3300John:
Hiya…just a note…many people in the sixties were against there ever being a good V diesel engine
whenever mentioned it was like a black cloud as though a V engine would never happen.
I worked at ERF, at Sun Works and they fitted a V8 perkins in a unit and every one was saying it’ll
never work. Then came a Detriot (export motor steel cab 8 legger) thats no good, Perkins tested
a marathan with a Perkins in it, that had a bad report. The AEC got the same welcome thats no good
ERF fitted a dorman V6 people would,nt buy them. The early Maggi,s sounded like a bag of nails
then Scania seemed to be better but i think older people will agree they was still unsure about this
V engine idea in trucks.
John
I could well believe that John,some of the older end not likeing change,just a thought do Mercedes make a straight engine ,they do a V6 and aV8?
The dash layout photos posted earlier on this thread are from this, or the other 4x2 load carrier chassis. I can’t remember which.
Sniffy:
Not sure if the’re all V8’s
None of these are V8’s.
The V8 always had a remote Burgess air filter unit mounted on the Left Hand side of the chassis frame, with the fuel tank on the Right.
3300John:
Hiya…just a note…many people in the sixties were against there ever being a good V diesel engine
whenever mentioned it was like a black cloud as though a V engine would never happen.
I worked at ERF, at Sun Works and they fitted a V8 perkins in a unit and every one was saying it’ll
never work. Then came a Detriot (export motor steel cab 8 legger) thats no good, Perkins tested
a marathan with a Perkins in it, that had a bad report. The AEC got the same welcome thats no good
ERF fitted a dorman V6 people would,nt buy them. The early Maggi,s sounded like a bag of nails
then Scania seemed to be better but i think older people will agree they was still unsure about this
V engine idea in trucks.
John
Quite right John, the first V8 ERF fitted was a Perkins 540 into an LV tractor chassis (which ended up on a farm and was cut up into a dolly only about 10 years ago). a few Perkins V8 engines were fitted in B Series chassis.
Perkins Engines tested one of their turbo charged V8’s in a Mandator V8 chassis - one from Ron Sinclair’s fleet YNP 80G I think it was, but this engine was eventually only ever used for industrial applications. They still had the original AEC V8 engine in the works until the early 90’s.
when i drove for turner bros in the early 70s , they had a b series 6 wheeler with a walkthrough cab , the engine was underslung , i wonder what engine would have been . if andrew turner is on tnuk he might know . i wish i had taken more notice at the time . dave
rigsby:
when i drove for turner bros in the early 70s , they had a b series 6 wheeler with a walkthrough cab , the engine was underslung , i wonder what engine would have been . if andrew turner is on tnuk he might know . i wish i had taken more notice at the time . dave
Hiya rigsby…that may have been a dorman V6. ERF had a go at fitting that engine, i think the gearbox was near the
back axel it was called the m series I,ll ask Andrew at the next show i see him
John
rigsby:
when i drove for turner bros in the early 70s , they had a b series 6 wheeler with a walkthrough cab , the engine was underslung , i wonder what engine would have been . if andrew turner is on tnuk he might know . i wish i had taken more notice at the time . dave
Hiya rigsby…that may have been a dorman V6. ERF had a go at fitting that engine, i think the gearbox was near the
back axel it was called the m series I,ll ask Andrew at the next show i see him
John
Unlikely to be an M Series if it was a 6 wheeler, but it could of had a tag axle fitted.
M Series were usually 16 Tonners with a remote shaft drive gearbox mounted half way down the chassis.
Externally identified from a B Series by the four headlamps being mounted in the bumper bar on the early ones.
ERF:
Unlikely to be an M Series if it was a 6 wheeler, but it could of had a tag axle fitted.
M Series were usually 16 Tonners with a remote shaft drive gearbox mounted half way down the chassis.
Externally identified from a B Series by the four headlamps being mounted in the bumper bar on the early ones.
Wasn’t the cab mounted a little lower than the B series, the one my mate had was fitted with a 6LXB.
ramone:
Thanks,wasn`t there a problem with noise from the V8 the fact that they made too much of it and also very thirsty?
No, not as I recall on both counts.
IIRC the noise levels in the cab were slightly lower than the six cylinder due to there being only a tiny floor hatch requiring a seal, rather than the large engine cover, and the engine being completely below the floor.
