From a marketing point of vieuw it might be intentional to show this kind of road (M6) to
show how then current lorries did cope hills, curves etc…and indirectly to affect operators
knowing their lorries were (perhaps) not suited for the job…with then a substantial number
of approx 75bhp as extra, not to neglect fuel consumption but prices in 1970-1980 were not
that significant on the continent, the number of satisfied customers and less breakdowns WAS!
Next time you drive past that very place on the m6, look across the valley and on the side of the fell is a heart shaped wood, with what looks like a diagonal blaze across it.
I don’t know if the story’s true, but I was told that the hill farmer who owned the land in World War One had two sons, who both became soldiers.
When the first was killed in the war, he planted the wood as a memorial. When the second son was killed, he cut the gash across it to show his broken heart.
John.
ERF-Continental:
From a marketing point of vieuw it might be intentional to show this kind of road (M6) to
show how then current lorries did cope hills, curves etc…and indirectly to affect operators
knowing their lorries were (perhaps) not suited for the job…with then a substantial number
of approx 75bhp as extra, not to neglect fuel consumption but prices in 1970-1980 were not
that significant on the continent, the number of satisfied customers and less breakdowns WAS!
All advertising is a type of sublime messaging.In this case probably,as you say, suggesting that UK conditions were demanding enough,to make the previous ideas of the day,regarding productivety and efficiency obsolete.While probably also confirming that the 14 litre’s ability to meet that future demand,mainly in the form of the ability to handle ongoing increases in reliable specific torque outputs,was no fluke but that ■■■■■■■ knew it was contained in the design from the start. 
Carryfast:
ERF-Continental:
From a marketing point of vieuw it might be intentional to show this kind of road (M6) to
show how then current lorries did cope hills, curves etc…and indirectly to affect operators
knowing their lorries were (perhaps) not suited for the job…with then a substantial number
of approx 75bhp as extra, not to neglect fuel consumption but prices in 1970-1980 were not
that significant on the continent, the number of satisfied customers and less breakdowns WAS!All advertising is a type of sublime messaging.In this case probably,as you say, suggesting that UK conditions were demanding enough,to make the previous ideas of the day,regarding productivety and efficiency obsolete.While probably also confirming that the 14 litre’s ability to meet that future demand,mainly in the form of the ability to handle ongoing increases in reliable specific torque outputs,was no fluke but that ■■■■■■■ knew it was contained in the design from the start.
I hope you meant ‘subliminal’ messaging, CF, and not ‘sublime’ messaging!! 
Robert
robert1952:
I hope you meant ‘subliminal’ messaging, CF, and not ‘sublime’ messaging!!
Blimey I didn’t even understand the difference.I was obviously never going to make it in the advertising industry.
robert1952:
I hope you meant ‘subliminal’ messaging, CF, and not ‘sublime’ messaging!!
Ah Robert, there are none sublime as those who will not see! 
John
Saviem:
ERF C, Shotts was built originally to provide power units to Euclid, by avoiding the punitive importation tax then in force. In its early days Euclid were its sole client, but that changed rapidly.
Indeed copain! By 1956 ■■■■■■■ was already planning some 25 years to go globally! In 1944 they started ■■■■■■■ Diesel Export Company
in New York, to be concentrated in Columbus Indiana by 1947 as the ‘strange’ orders finally became interesting to control from the HQ.
November 7th 1956 was the official start of Shotts and ■■■■■■■ Engine Company Ltd…with Euclid as an entrance for orders. Later GM
fought about 8 years to dispute US government on too much power and influence…hence Terex was founded and a significant part of
US-based Euclid survived under Hitachi. Later Volvo BM took the remainings. ■■■■■■■ by then solid in the market and 75% output of Shotts’ production was for export, so 25% for UK…you all know the OEM’s by then. As said the cake was ‘given’ to Caterpillar, Terex (GM)
but a very interesting part remained for ■■■■■■■ with Komatsu and LeTourneau.
In 1959 ■■■■■■■ Diesel International Limited was founded on the Bahamas and later with Lausanne (CH) for the continental-market.
