counterparts and see which ones come out on top.It’s my bet that there are more of those survivors in the case of the Crusader than the AEC.On that note can you actually post any AEC V8 examples that can actually haul a proper load up a decent hill without falling apart as opposed to an empty trailer on a flat piece of dual carriageway.This sounds closer to what a Scania V8 would sound like when it’s pulling under load.Than the previous AEC vid which as expected sounded more like the bag of nails Perkins etc that I’d heard in numerous lesser fire trucks than ours over the years.
youtube.com/watch?v=GX_R8eogw1Q
As for the Irish buses did you actually check they were 8v71 powered and not 6 or 8v53 ?.
) own weak transmissions to match,instead.
) will proudly state that the first “high torque rise” engine was the Maxidyne. When it was launched in 1966, its high torque peak and low maximum power speed were unprecedented, and those features became the template for all automotive diesel developments thereafter. The pre-Maxidyne V8s were all 5x5.5" (127x140) engines, similar to the DS14. The Maxidyne V8s were launched in 1969 , effectively superceding the earlier engine (which soldiered on until 1972). Now have a closer look at the specification of that engine, the ENDT865- the new, high torque/low speed V8 had completely different geometry to the old one- it was oversquare! That’s right- to generate more torque, they increased the bore and reduced the stroke! Obviously, the higher torque came from Mack’s clever use of the turbocharger, but it leaves the notion that, had AEC persisted with their turbocharged V8, they would not have been hampered by their base engine geometry, in the pursuit of a torque curve to match their competitors.