The V8 740 was obviously a slightly smaller displacement engine than the six cylinder 760, but the consumption was pretty much comparable for the V8’s higher output.
Externally all V engines are noisier than their straight siblings but internally it depended on the cab build, insulation etc. A 500 Series Dodge with the Chrysler V engine was the noisiest thing I ever heard but of course the exhaust system had something to do with this too, if travelling through a narrow street or tunnel the rebounding decibels were horrendous and must have woke many of the public when these things ran through the night. I have to say though the engine that gave the most headache making racket was the Perkins 6.354 in the old steel motor panels cabs, especially if there wasn’t any blankets etc on the engine cover. Fuel consumption wasn’t much of a major issue in the Sixties as it is today and to be honest most drivers didn’t give it a second thought as long as the motor went like stink when the pedal went to the floor! As it happened the AEC V8 seemed to have reasonable returns. Franky.
The Leyland badge and lettering makes it look tacky if i owned it the first job would be to remove the badge engineering even though it looks like Leyland axles are fitted
A great looking truck this one,I’d be over the moon to clap eyes on it now.
I assume you are talking about the rear hub reductions Ramone mate?
I’m pretty sure that they’re not Leyland,but in fact a devolopment of a Muadsley back end that AEC used after taking over Maudsley. I may be wrong here,and do stand to be corrected,but they are different from heavy duty hubs that were fitted to Octopuss’ and Hippo’s.
This type of heavy duty back end seems to be a bit of an AEC odditie as there is no mension of it in Grayham Edge’s Mammoth Major book. It would also seem that this back end was pretty much exclusivley fitted to export trucks and of those most went to NZ.
Although not this one as it’s a left ■■■■■■. I’d love to know where this one ended up?
Thanks for the info Frank and great pics Bill.
Here’s a few from me,I’m pretty sure this MM was a V8,it has the raised cab. Anyone got any info on it?
Hiya NZ jamie…if you look close at the 44 ton AEC you can see all the cab back panel there,s no bonnet.
I also think the aircleaner was a V8 item on the 690/691/760 they seem to have oil bath air cleaners which
sit on top of the rocker covers. i think we can agree that would be poor idea on a V engine.
Thinking on if AEC/Leyland had have changed the aircleaner idea the bonnet could have been close
on 12 inches lower. they did make the Bison/buffalow and lynx bonnet a little lower but then IICR stick
a turbo in the way.or make room for the turbo.
The back hubs…I,d go for Scammell…look at the heavy super constructors they have that hub with the three
bolt heads…i suppose you,ll see no Scammells down there thery,re all Leylands you,ll need to look them up
on here or a book.
John
The Leyland badge and lettering makes it look tacky if i owned it the first job would be to remove the badge engineering even though it looks like Leyland axles are fitted
A great looking truck this one,I’d be over the moon to clap eyes on it now.
I assume you are talking about the rear hub reductions Ramone mate?
I’m pretty sure that they’re not Leyland,but in fact a devolopment of a Muadsley back end that AEC used after taking over Maudsley. I may be wrong here,and do stand to be corrected,but they are different from heavy duty hubs that were fitted to Octopuss’ and Hippo’s.
This type of heavy duty back end seems to be a bit of an AEC odditie as there is no mension of it in Grayham Edge’s Mammoth Major book. It would also seem that this back end was pretty much exclusivley fitted to export trucks and of those most went to NZ.
Although not this one as it’s a left ■■■■■■. I’d love to know where this one ended up?
Thanks for the info Frank and great pics Bill.
Here’s a few from me,I’m pretty sure this MM was a V8,it has the raised cab. Anyone got any info on it?
Thanks for the information on the axles Jamie,i always thought the hub reductions were Leyland,i would agree with John and say its a V8 ,no interior bonnet and the n/s air cleaner.As for the caption below the raised cab was more to do with cooling than visibility,i learnt that bit on here
LB76:
Seems to be a shortage of V8 pics - i will endeavour to put that right0
I suppose they wouldve been the premium uk built vehicle at the time,what with a V8 and a globetrotter cab,theres a thread on here somewhere and their transport manager (i think) mentions it breaking down all over europe and how excellent the spares department were at Alldenham at the time flying parts out almost immediateley
