How about this for a bit of classic American trucking history? Yes it’s a GMC ‘Crackerbox’ and I am most grateful to ‘Crackerbox Jimmie’ who originally sent me this e-mail saying: “I drove two ‘Crackerboxes’ in the late 60s, a '61 and then a '64. The '61 had a V6 Detroit Diesel, rated as I remember at 218hp, pushing a single screw through a five-speed Eaton with a two-speed axle. The '64 has a 238hp Detroit, single screw with a ten-speed Fuller Roadranger. These trucks were very basic, with a narrow bunk, wider at the passenger end of the cab. Leg room was extremely limited and instumentation was mimimal. no aircon and heaters were weak. The '61 was a piece of junk, nothing but trouble with it. The '64 was a good truck for its day. The 238 was a strong engine and I hauled household goods all over the eastern US, west to Colorado and New Mexico.” Well BLB naturally asked Jimmie if he had any shots of his trucks and he’s come back with this absolute ‘cracker!’ for which I am most grateful. Now click through for more from the man himself…
This is on Big lorry Blog
John
3300 John
It looks like he could’nt find a decent firm to work for running something like this instead.Or it just proves again that it does’nt matter where you are in the world or when it’s better to work as an owner driver than an employed one especially if you ended up with a guvnor like bewick and put on one of those GM heaps or a Gardner powered one. By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
Hey Carryfast you saying I was a bad Guvnor ■■ I’ll have you know we always had a loyal long serving set of drivers !! the only ones that didn’t last were probably the ones with your attitude to work !! and believe me we soon sorted out those that didn’t make the grade !! We also never had any complaints about the type or quality of our fleet and finally Carryfast I always had good relations with the T&G union as in their books we were classed as good employers !! So there my son pick the bones out of that . Cheers Bewick.
No bewick it’s just that there’s probably no such thing as good guvnor that’s why they need unions in the first place. So are you saying that you would have given all of your drivers the choice between a Gardner powered British heap or a decent big power Scandinavian,Euro,or yank type used by many owner drivers or all those drivers who were lucky enough to work for firms where their guvnors were the exceptions which proved the rule?
How about this for a bit of classic American trucking history? Yes it’s a GMC ‘Crackerbox’ and I am most grateful to ‘Crackerbox Jimmie’ who originally sent me this e-mail saying: “I drove two ‘Crackerboxes’ in the late 60s, a '61 and then a '64. The '61 had a V6 Detroit Diesel, rated as I remember at 218hp, pushing a single screw through a five-speed Eaton with a two-speed axle. The '64 has a 238hp Detroit, single screw with a ten-speed Fuller Roadranger. These trucks were very basic, with a narrow bunk, wider at the passenger end of the cab. Leg room was extremely limited and instumentation was mimimal. no aircon and heaters were weak. The '61 was a piece of junk, nothing but trouble with it. The '64 was a good truck for its day. The 238 was a strong engine and I hauled household goods all over the eastern US, west to Colorado and New Mexico.” Well BLB naturally asked Jimmie if he had any shots of his trucks and he’s come back with this absolute ‘cracker!’ for which I am most grateful. Now click through for more from the man himself…
This is on Big lorry Blog
John
3300 John
It looks like he could’nt find a decent firm to work for running something like this instead.Or it just proves again that it does’nt matter where you are in the world or when it’s better to work as an owner driver than an employed one especially if you ended up with a guvnor like bewick and put on one of those GM heaps or a Gardner powered one. By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
Hey Carryfast you saying I was a bad Guvnor ■■ I’ll have you know we always had a loyal long serving set of drivers !! the only ones that didn’t last were probably the ones with your attitude to work !! and believe me we soon sorted out those that didn’t make the grade !! We also never had any complaints about the type or quality of our fleet and finally Carryfast I always had good relations with the T&G union as in their books we were classed as good employers !! So there my son pick the bones out of that . Cheers Bewick.
No bewick it’s just that there’s probably no such thing as good guvnor that’s why they need unions in the first place. So are you saying that you would have given all of your drivers the choice between a Gardner powered British heap or a decent big power Scandinavian,Euro,or yank type used by many owner drivers or all those drivers who were lucky enough to work for firms where their guvnors were the exceptions which proved the rule?