Many years earlier (for the enthusiasts) John Blackwood Hodge committed himsellf to ■■■■■■■■ in 1946.
■■■■■■■ had a strong interest in securing their business-environment…hence 1962/3 Reece Hatchitt marketed the filter-business as
Fleetguard with continental presence in Mechelen (near Brussel) and Quimper (F) in 1981. December 1963 was the milestone for the
Darlington-factory.
Well I reckon that is a Jempson’s Mandator coming the other way.
pursy:
Dan Punchard:
Anyone remember the bloke down at the old transporter depot nr redditch ,can’t just think of his name ,I once went to collect a sandblaster self filtering unit ,he delt in ex us airforce stock and used a bonneted kenworth with if I remember correctly a kta 19 725 ■■■■■■■ ,he even let me start it up !You are talking about Ian Mumberson, he passed away when he was 60 years old if I remember correctly.I thought the KT was in a Freightliner but I could be wrong. He had a lot of GMC ex US forces tractor units with Detroits in them.
Loving this thread on the 14 litre, had a B series with a 250 when I was about 22 and wild. She didn’t crack under the pressure.
Pursy
That’s him ,I think he had a heart attack in the caravan which he lived in on the yard ,I wonder where the ■■■■■■■ unit ended up ?
Trev_H:
I know who did the biggest shoehorn job, that was Guy’s getting the 290/335 and even 350 under the cab of a big j was no mean feat !
As a complete aside, I’ve seen several Volvo FH’s (all 5+ years old) over here in Sydney with ■■■■■■■ badges on them. Assuming they’re legit is this an Oz-only thing or is this also seen in the US (Canada)? Is it a case of cheaper than a new 16l Volvo unit/ cheaper parts down the track? Something else?
Looks like Shropshire fryske ?
ParkRoyal2100:
As a complete aside, I’ve seen several Volvo FH’s (all 5+ years old) over here in Sydney with ■■■■■■■ badges on them. Assuming they’re legit is this an Oz-only thing or is this also seen in the US (Canada)? Is it a case of cheaper than a new 16l Volvo unit/ cheaper parts down the track? Something else?
That would raise the obvious question is that an N14 choice over Volvo 16 L and/or ISX.The former would probably make more sense on the basis of proven durability and simplicity to maintain.On that note using the Fuller box in Scanias and Volvos is ( rightly ) also a common change in the colonies.
Dan Punchard:
Looks like Shropshire fryske ?
Yep that would be one of Mervyn Edwards ex BRS Guy’s, I soon learnt with those unit’s not to screw it hard round anywhere as you could melt the red airline on the turbo and never go under anything with a deep pin !
Trev_H:
Dan Punchard:
Looks like Shropshire fryske ?Yep that would be one of Mervyn Edwards ex BRS Guy’s, I soon learnt with those unit’s not to screw it hard round anywhere as you could melt the red airline on the turbo and never go under anything with a deep pin !
Yep - saw it last week – still awaiting tidying!
Carryfast:
ParkRoyal2100:
As a complete aside, I’ve seen several Volvo FH’s (all 5+ years old) over here in Sydney with ■■■■■■■ badges on them. Assuming they’re legit is this an Oz-only thing or is this also seen in the US (Canada)? Is it a case of cheaper than a new 16l Volvo unit/ cheaper parts down the track? Something else?That would raise the obvious question is that an N14 choice over Volvo 16 L and/or ISX.The former would probably make more sense on the basis of proven durability and simplicity to maintain.On that note using the Fuller box in Scanias and Volvos is ( rightly ) also a common change in the colonies.
You can still get a ■■■■■■■ and a Fuller box in a Volvo in North America. Although they don’t sell many now and the ishift is now standard behind the Volvo engines. The Fuller doesn’t really suit the Volvo engines either from what I gather from a friend that has such a beast. Mine has ishift and I’m glad it does, even though a Fuller presents no problems for me.
The question of an N14 isn’t obvious at all, in fact it is a daft question, mainly because they don’t make them anymore.
In theory you could transplant an N14 into a new Volvo, it would be possible to get engine mountings from earlier VN models that did have the N14 fitted, but it would require a new wiring loom and they ain’t cheap and it would also be totally illegal as it wouldn’t meet the requirements for emissions.
