1973 was the year of the 12 weeks strike at Gardner
The Seddon totals will include engines for the Pennine bus
Sadly I don’t have totals of engine types supplied.
Sorry it won’t line up correctly, but you should be able to work it out
I was told by a former Atkinson employee of the strange way that Gardners sold their engines to the various manufacturers and this was based on the number of cylinders and not actual engines. I’ve no reason to doubt this individual but I always thought it strange ! Cheers Dennis.
Yes that is correct, Gardner’s calculated annual engine output in the number of cylinders produced. They had a vast range of engines even if we are mainly interested in the lorry engines (all of which were also available as marine, rail, and stationery engines). In addition to the 6LX, 6LXB, 8LXB, all in production concurrently, there was also the LW, L2, and L3 engine ranges still in production and available in any number of cylinders between 1 and 8, (except 7). That’s partly the reason why there was always a waiting list for a Gardner engine, they had too many variants for streamlined production. In addition they also made marine gearboxes and compressors, both to fit with their own engines.
1973 was the year of the 12 weeks strike at Gardner
The Seddon totals will include engines for the Pennine bus
Sadly I don’t have totals of engine types supplied.
Sorry it won’t line up correctly, but you should be able to work it out
I was told by a former Atkinson employee of the strange way that Gardners sold their engines to the various manufacturers and this was based on the number of cylinders and not actual engines. I’ve no reason to doubt this individual but I always thought it strange ! Cheers Dennis.
Yes that is correct, Gardner’s calculated annual engine output in the number of cylinders produced. They had a vast range of engines even if we are mainly interested in the lorry engines (all of which were also available as marine, rail, and stationery engines). In addition to the 6LX, 6LXB, 8LXB, all in production concurrently, there was also the LW, L2, and L3 engine ranges still in production and available in any number of cylinders between 1 and 8, (except 7). That’s partly the reason why there was always a waiting list for a Gardner engine, they had too many variants for streamlined production. In addition they also made marine gearboxes and compressors, both to fit with their own engines.
Phew ! thanks for that Graham as I was wondering if I was imagining what the Chap had told me ( I can name him if Chris G asks !) Thanks Dennis
gazsa401:
I was wondering when SoM ordered the 8LXB GUY Big Js did Gardner’s say to GUY we will supply you with a large amount of 8LXBs so long as your customer orders them
Was it a ploy by Gardner to get another foothold in the door as SoM were also operating “A” Series ERFs powered 8LXBs
You’ll probably know better Dennis but wasn’t ERF charging a premium for Gardner’s and that’s why ERF were pushing operators to fit ■■■■■■■ engines as supply was more available?
I can remember reading an article in a Truck magazine when ERF launched the “EC” Series Gardner’s weren’t an option but it was stated that if an operator wanted a large order for Gardner’s then ERF would of considered it
Cheers Gary
Hi Gaz, are you keeping your head down and avoiding this bloody virus ■■ Peter Foden once told me at a lunch I attended that the best favour UK Hauliers could do ERF was to order chassis with either ■■■■■■■ or RR ( ugh!) engines ! And your right they did along with other manufacturers charge a premium for the Gardner engined chassis which IIRC was in the range of £1000 to £1500 depending on which Gardner engine was fitted. But the dyed in the wool Operators knew that the extra cost was covered by the frugal diesel consumption and reliability plus a Gardner engine chassis always commanded a premium in the second hand market. I have said previously that ■■■■■■■ engine Guy Big J’s were the backbone of the SOM fleet throughout the years and I do not believe that Guy Motors could have got their hands on anymore than an odd 8LXB as Fodens/ERF & Atkinson were always clamouring for more Gardner engines than they were strictly allocated by Gardners rationing system. Cheers Dennis.
Hey up Dennis thanks for your reply I’m trying my best I’m describe as a “key worker as I deliver meat and food products
I hope you’re both keeping well and safe
Cheers Gary [emoji106]
gazsa401:
I was wondering when SoM ordered the 8LXB GUY Big Js did Gardner’s say to GUY we will supply you with a large amount of 8LXBs so long as your customer orders them
Was it a ploy by Gardner to get another foothold in the door as SoM were also operating “A” Series ERFs powered 8LXBs
You’ll probably know better Dennis but wasn’t ERF charging a premium for Gardner’s and that’s why ERF were pushing operators to fit ■■■■■■■ engines as supply was more available?