As usual Carryfast you are talking B******s !! No properly managed outfit can give the drivers “carte blanch” to choose their own motor !( the mind boggles as to how you can make the suggestion in the first place ) If the course of action you propose was followed you would have firms trying to run every type of motor under the sun !! All that would be achieved would be dozens of firms going out of business every week !! Just imagine if I’d have had a dozen Carryfast’s on the team all wanting and been given god knows what kind of exotic spec of American truck !!! I think I would end up climbing over the fence and putting my head on the Railway line !! You never cease to amaze Carryfast !! Keep taking the tablets !! you may vary the dose from time to time !! Cheers Bewick.
Now you are showing your ignorance Carryfast. A blower and a supercharger are two different names for the same thing! That is a device which forces air into the cylinder which gets its own power directly from the engine, normally but not always the crankshaft; as opposed to a turbocharger which gets its drive power from the exhaust. I never said that the superchargers/blowers used on two strokes were high pressure, but you said they were normally aspirated, and they aren’t.
acd1202:
Now you are showing your ignorance Carryfast. A blower and a supercharger are two different names for the same thing! That is a device which forces air into the cylinder which gets its own power directly from the engine, normally but not always the crankshaft; as opposed to a turbocharger which gets its drive power from the exhaust. I never said that the superchargers/blowers used on two strokes were high pressure, but you said they were normally aspirated, and they aren’t.
Youv’e got to understand acd1202 that the bold Carryfast is the only soldier in the regiment who is marching in time !!! We should have got him an apprenticeship at John Killingbeck’s although John wouldn’t have paid him with middles out of Polo mints he would have had to go on work experience or similar !! At least he would have been taught all about the finer points of Gardner engines !! Cheers Bewick.
i drove a BIG J and a guy warrior on tipper work…the warrior was by far the best 8 wheeler and a much more roomier cab…back in the days…no limiters…but on reflection not a bad truck for their day…
acd1202:
Now you are showing your ignorance Carryfast. A blower and a supercharger are two different names for the same thing! That is a device which forces air into the cylinder which gets its own power directly from the engine, normally but not always the crankshaft; as opposed to a turbocharger which gets its drive power from the exhaust. I never said that the superchargers/blowers used on two strokes were high pressure, but you said they were normally aspirated, and they aren’t.
It’s not ignorance to know the difference between when a ‘blower’ is being ‘used’ as a supercharger to force a lot more air into an engine than it could take in naturally on the induction stroke and when it’s being used to just provide air at around atmospheric to do the job of the non existent induction stroke on a two stroke diesel.If you want to see a roots type blower as fitted to a Detroit really doing the job of supercharging not just blowing then get down to a drag strip and see what it does when it’s fitted to a normal four stroke petrol engine and when the blower is geared to run at supercharging type speeds.The name’s the same but it’s employed on doing a totally different job on a two stroke diesel than when it’s being used to supercharge a four stroke motor.So if there’s no induction stroke and the blower is runnning at around atmospheric on the supply side to the cylinders then how is’nt that naturally aspirated?.As I said it’s just doing the same job as the atmosphere is doing in the case of a four stroke but in this case there is no induction stroke so the blower has to fill the cylinders at atmospheric or there abouts pressure instead.That’s why Detroit offered the turbocharger option in addition to the blower and I’ve spent enough time around drag racing cars and trucks to know the difference between a blower and a turbocharger and the difference between when it’s used as two stroke diesel blower and a four stroke supercharger.Who’s calling who ignorant now.
acd1202:
Now you are showing your ignorance Carryfast. A blower and a supercharger are two different names for the same thing! That is a device which forces air into the cylinder which gets its own power directly from the engine, normally but not always the crankshaft; as opposed to a turbocharger which gets its drive power from the exhaust. I never said that the superchargers/blowers used on two strokes were high pressure, but you said they were normally aspirated, and they aren’t.
Youv’e got to understand acd1202 that the bold Carryfast is the only soldier in the regiment who is marching in time !!! We should have got him an apprenticeship at John Killingbeck’s although John wouldn’t have paid him with middles out of Polo mints he would have had to go on work experience or similar !! At least he would have been taught all about the finer points of Gardner engines !! Cheers Bewick.
