ERF-Continental:
I assume it is known that ■■■■■■■ Diesel once made 2-stroke diesels?
When was this? (I really ought to buy some more books!)
No harm done, nothing missed…
I suggest you buy the book “The Diesel Odyssey of Clessie ■■■■■■■■ written by his son
Lyle ■■■■■■■ and published by Carnot Press in 1998, not an expensive investment but
with many not known (and romantic) details. ISBN 0-917308-04-2
As still is the case…manufacturers try their developments during races…
Perhaps strange to read…as for example the ERF European ended a soft end with lack of service
through ERF themselves…but ■■■■■■■ DID really focus on service, since their beginnings with the’
stationary diesels, later the marine and finally the automotive. That combination, well described,
made it possibible to serve the industry…construction, marine, automotive…
To show some evidence…a part of the Chapter 2 of Denonville’s book:
in 1934 ■■■■■■■ tested both 4 and 2 stroke applications during the 500 miles
Indianapolis race…to be honest…the 2 stroke did perform well but perhaps
some agressive attitude towards Detroit Diesel (and later Krupp-Krawa) the
4 stroke paved the way and road…excuses for Dutch language…
ERF-Continental:
No harm done, nothing missed…I suggest you buy the book “The Diesel Odyssey of Clessie ■■■■■■■■ written by his son
Lyle ■■■■■■■ and published by Carnot Press in 1998, not an expensive investment but
with many not known (and romantic) details. ISBN 0-917308-04-2As still is the case…manufacturers try their developments during races…
Amazon want £52 for it. To a pauper like me, that is an expensive investment! Is it OK if I just carry on asking questions? 
Have you got this one? books.google.co.uk/books?id=JeS- … ne&f=false
I’ve just scanned briefly through that google link and one of the things that caught my eye was the outcry in the USA that federal tax on diesel fuel was to rise from 3cents to 5cents. We should be so lucky!
@Anorak…pffff…await and attack…sometimes better offers pop up!
The engine that could (your link) is very good and explaining out of a more scientific US-mode.
Feel free to ask…I will proceed, perhaps in a ‘new’ thread as my input again polutes others.
A-J
PM me…where you are from?
DIG:
cargo:
DIG:
Just to add a a different perspective on the type of engine that I owned and operated here in Western Australia from the ■■■■■■■ family it was K19 a 19litre engine that when originally purchased was set at 450bhp I understand it was originally developed as a stationary unit i.e. gen set /marine unit/earthmoving and adapted later to road transport and fitted as mine was in a W model Kenworth prime mover……
Cheers DigYes a nice big old school powerful engine Dig.
One of my boys skippered a workboat powered with 2-KTA19M’s, around a lazy 750hp each.
Was overtaken by an ancient KW re-powered with one in the late 80’s.
No speed limiter and I watched him disappear into the sunset.
Felt like Dennis Weaver from Duel.Was it this one Cargo I often disappeared about sunset usually into the sleeper lol.
Cheers Dig
That’s a lot of truck there Dig.
I’m in Qld and the one that overtook me only had the one tri axle trailer, so she was moving along quite effortlessly.
KW looks right, but then I’m not too clever on all their models.
Cab over or bonneted, needle nose, SAR, big radiator………… too much for me.
Next thing you’ll have me counting rivets.
cargo:
DIG:
cargo:
DIG:
Just to add a a different perspective on the type of engine that I owned and operated here in Western Australia from the ■■■■■■■ family it was K19 a 19litre engine that when originally purchased was set at 450bhp I understand it was originally developed as a stationary unit i.e. gen set /marine unit/earthmoving and adapted later to road transport and fitted as mine was in a W model Kenworth prime mover……
Cheers DigYes a nice big old school powerful engine Dig.
One of my boys skippered a workboat powered with 2-KTA19M’s, around a lazy 750hp each.
Was overtaken by an ancient KW re-powered with one in the late 80’s.
No speed limiter and I watched him disappear into the sunset.
Felt like Dennis Weaver from Duel.Was it this one Cargo I often disappeared about sunset usually into the sleeper lol.
Cheers Dig
That’s a lot of truck there Dig.
I’m in Qld and the one that overtook me only had the one tri axle trailer, so she was moving along quite effortlessly.
KW looks right, but then I’m not too clever on all their models.
Cab over or bonneted, needle nose, SAR, big radiator………… too much for me.
Next thing you’ll have me counting rivets.
I wouldn’t do that to you mate and KWs of that era had a few rivets in the cab and sleeper, that model was a W924 and rolled off the production line in 1984 and I owned it until 20001,it did a fine job for us and is still poodling about here in Perth.I also did a few trips across the top to your neck of the woods with it usually 2 trailers but a couple of triples.
Cheers Dig
Why did Clessie ■■■■■■■■ attempts for European deliveries ‘fail’?