I can remember reading an article in a Truck magazine when ERF launched the “EC” Series Gardner’s weren’t an option but it was stated that if an operator wanted a large order for Gardner’s then ERF would of considered it
Cheers Gary
Hi Gaz, are you keeping your head down and avoiding this bloody virus ■■ Peter Foden once told me at a lunch I attended that the best favour UK Hauliers could do ERF was to order chassis with either ■■■■■■■ or RR ( ugh!) engines ! And your right they did along with other manufacturers charge a premium for the Gardner engined chassis which IIRC was in the range of £1000 to £1500 depending on which Gardner engine was fitted. But the dyed in the wool Operators knew that the extra cost was covered by the frugal diesel consumption and reliability plus a Gardner engine chassis always commanded a premium in the second hand market. I have said previously that ■■■■■■■ engine Guy Big J’s were the backbone of the SOM fleet throughout the years and I do not believe that Guy Motors could have got their hands on anymore than an odd 8LXB as Fodens/ERF & Atkinson were always clamouring for more Gardner engines than they were strictly allocated by Gardners rationing system. Cheers Dennis.
Hey up Dennis thanks for your reply I’m trying my best I’m describe as a “key worker as I deliver meat and food products
I hope you’re both keeping well and safe
Cheers Gary [emoji106]
Good on you Gaz ! and I hope you manage to steer clear of this bloody virus while going about this important work keeping the UK fed ! and also your Family stay safe as well ! Regards Dennis.
gazsa401:
I was wondering when SoM ordered the 8LXB GUY Big Js did Gardner’s say to GUY we will supply you with a large amount of 8LXBs so long as your customer orders them
Was it a ploy by Gardner to get another foothold in the door as SoM were also operating “A” Series ERFs powered 8LXBs
You’ll probably know better Dennis but wasn’t ERF charging a premium for Gardner’s and that’s why ERF were pushing operators to fit ■■■■■■■ engines as supply was more available?
I can remember reading an article in a Truck magazine when ERF launched the “EC” Series Gardner’s weren’t an option but it was stated that if an operator wanted a large order for Gardner’s then ERF would of considered it
Cheers Gary
Hi Gaz, are you keeping your head down and avoiding this bloody virus ■■ Peter Foden once told me at a lunch I attended that the best favour UK Hauliers could do ERF was to order chassis with either ■■■■■■■ or RR ( ugh!) engines ! And your right they did along with other manufacturers charge a premium for the Gardner engined chassis which IIRC was in the range of £1000 to £1500 depending on which Gardner engine was fitted. But the dyed in the wool Operators knew that the extra cost was covered by the frugal diesel consumption and reliability plus a Gardner engine chassis always commanded a premium in the second hand market. I have said previously that ■■■■■■■ engine Guy Big J’s were the backbone of the SOM fleet throughout the years and I do not believe that Guy Motors could have got their hands on anymore than an odd 8LXB as Fodens/ERF & Atkinson were always clamouring for more Gardner engines than they were strictly allocated by Gardners rationing system. Cheers Dennis.
Hey up Dennis thanks for your reply I’m trying my best I’m describe as a “key worker as I deliver meat and food products
I hope you’re both keeping well and safe
Cheers Gary [emoji106]
Good on you Gaz ! and I hope you manage to steer clear of this bloody virus while going about this important work keeping the UK fed ! and also your Family stay safe as well ! Regards Dennis.
Thanks Dennis for your kind words
There is one thing I’ve noticed whilst on my deliveries the amount of selfish people this pandemic has created
Cheers Gary
Hiya Gaz, yes your right Mate as in any major set back it always brings out the Best and, unfortunately, the Worst in people but Best always prevails as it will this time ! Keep safe Dennis,
Just been on to my uncle he says they did put the big Percy in the big j ,his mate was very high up at Guy when they shut down and couldnt buy the lorries that were left but dropped my uncle off at the gate with cash to buy them for him .
Anyone remember the big j at JCB that had V6 200 ■■■■■■■ in ?
Most of the Guy components ended up at motor components in Bilston .
There’s still one forsale in classic commercials,I think it’s an 80 tonner
That would be the turbocharged version Dan, there were not many of those produced either but Guy Motors did get a small allocation.
Pete.
Twin Turbo it was Gardner’s answer to the 290 ■■■■■■■■
Aye , but too late.