I know all about the rubbish points of Gardner engines they were usually fitted to all the trucks which drivers who could’nt go out and be owner drivers had to put up with just like guvnors like you.
How about this for a bit of classic American trucking history? Yes it’s a GMC ‘Crackerbox’ and I am most grateful to ‘Crackerbox Jimmie’ who originally sent me this e-mail saying: “I drove two ‘Crackerboxes’ in the late 60s, a '61 and then a '64. The '61 had a V6 Detroit Diesel, rated as I remember at 218hp, pushing a single screw through a five-speed Eaton with a two-speed axle. The '64 has a 238hp Detroit, single screw with a ten-speed Fuller Roadranger. These trucks were very basic, with a narrow bunk, wider at the passenger end of the cab. Leg room was extremely limited and instumentation was mimimal. no aircon and heaters were weak. The '61 was a piece of junk, nothing but trouble with it. The '64 was a good truck for its day. The 238 was a strong engine and I hauled household goods all over the eastern US, west to Colorado and New Mexico.” Well BLB naturally asked Jimmie if he had any shots of his trucks and he’s come back with this absolute ‘cracker!’ for which I am most grateful. Now click through for more from the man himself…
This is on Big lorry Blog
John
3300 John
It looks like he could’nt find a decent firm to work for running something like this instead.Or it just proves again that it does’nt matter where you are in the world or when it’s better to work as an owner driver than an employed one especially if you ended up with a guvnor like bewick and put on one of those GM heaps or a Gardner powered one. By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
Hey Carryfast you saying I was a bad Guvnor ■■ I’ll have you know we always had a loyal long serving set of drivers !! the only ones that didn’t last were probably the ones with your attitude to work !! and believe me we soon sorted out those that didn’t make the grade !! We also never had any complaints about the type or quality of our fleet and finally Carryfast I always had good relations with the T&G union as in their books we were classed as good employers !! So there my son pick the bones out of that . Cheers Bewick.
No bewick it’s just that there’s probably no such thing as good guvnor that’s why they need unions in the first place. So are you saying that you would have given all of your drivers the choice between a Gardner powered British heap or a decent big power Scandinavian,Euro,or yank type used by many owner drivers or all those drivers who were lucky enough to work for firms where their guvnors were the exceptions which proved the rule?
As usual Carryfast you are talking B******s !! No properly managed outfit can give the drivers “carte blanch” to choose their own motor !( the mind boggles as to how you can make the suggestion in the first place ) If the course of action you propose was followed you would have firms trying to run every type of motor under the sun !! All that would be achieved would be dozens of firms going out of business every week !! Just imagine if I’d have had a dozen Carryfast’s on the team all wanting and been given god knows what kind of exotic spec of American truck !!! I think I would end up climbing over the fence and putting my head on the Railway line !! You never cease to amaze Carryfast !! Keep taking the tablets !! you may vary the dose from time to time !! Cheers Bewick.
It’s your type of thinking which wrecked the British truck manufacturing industry and gave it to the foreign manufacturers instead.
How about this for a bit of classic American trucking history? Yes it’s a GMC ‘Crackerbox’ and I am most grateful to ‘Crackerbox Jimmie’ who originally sent me this e-mail saying: “I drove two ‘Crackerboxes’ in the late 60s, a '61 and then a '64. The '61 had a V6 Detroit Diesel, rated as I remember at 218hp, pushing a single screw through a five-speed Eaton with a two-speed axle. The '64 has a 238hp Detroit, single screw with a ten-speed Fuller Roadranger. These trucks were very basic, with a narrow bunk, wider at the passenger end of the cab. Leg room was extremely limited and instumentation was mimimal. no aircon and heaters were weak. The '61 was a piece of junk, nothing but trouble with it. The '64 was a good truck for its day. The 238 was a strong engine and I hauled household goods all over the eastern US, west to Colorado and New Mexico.” Well BLB naturally asked Jimmie if he had any shots of his trucks and he’s come back with this absolute ‘cracker!’ for which I am most grateful. Now click through for more from the man himself…
This is on Big lorry Blog
John
3300 John
It looks like he could’nt find a decent firm to work for running something like this instead.Or it just proves again that it does’nt matter where you are in the world or when it’s better to work as an owner driver than an employed one especially if you ended up with a guvnor like bewick and put on one of those GM heaps or a Gardner powered one. By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
Hey Carryfast you saying I was a bad Guvnor ■■ I’ll have you know we always had a loyal long serving set of drivers !! the only ones that didn’t last were probably the ones with your attitude to work !! and believe me we soon sorted out those that didn’t make the grade !! We also never had any complaints about the type or quality of our fleet and finally Carryfast I always had good relations with the T&G union as in their books we were classed as good employers !! So there my son pick the bones out of that . Cheers Bewick.