Abusively posted on the wrong thread as history appears to be minor in regard to recognizing engines/marques
from the chassis air-inlet or current availability of 14 litres, sorry or all were awaiting Mr. Saviem’s reaction sic
newmercman:
You can still get a ■■■■■■■ and a Fuller box in a Volvo in North America. Although they don’t sell many now and the ishift is now standard behind the Volvo engines. The Fuller doesn’t really suit the Volvo engines either from what I gather from a friend that has such a beast. Mine has ishift and I’m glad it does, even though a Fuller presents no problems for me…
Thanks NMM, I know it’s an aside but was curious about what I’d seen. I get the impression retro-fitting anything in the new FH would be all but impossible.
newmercman:
Carryfast:
That would raise the obvious question is that an N14 choice over Volvo 16 L and/or ISX.The former would probably make more sense on the basis of proven durability and simplicity to maintain.On that note using the Fuller box in Scanias and Volvos is ( rightly ) also a common change in the colonies.You can still get a ■■■■■■■ and a Fuller box in a Volvo in North America. Although they don’t sell many now and the ishift is now standard behind the Volvo engines. The Fuller doesn’t really suit the Volvo engines either from what I gather from a friend that has such a beast. Mine has ishift and I’m glad it does, even though a Fuller presents no problems for me.
The question of an N14 isn’t obvious at all, in fact it is a daft question, mainly because they don’t make them anymore.
In theory you could transplant an N14 into a new Volvo, it would be possible to get engine mountings from earlier VN models that did have the N14 fitted, but it would require a new wiring loom and they ain’t cheap and it would also be totally illegal as it wouldn’t meet the requirements for emissions.
I was going by the choice between an older ( 5+ ) year old used example v new.In which case as I said it might not be unheard of for a previous owner or even the the latest buyer to do whatever it takes to put an N14 and a Fuller in it. Bearing in mind the reputation for durabilty and simplicity of the N14 over the latest options.While the same obviously also applies in the case the Fuller.
The question then just being at what cut off age point would Oz/NZ regs outlaw the use of an N14 and does an older Volvo with it’s standard engine and box stripped out fit the description of a ‘glider’ at that point just subject to the emissions regs which applied when it was new ?.As for ‘not made’ any more there is a difference between older product support v new availability.On that note I’d guess that ‘if’ I wanted a new,or at least factory re built, N14,even now,with or without an exchange,I could probably,hopefully,get one.
There are quite a lot of people rebuilding old pre emission trucks, in fact there’s a radio show on satellite radio devoted to it. The host makes no secret of the fact that he is getting a commission for touting the products he recommends. The products are upgrades to, mainly the 60 series Detroit, although he’s leaning towards the N14 now as parts and engine cores for the Detroit are getting thin on the ground nowadays.
The truck of choice for the pre emission engine and modifications is the pre 03 facelift Volvo VN, as it stands up to a life on the road much better than the flimsy Freightliner models…
They’re doing some pretty extensive modifications to these trucks and getting very good reliability and mpg from them. Some of the things touted on the show are…
Micro Blue engine treatment, this involves micro polishing all the moving parts and coating them with a slippery coating to minimize mechanical drag. Including internal engine components, gearboxes, axles and wheel bearings.
Synthetic ultra low viscosity oils in engine, gearbox and axles, coupled with an oil bypass that filters the oil down to 1 micron, with regular sampling at a good lab they have trucks running around with the same oil in the sump for 500,000miles plus.
A 6x2 configuration with really tall rear end gearing to enable running in direct (11th in a 13spd, 16th in an 18spd)
FASS fuel air seperator systems, Google it.
Bigger turbo housings to enable better air flow, added to a free flow exhaust system behind a ceramic coated and ported exhaust manifold.
Reprogrammed ECUs.
Improved intercoolers.
Reusable foam high flow air filters and redesigned housings for better airflow.
Low rolling resistance tyres.
Aerodynamic improvements for tractor and trailer.
It’s a bit like turning a pig’s ear into a silk ■■■■■ really.