BRS can remember being at shell at polykastrol there was a heated discussion we some drivers, about the rothmans jobs, mid eightys if the my calculations are right
pete
Brit European had one right hand drive Marathon, but so many bits dropped of it on it’s first trip it was consigned to European work and the boss said he’d never touch another so he went for the Transcon and I had the first one.
Must admit that most of the shock absorber and anti roll bar bolts came loose first time across H4, but true to the Ford policy on updates, most chassis bolts were replaced with a new spec and never had any more problems in the 12 months I had her.
The subject of what was up to it any what was not is an interesting one.
In my 11 years on the job my tally was as follows;
Scammel Crusader with a Rolls (Ellinghams): No trouble whatever except split fuel tank (not a Scammel tank but one made in Tehran)
Volvo F89 (Oryx): Did a diff in Yugoslavia
Mercedes 1926 (Altrex): No trouble whatever.
Volvo F12 (Grangewood): Govenor in the fuel pump broke up in Italy (interesting effect on top speed and smoke emission before I realised what was happening!).
DAF 2800 (Fridco): No trouble whatever.
So what does that tell us? The Crusader should have been nothing but trouble but it wasn’t. The Volvos should have been trouble free but they weren’t. The good old gutless Mercedes lived up to it’s reputation. The DAF was just a DAF.
Conclusion? It’s probably a lot to do with luck but also, and I’m not trying to claim anything here, it has a whole lot to do with how they are driven. Mine got serviced and oil changed when they needed it (always on the way home from saudi for instance along with filters all round), inspected daily and driven steady. You could learn a hell of a lot just putting the cab up (where possible) and letting her tick over whilst checking for loose pipes and anything vibrating. Anything to do with it? I don’t know.
David
I considered a Marathon to replace my trusty but underpowered Merc 1418, which was virtually unbreakable.
750,000 miles, 1 new piston, but can’t think of anything else that went wrong outside of the usual clutch & brake replacements.
I even went to the factory at Park Royal to see all the options available, particularly on the export spec models.
Worked up a spec on a 6x4 left ■■■■■■ Mid East cab and got a price of £8,000.
But along came John Fishwick, Astran subby selling his left ■■■■■■ V10 Merc 1932, just over a year old.
No contest, the Merc won even at £12,000.
To help pay for it, the first trip I managed to get 2 loads on the tri axle stepframe, grossing out at around 47tons. Almost got caught by the ministry at Harwich, but was inside the dock before him, so got away with a warning that if he saw me again he was going to make sure he got me.
Life was so much sweeter with the 1932, and instead of spending around an hour and ten minutes (or more) crawling up Bolu in 1st high and praying to make it to the top, she went straight up in around 12 minutes, sheer bliss and another totally reliable motor.
Just 1 on route repair in Austria, the clutch release was getting a bit sticky so as a precaution got it fixed in Graz
Plus a fuel tank bracket crack in Saudi.
Whisperingsmith,
Whatever happened to John Fishwick ? I had heard that he went to Groupex as the Manager or TM. I knew him before he went into Transport, and I never met him when he was doing it. Even though our paths must have crossed in that time.
Would be good to know what he’s upto nowadays though.
Twelve minutes compared to an hour an ten minutes, now that is a serious difference. How much time do you think that 1932 saved you on a trip? I know it isn’t hilly all the way and the borders take time no matter how fast your lorry is, but I would say the the 12 grand 1932 was a free lorry, you must’ve been able to squeeze a couple of extra trips in a year with it?
I like those G cab LP Mercs, do you have any more pics?
> Archie Paice:
> Whisperingsmith,
> Whatever happened to John Fishwick ? I had heard that he went to Groupex as the Manager or TM. I knew him before he went into Transport, and I never met him when he was doing it. Even though our paths must have crossed in that time.
> Would be good to know what he’s upto nowadays though.
No answer to that Archie, last time I saw him was on his farm (or similar) in Kent when we were doing business on the Truck
> newmercman:
> Twelve minutes compared to an hour an ten minutes, now that is a serious difference. How much time do you think that 1932 saved you on a trip? I know it isn’t hilly all the way and the borders take time no matter how fast your lorry is, but I would say the the 12 grand 1932 was a free lorry, you must’ve been able to squeeze a couple of extra trips in a year with it?
>
> I like those G cab LP Mercs, do you have any more pics?
The big difference in time was probably being able to sleep for a bit longer!!
As far as more pics - seriously stretched for time to scan the negs - but will get round to it sometime
Just this rather faded neg so far, reminds me how small my son was at the time, he doesn’t reach much further than the top of the fuel tank
The full size G cab LP Mercs were good family motors with the walk through cab.
Met a ex BRS driver a couple of years ago, his name is George, dont know his second name, he had a pub in Holbeach, he brought some old photos out when he did the me,said he used to take spirits and cigs to the embassy’s and was in convoy, I think he ran out of Nottingham, he is about 75 years old,his wife died about a year ago. Somebody might have known him, I never met him on my travels or any BRS drivers so I dont know what year it was.
cant think of guy m8 but brs overland ran out of lodge farm duston northampton 
keating@makita:
Met a ex BRS driver a couple of years ago, his name is George, dont know his second name, he had a pub in Holbeach, he brought some old photos out when he did the me,said he used to take spirits and cigs to the embassy’s and was in convoy, I think he ran out of Nottingham, he is about 75 years old,his wife died about a year ago. Somebody might have known him, I never met him on my travels or any BRS drivers so I dont know what year it was.
Hi, if you post the above on the Nottingham bus middle east drivers forum on three pages back I’m Sure that Sandman Norman Ingram will put you right as he was one of the BRS Overland drivers. Best regards Jamie.
I did the M/E later on in an FH 16 with a Smitz fridge or Cardi trailer, never had any mechanical problems, but the Scanias had problems with fuel pumps.
We also did a lot od China through Russia and Kaz, things used to break and fall of, but some most of the roads were no more than tracks if that. After a couple of trips we had it sorted out and strengthened all the brackets accordingly.
I did Greece and southern Turkey with a Turbo Star and super cubes, the only problem I had with the Star was the visco drive on the fan packing in. I managed to get some one to drill the hub and put some bolts in it, to lock it up, the drive home was a bit noisy.
The boss got some cheep break linings for the super cubes. They looked like they were on fire just getting round the M25, I’m sure you can guess what it was like going through Greece and Turkey.
Jeff…
In the letters bit of the new trucking mag ,chris hooper has wrote in about all the rules and regs that are ruining the job,at the end of his letter he says he has had to jack it in because of a stroke ,very sad 
I only got my email saying the new model was being released and there is already one profiteering on eBay!
Here’s a sight that will be familiar to every driver who did the Middle-East run. Robert 
Brilliant pic Robert
Another camel on it way to the races, Saudi Style. Close your window’s before over taking, just in case it spits at you.
Best regards Jamie, see you at Gaydon over the weekend.