-
Citroën was more or less forced by the French-government to obtain one type of engine
and then produce it yourself, to protect, stimulate and expand French-production. -
FIAT was very keen to obtain a license or a co-operation, however during the visit of Clessie
■■■■■■■ in Torino (Turin) he discovered a dismantled Ford V8…enquiries showed that it was
purchased to dismantle and invent how the vehicles was built, sort of ‘reverse engineering’
When FIAT asked ■■■■■■■ to develop a new fuel-system for the bigger FIAT-diesels, Clessie
replied that the engineering department was too small and very much filled with tasks. -
Thornycroft was also very keen to be in charge but the proposal given by Sir John Thornycroft
suggested a world wide license agreement including a joint venture manufacturing company in
Reading. As ■■■■■■■ had then the policy to sell/deliver to anyone, including all truck builders,
Thornycroft did not accept this non-exclusivity.
Source: Chapter 9 “Enduring two continents 1932” out of “The Diesel Odyssey of Clessie ■■■■■■■■
By the way…who invented the vertical exhaust-pipe? So called stacks…
ERF-Continental:
By the way…who invented the vertical exhaust-pipe? So called stacks…
■■■■■■■■ because their engines chucked out that much black smoke the following traffic was running into the trucks! The 220’s we had in dumpers were much the same… 
Pete.
Top Pete! Not many people know that story butit was a solid solution then!
The ■■■■■■■ 450hp from the KT450-series which was frequently applied
in Mack’s Super Liner…450hp at 2100 revs for construction, off-road.
Alex
I remember a nice booklet by A. Martin of Pacific Freight Lines of 1950 with
a lot of on-road experiences of operating ■■■■■■■ Diesel…though one point
of trouble…the booklet I have is in French language…SAVIEM please help out!
The title is “Sur la route avec le Diesel ■■■■■■■■ september 1950
To avoid a lot of people are affected by the never ending story on the AEC V8-thread, I herewith
input my specific ■■■■■■■■■■■■■ where it belongs and could be vital as well!
Just some remarks that ■■■■■■■ did try…source “The engine that could” so Anorak invest your earnings
of the "CF"T-shirt in this reliable/neutral book!
-
■■■■■■■ first began designing a compact V-engine line in 1953, the same year GM launched a program to
develop a short-stroke four-cycle diesel engine. Both companies encountered serious difficulties. Over the next
decade, GM launched at least five more initiatives to design an oversquare diesel, all of them unsuccessful. For
its part, ■■■■■■■ had little to show after six years of intermittent work. By 1959, Irwin Miller had run out of
patience. Earlier in the year, DD had announce the introduction of eight new V-type engines, including models
aimed at the light- and medium-duty truck markets. In a confidential memo to his top subordinates, he (IW)
asserted that the "sales and profits lost by this delay and failure to have a commanding product edge are
astronomical. Things were so desperate, as IW saw it that ■■■■■■■ could afford to spend “ANY SUM OF MONEY”
to get his family of (smaller V) engines selected and in existence before the end of 1961. IW added that money
was “absolutely no object” in accomplishing this goal. #201 of the book -
IW spoke optimistically in September 1961 to a Time magazine reporter about the imminent introduction of
two more engines: the “VAL” (V-6, 140hp) and the “VIT” (V-6 turbocharged engine). These engines would tap a
market "so large that volume production would make a diesel as cheap to purchase as a gasoline engine. In 1962
and 1963 the VIMS and VINES were causing major warranty costs…they were averaging almost five failures per
warranty period - more than six times as many as the non-V ■■■■■■■ engines. The average warranty cost on a
NH engine (line, not V) in May 1963 was $61,-, whereas the equivalent figure was $1.285,- for the V (Vine’s).
#202 of the book
So Anorak and Gingerfold were SPOT ON with their expertises and explanations!
One of the first (still existing) manufacturers of diesel engines testing their inventions at races?
Picture is taken during a commemoration at Indy 500, show-purposes.
I am probably in the minority of “one” but the Ford D1000 V8 ■■■■■■■ performed perfectly,was it a vim or a vine,I’m not sure, but it ran like clockwork for me,smooth as silk,and-----If I asked it boy could it pick its feet up and ■■■■ all over any other 4 wheeler,but I tret it with respect,oil change every two weeks,filter every month.Also the 205/220 NH in-line engines were excellent,not as economical as the legendary Gardner of which we ran many at Bewick Transport but I will always have a soft spot for the ■■■■■■■ engines we ran and I will defend their integrity always.
Bewick:
I am probably in the minority of “one” but the Ford D1000 V8 ■■■■■■■ performed perfectly,was it a vim or a vine,I’m not sure, but it ran like clockwork for me,smooth as silk,and-----If I asked it boy could it pick its feet up and ■■■■ all over any other 4 wheeler,but I tret it with respect,oil change every week,filter every month.Also the 205/220 NH in-line engines were excellent,not as economical as the legendary Gardner of which we ran many at Bewick Transport but I will always have a soft spot for the ■■■■■■■ engines we ran and I will defend their integrity always.
I seem to remember that on one of these threads, ‘ERF-Continental’ posted an article cutting written by an operator of Bedfords who claimed that the ■■■■■■■ V8 was, for him, a success. Your Ford was a lightweight, like the Bedfords. Someone else suggested on the AEC V8 thread that the V8 ■■■■■■■ was fine in a 16-tonner but not up to 32-40 tonne work. Robert