No bewick it’s just that there’s probably no such thing as good guvnor that’s why they need unions in the first place. So are you saying that you would have given all of your drivers the choice between a Gardner powered British heap or a decent big power Scandinavian,Euro,or yank type used by many owner drivers or all those drivers who were lucky enough to work for firms where their guvnors were the exceptions which proved the rule?
As usual Carryfast you are talking B******s !! No properly managed outfit can give the drivers “carte blanch” to choose their own motor !( the mind boggles as to how you can make the suggestion in the first place ) If the course of action you propose was followed you would have firms trying to run every type of motor under the sun !! All that would be achieved would be dozens of firms going out of business every week !! Just imagine if I’d have had a dozen Carryfast’s on the team all wanting and been given god knows what kind of exotic spec of American truck !!! I think I would end up climbing over the fence and putting my head on the Railway line !! You never cease to amaze Carryfast !! Keep taking the tablets !! you may vary the dose from time to time !! Cheers Bewick.
It’s your type of thinking which wrecked the British truck manufacturing industry and gave it to the foreign manufacturers instead.
OK Carryfast you cretin if you can only respond with one line of verbal diorrea I think us sensible ex hauliers/drivers have obviously won the argument !!! I can tell you that the last UK built tractors that joined our fleet were 2 Sed Atk 401in 1984 and yes my old son they were 8LXB 265s/Fuller/Rockwell !! We did try to continue to buy UK built tractors but I will admitt that Gardners did lose their way as did the fuel consumption on ■■■■■■■ , Rolls Royce ( in my opinion ) were bags of S**t so never ever figured in our requirements !! There now Carryfast I’ve 'fessed up so how about you owning up to being the only man in the regiment that is marching in time — go on nobody will ridicule you for accepting that you are 100% wrong about DDs go on admitt it !!! Bewick.
Hiya all …why i was so intrested in the big J, I was 17. The M6 was been lengthened upto Carlisle from Carnforth and the chap who i used to ride with let me have the wheel of this 3 month old Guy big J 180(dont tell the HSE).The motorway was mostly stone so the speed limit was only a few mph at first later it was mcadam and i was older. This was my training. So eversince I’ve had a thing about bigJs.Someone said there was’nt much room for him in the Guy well it seemed pritty big to me all those years ago.I can remember seeing Smiths lorries as i was Guy big J spotter but never remember seeing one with a 240
but would have liked to have done as i was a Gardner man until 1980.I bet alot of you have seen me and thinking 21 year olds look younger. well i was only
18 and a bit usually crusing up and down the M6 at weekends.
John.
acd1202:
Now you are showing your ignorance Carryfast. A blower and a supercharger are two different names for the same thing! That is a device which forces air into the cylinder which gets its own power directly from the engine, normally but not always the crankshaft; as opposed to a turbocharger which gets its drive power from the exhaust. I never said that the superchargers/blowers used on two strokes were high pressure, but you said they were normally aspirated, and they aren’t.