Lots of ■■■■■■■ 290s in Guy Big-Js. Reckon that was probably the best option over all, given that they were connected to 9-sp Fullers (well, I would say that wouldn’t I) . Ro
Carryfast:
Twin Turbo it was Gardner’s answer to the 290 ■■■■■■■■
Aye , but too late.
Lots of ■■■■■■■ 290s in Guy Big-Js. Reckon that was probably the best option over all, given that they were connected to 9-sp Fullers (well, I would say that wouldn’t I) . Ro
This is one of the only 2 8LXB TT’s made in action.Reputedly taken from the surviving one of the two prototype 8 LXBTT Big J’s when it was returned back to 6 LXB spec before sale on grounds of public and operator safety.It was supposed to be sent to China in revenge for the Amethyst but somehow ended up in the US where by all accounts they decided to change the fuelling saying it was stupidly under fuelled and that would fix all the problems.Some say Hugh Gardner was horrified when he found out the damage it did to the company’s reputation and it never recovered.
Carryfast:
Twin Turbo it was Gardner’s answer to the 290 ■■■■■■■■
Aye , but too late.
Lots of ■■■■■■■ 290s in Guy Big-Js. Reckon that was probably the best option over all, given that they were connected to 9-sp Fullers (well, I would say that wouldn’t I) . Ro
This is one of the only 2 8LXB TT’s made in action.Reputedly taken from the surviving one of the two prototype 8 LXBTT Big J’s when it was returned back to 6 LXB spec before sale on grounds of public and operator safety.It was supposed to be sent to China in revenge for the Amethyst but somehow ended up in the US where by all accounts they decided to change the fuelling saying it was stupidly under fuelled and that would fix all the problems.Some say Hugh Gardner was horrified when he found out the damage it did to the company’s reputation and it never recovered.
Carryfast:
Twin Turbo it was Gardner’s answer to the 290 ■■■■■■■■
Aye , but too late.
Lots of ■■■■■■■ 290s in Guy Big-Js. Reckon that was probably the best option over all, given that they were connected to 9-sp Fullers (well, I would say that wouldn’t I) . Ro
This is one of the only 2 8LXB TT’s made in action.Reputedly taken from the surviving one of the two prototype 8 LXBTT Big J’s when it was returned back to 6 LXB spec before sale on grounds of public and operator safety.It was supposed to be sent to China in revenge for the Amethyst but somehow ended up in the US where by all accounts they decided to change the fuelling saying it was stupidly under fuelled and that would fix all the problems.Some say Hugh Gardner was horrified when he found out the damage it did to the company’s reputation and it never recovered.
If you look closely, the engine stays in one piece. It looks as if the block detached itself from the bell housing.
I thought the way it seemed to stay together looked strange.Check out the wreckage here it looks like something serious has let go in the bottom end.So the story might have some credibility after all.Bewick’s or even SoM’s workshop ain’t going to fix that if it’s as bad as it looks.
Cracked it!
Dennis knows full well that he covered the back 2 pots with a firescreen, so we would never have rear shot of an 8 potter.
N.M.P as it was taken by R.O.F at a secret location near Kendalshire!
pete smith:
Cracked it!
Dennis knows full well that he covered the back 2 pots with a firescreen, so we would never have rear shot of an 8 potter.
N.M.P as it was taken by R.O.F at a secret location near Kendalshire!
Ten out of Ten for trying Pete but I reckon the only engine covered by that Fire screen will be an AEC 505 !! and the only bit of that chassis connected to the No 8 is what looks like the 8 studs wheels ! The wheels certainly look like they could be 900x20’s ! How that unit got in among my 8LXB Chassis stock I’ll never know ! Anyway I hope you are both keeping safe ! Regards Dennis.
pete smith:
Cracked it!
Dennis knows full well that he covered the back 2 pots with a firescreen, so we would never have rear shot of an 8 potter.
N.M.P as it was taken by R.O.F at a secret location near Kendalshire!
Ten out of Ten for trying Pete but I reckon the only engine covered by that Fire screen will be an AEC 505 !! and the only bit of that chassis connected to the No 8 is what looks like the 8 studs wheels ! The wheels certainly look like they could be 900x20’s ! How that unit got in among my 8LXB Chassis stock I’ll never know ! Anyway I hope you are both keeping safe ! Regards Dennis.
A very early model I reckon Dennis,
I’m fine mate and the Mrs working from home,We will all stay safe mate and keep having the craic eh?
The wheels certainly look like they could be 900x20’s ! How that unit got in among my 8LXB Chassis stock I’ll never know !