Juddian have a listen to this 500 ■■■■■■■ daf,
youtu.be/K1kGbTY8cG8
I’ve set many car alarms off with a 14ltr ■■■■■■■ Seddon Atkinson 401 with the jake brake on number 3 
3stepsaheaduk:
Just out of interest what where the speed limits before limiters or how fastnwould they actually go up to legal or illegaland when did limiters come and spoil the fun,■■
I think it was 1994 when the speed limiters became law, lorries registered before 1988 were exempt, as far as I remember. Some lorries would do 90 mph before that, depending on the power and gear ratio’s.
Amazing how times hav Changed i thought they would of been limited because they were getting too fast but it seems the opposite there slower now so lets restrict them
3stepsaheaduk:
Just out of interest what where the speed limits before limiters or how fastnwould they actually go up to legal or illegal
The limit,as it still technically is now was 60 mph,but with a much less PC attitude than today regarding speed limits in general.Someone posted a great old car video which provides a reasonable idea of the speed regime during the last days before limiters in the early 1990’s.
Watch the SA 400 series overtaking the car at 1.28.I don’t think that’s a Gardner. 
Dave the Renegade:
3stepsaheaduk:
Just out of interest what where the speed limits before limiters or how fastnwould they actually go up to legal or illegalI think it was 1994 when the speed limiters became law, lorries registered before 1988 were exempt, as far as I remember. Some lorries would do 90 mph before that, depending on the power and gear ratio’s.
February 92 Dave limiters came in and back dated to lorries from jan 88 onwards.
mine was a 1985 with no limiter and the thing would catch pigeons ,
The firm I worked for would send them to ■■■■■■■ in west Thurrock for an overhaul every couple of years
Trev_H:
My favourite motor was an old M reg Guy big j with a 290 ■■■■■■■■ it looked nothing in it’s plain BRS colours barring the big dustbin stack up the back but on big climbs the look on driver’s faces in 88’s and 110’s when you sailed past them fully freighted was priceless, I never drove that motor flat out, you wouldn’t dare ,it was still pulling when it went off the clock
In about 1980, MSI, An American company in Riyadh used to use Caravan Trading for customs clearance and haulage, but they did have a couple of Kenworths of their own. One was fairly old with a (probably) 220 ■■■■■■■■
The other was nearly new. Normal control, with a 14 litre ■■■■■■■■ I don’t remember the details, but it was over 400 bhp.
At this point you needed a Saudi Licence to go into Dammam Port. The Pilippino driver who worked for MSI hadn’t got one, so I took it, unit only, to collect a trailer from a RoRo. Inside the port, the road ran about 2 miles straight, to get to the deep water berths.
I had it up to 95 before I eased off to head for the berth. That was some machine!
John.
Yet again, a great crop of contributions to this thread; thank you. As regards the limits: well (and I’ve never admitted this before on this forum), in the early '80s I drove a Transcon with a 350 ■■■■■■■ in it that could easily do 85 mph fully freighted. I used to duck out at 85 because Transcons weren’t awfully good at stopping! Regular drivers of this lorry used to take it to over 90 mph up the M1 with no problems. Aye, them were 't days! Robert
gazza1970:
Juddian have a listen to this 500 ■■■■■■■ daf,
youtu.be/K1kGbTY8cG8
I’ve set many car alarms off with a 14ltr ■■■■■■■ Seddon Atkinson 401 with the jake brake on number 3
Turbo whine sounds lovely, thanks for posting.
The Jake on mine, B928CVV and the only lorry apart for that MAN and one or two others the reg’s of which from the old days i can still remember, only worked on 2 or 4 cyls, the centre two pots were not kitted out, i was told the manifolds hadn’t yet been modified when the Jake was fitted to that engine, can only assume that was the case unless the cost to convert the centre two cyls was prohibitive, but even on 4 it made the standard exhaust brake on moderns look positively feeble.
On the subject of speeds, will i never had the Sed Ack flat out but it would cruise at 70 @ 1100 rpm, so easy enough to work out where it would end up, i never took it above 80.
However i used to drive a F90 MAN in the late 80’s which despite appearing identical to the rest of the fleet was anything but, where other lorries of the time would peak around 70/80 and struggle to get there, this damned thing was just getting into it’s stride at 80 and, so i’m told 
would cruise at 95 all night long if you so wished…it was limited to 71 mph like all the others apparently dunno what happened there guv…
How times have changed, and blimey that’s getting on for 30 years ago when my hair was a different colour, and i can now no longer be bothered with the pushing shoving bullying and tailgating of the new breed drivers trying desperately to get past so their 0.0005mph advantage will see them a whole 100 yds further on ten minutes later 
, so i now stick the cruise on at 81 or 82 k’s and plod around all day happy as a puppy with two tails, we’re not rushed where i now work (hopefully see me time out here), when a lorry goes past at a genuine 60 it sticks out like a sore thumb, you’d last about 10 minutes i reckon at 80 in an artic before squadrons of the old bill surrounded you.
windrush:
Forgot to mention that besides the engine’s thirst there was also a weight penalty with them, possibly another reason why we only had a couple at Ballidon where payload was paramount! Our 1 ton engine crane couldn’t lift a ■■■■■■■ safely, yet it would easily move a 6LXB/LXC, the Rolls was heavy but still lighter than a ■■■■■■■■ I would guess that the ■■■■■■■ engined chassis was probably cheaper to purchase than a Gardner specced one?