It’s not ignorance to know the difference between when a ‘blower’ is being ‘used’ as a supercharger to force a lot more air into an engine than it could take in naturally on the induction stroke and when it’s being used to just provide air at around atmospheric to do the job of the non existent induction stroke on a two stroke diesel.If you want to see a roots type blower as fitted to a Detroit really doing the job of supercharging not just blowing then get down to a drag strip and see what it does when it’s fitted to a normal four stroke petrol engine and when the blower is geared to run at supercharging type speeds.The name’s the same but it’s employed on doing a totally different job on a two stroke diesel than when it’s being used to supercharge a four stroke motor.So if there’s no induction stroke and the blower is runnning at around atmospheric on the supply side to the cylinders then how is’nt that naturally aspirated?.As I said it’s just doing the same job as the atmosphere is doing in the case of a four stroke but in this case there is no induction stroke so the blower has to fill the cylinders at atmospheric or there abouts pressure instead.That’s why Detroit offered the turbocharger option in addition to the blower and I’ve spent enough time around drag racing cars and trucks to know the difference between a blower and a turbocharger and the difference between when it’s used as two stroke diesel blower and a four stroke supercharger.Who’s calling who ignorant now.
Ah Carryfast you’ve let another cat of the bag ( spending a lot of time round the drag strips ) you have obviously been sniffing the juice they run the dragsters on ---- say no more --wink,wink, nod,nod !! Bewick.
acd1202:
Now you are showing your ignorance Carryfast. A blower and a supercharger are two different names for the same thing! That is a device which forces air into the cylinder which gets its own power directly from the engine, normally but not always the crankshaft; as opposed to a turbocharger which gets its drive power from the exhaust. I never said that the superchargers/blowers used on two strokes were high pressure, but you said they were normally aspirated, and they aren’t.
It’s not ignorance to know the difference between when a ‘blower’ is being ‘used’ as a supercharger to force a lot more air into an engine than it could take in naturally on the induction stroke and when it’s being used to just provide air at around atmospheric to do the job of the non existent induction stroke on a two stroke diesel.If you want to see a roots type blower as fitted to a Detroit really doing the job of supercharging not just blowing then get down to a drag strip and see what it does when it’s fitted to a normal four stroke petrol engine and when the blower is geared to run at supercharging type speeds.The name’s the same but it’s employed on doing a totally different job on a two stroke diesel than when it’s being used to supercharge a four stroke motor.So if there’s no induction stroke and the blower is runnning at around atmospheric on the supply side to the cylinders then how is’nt that naturally aspirated?.As I said it’s just doing the same job as the atmosphere is doing in the case of a four stroke but in this case there is no induction stroke so the blower has to fill the cylinders at atmospheric or there abouts pressure instead.That’s why Detroit offered the turbocharger option in addition to the blower and I’ve spent enough time around drag racing cars and trucks to know the difference between a blower and a turbocharger and the difference between when it’s used as two stroke diesel blower and a four stroke supercharger.Who’s calling who ignorant now.
Ah Carryfast you’ve let another cat of the bag ( spending a lot of time round the drag strips ) you have obviously been sniffing the juice they run the dragsters on ---- say no more --wink,wink, nod,nod !! Bewick.
How about this for a bit of classic American trucking history? Yes it’s a GMC ‘Crackerbox’ and I am most grateful to ‘Crackerbox Jimmie’ who originally sent me this e-mail saying: “I drove two ‘Crackerboxes’ in the late 60s, a '61 and then a '64. The '61 had a V6 Detroit Diesel, rated as I remember at 218hp, pushing a single screw through a five-speed Eaton with a two-speed axle. The '64 has a 238hp Detroit, single screw with a ten-speed Fuller Roadranger. These trucks were very basic, with a narrow bunk, wider at the passenger end of the cab. Leg room was extremely limited and instumentation was mimimal. no aircon and heaters were weak. The '61 was a piece of junk, nothing but trouble with it. The '64 was a good truck for its day. The 238 was a strong engine and I hauled household goods all over the eastern US, west to Colorado and New Mexico.” Well BLB naturally asked Jimmie if he had any shots of his trucks and he’s come back with this absolute ‘cracker!’ for which I am most grateful. Now click through for more from the man himself…
This is on Big lorry Blog
John
3300 John
It looks like he could’nt find a decent firm to work for running something like this instead.Or it just proves again that it does’nt matter where you are in the world or when it’s better to work as an owner driver than an employed one especially if you ended up with a guvnor like bewick and put on one of those GM heaps or a Gardner powered one. By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
Hey Carryfast you saying I was a bad Guvnor ■■ I’ll have you know we always had a loyal long serving set of drivers !! the only ones that didn’t last were probably the ones with your attitude to work !! and believe me we soon sorted out those that didn’t make the grade !! We also never had any complaints about the type or quality of our fleet and finally Carryfast I always had good relations with the T&G union as in their books we were classed as good employers !! So there my son pick the bones out of that . Cheers Bewick.