We only ran one Sed Atk with a big ■■■■■■■ in and like you say Windrush the weight was a big penalty and with us as a certain job we did was paid on weight
So we specced Gardners even the
15.5 ltr Gardner 6LYT was nearly 300kg lighter that than the 14ltr ■■■■■■■ but I must admit the big ■■■■■■■ went like ■■■■ of a shovel a cracking enginePete.
The 14litre ■■■■■■■ is noted as being the longest in service life diesel engine ever built, with many examples reaching 1.8million miles before requiring a set of pistons and liners. This was the later EDC version as the better fuel control kept unburned fuel from escaping past the rings and stripping the bearings of their outer layers.
newmercman:
The 14litre ■■■■■■■ is noted as being the longest in service life diesel engine ever built, with many examples reaching 1.8million miles before requiring a set of pistons and liners. This was the later EDC version as the better fuel control kept unburned fuel from escaping past the rings and stripping the bearings of their outer layers.
Interesting stuff. Do you have a link to the report? What about the Detroit 60- IIRC, you had a soft spot for that engine?
No sorry, I heard it on a radio show or podcast, it was where I learned that the 60 series was designed by ■■■■■■■■ who decided that it was unnecessary as the N14 was still on top of the job, so they flogged it to John Deere, who found it too complicated and then Roger Penske bought the design for the ailing Detroit corporation.
Bit of a balls up from ■■■■■■■ as the 60 series is a far better engine than the ISX, which replaced the N14.
Bear in mind that every engine has a concept behind, OEM or not and Research & Development is a
key factor in the mission of the relevant company…acceptance is very vital to the final success
as well as the life-time-cycle. We nowadays have gross 10 concepts, with Paccar-group (Kenworth,
Peterbilt, DAF), Volkswagen-group (MAN, Scania), Mercedes-Benz-group, Iveco-group, Volvo-group,
Renault/Mack and some exotic far east… at the end of the day the concept leads…automotive,
agricultural, construction, marine, locomotive, energy, …so diverse your business
newmercman:
No sorry, I heard it on a radio show or podcast, it was where I learned that the 60 series was designed by ■■■■■■■■ who decided that it was unnecessary as the N14 was still on top of the job, so they flogged it to John Deere, who found it too complicated and then Roger Penske bought the design for the ailing Detroit corporation.Bit of a balls up from ■■■■■■■ as the 60 series is a far better engine than the ISX, which replaced the N14.
Very interesting ,this will put my cousins fireworks out with his series 60 when I give him this news .
I’m surprised to read no mention of a characteristic feature of these engines, that is the high rate of warm recycled fuel returned to the running tank.
Many drivers found that to be a most welcome thing in the harsh winter conditions often experienced, especially in eastern Europe, Turkey, Russia etc…
Steve.
M&C steve:
I’m surprised to read no mention of a characteristic feature of these engines, that is the high rate of warm recycled fuel returned to the running tank.Many drivers found that to be a most welcome thing in the harsh winter conditions often experienced, especially in eastern Europe, Turkey, Russia etc…
Steve.
Many drivers also found it quite handy when showing the diesel checkers in France that you didn’t have over the limit of squirt… The hot diesel created a fair bit of vapour meaning they were reluctant to stick their nose over the top of the tank. Also handy when on a bit of rouge… So I’ve been told, I myself was never involved in such behaviour.
we had our first 3 14ltr ■■■■■■■ in erfs back in the eighties on night trunk from ackworth to Workington they were on lease for three years they were thrashed 24/7 only ever cooled down at Christmas hols, at the end of the lease fleet engineer had the heads taken off for a quick peak and there was hardly any wear in them we had the chance to buy them but didn’t as they were day cabs, james irlam ended up with them I think, what a motor I had one for a while unstoppable brilliant engine , forgot to say they did a million klms in that time
Tubbysboy:
…
The ■■■■■■■ (imho) could be a bit fickle… I totally agree that a ■■■■■■■ when on “song” couldn’t be out pulled up any hill by motors of a similar hp. But…the moment (normally after about 6 months) that the injectors lost their way a bit they turned a tad gutless and very thirsty… Dad used to send them into ■■■■■■■ at rainham for a tickle up. Was cheap enough and worked well… But downtime that the mans etc never needed…
This was mentioned on one of the LHD ERF threads, with regard to the acceptance of that marque in Spain (I notice that you live in Barcelona- was it you that mentioned it on that occasion?).
[zb]
anorak:Tubbysboy:
…
The ■■■■■■■ (imho) could be a bit fickle… I totally agree that a ■■■■■■■ when on “song” couldn’t be out pulled up any hill by motors of a similar hp. But…the moment (normally after about 6 months) that the injectors lost their way a bit they turned a tad gutless and very thirsty… Dad used to send them into ■■■■■■■ at rainham for a tickle up. Was cheap enough and worked well… But downtime that the mans etc never needed…This was mentioned on one of the LHD ERF threads, with regard to the acceptance of that marque in Spain (I notice that you live in Barcelona- was it you that mentioned it on that occasion?).
Yes mate it was me. Sorry for repeating meself!!! 