No bewick it’s just that there’s probably no such thing as good guvnor that’s why they need unions in the first place. So are you saying that you would have given all of your drivers the choice between a Gardner powered British heap or a decent big power Scandinavian,Euro,or yank type used by many owner drivers or all those drivers who were lucky enough to work for firms where their guvnors were the exceptions which proved the rule?
As usual Carryfast you are talking B******s !! No properly managed outfit can give the drivers “carte blanch” to choose their own motor !( the mind boggles as to how you can make the suggestion in the first place ) If the course of action you propose was followed you would have firms trying to run every type of motor under the sun !! All that would be achieved would be dozens of firms going out of business every week !! Just imagine if I’d have had a dozen Carryfast’s on the team all wanting and been given god knows what kind of exotic spec of American truck !!! I think I would end up climbing over the fence and putting my head on the Railway line !! You never cease to amaze Carryfast !! Keep taking the tablets !! you may vary the dose from time to time !! Cheers Bewick.
It’s your type of thinking which wrecked the British truck manufacturing industry and gave it to the foreign manufacturers instead.
OK Carryfast you cretin if you can only respond with one line of verbal diorrea I think us sensible ex hauliers/drivers have obviously won the argument !!! I can tell you that the last UK built tractors that joined our fleet were 2 Sed Atk 401in 1984 and yes my old son they were 8LXB 265s/Fuller/Rockwell !! We did try to continue to buy UK built tractors but I will admitt that Gardners did lose their way as did the fuel consumption on ■■■■■■■ , Rolls Royce ( in my opinion ) were bags of S**t so never ever figured in our requirements !! There now Carryfast I’ve 'fessed up so how about you owning up to being the only man in the regiment that is marching in time — go on nobody will ridicule you for accepting that you are 100% wrong about DDs go on admitt it !!! Bewick.
Hi Dennis,
Not wishing to start a big debate,the Tilcon drivers at the Gore Quarry here had several Fodens with 265 Rolls in them,and Woody if he comes on will confirm this,they would pull like hell,and those blokes gave them some clog,it was only when Clarence Griffiths bought a new Foden eight legger with a 300 cat that any eight legger around this way could keep with them.
Cheers Dave.
HAS ANYONE GOT ANY PROOF THAT GUY FITTED AN 8 CYL 240 GARDNER ENGINE TO THE BIG J
Hiya Fergie how yer keeping ? gay wee’l I hope !! Anyhow where do you keep takin’ off to ? I’m sorry but it seems that we’ve run into the sand as in the absence of photographic proof or the sworn testomy of someone who built one or bought one we appear to be up s**t creek without a paddle !!! What do you think about starting up a general thread on Guy’s I.E Warriors, Invincibles Light 8s ect. Prior to Big Js. Cheers Bewick.
kr79:
Forgive my igronance ive heard of two stroke trucks but way before my time. Do you have to mix oil in the fuel like a two stroke mortorbike.
il take that as a no. But theres no need to try and ridicule me im not a mechanic and as ive only been driving for 10 years ive never come across a two stroke truck. Although when i first passed my test i briefly drove a e reg foden tipper with a 300 gardner must have have been one of the last of them. It was ok but i found the revs died a lot slower than the cat and ■■■■■■■ powered ones i have driven which didnt realy suit the fuller gearbox
kr79:
Forgive my igronance ive heard of two stroke trucks but way before my time. Do you have to mix oil in the fuel like a two stroke mortorbike.
il take that as a no. But theres no need to try and ridicule me im not a mechanic and as ive only been driving for 10 years ive never come across a two stroke truck. Although when i first passed my test i briefly drove a e reg foden tipper with a 300 gardner must have have been one of the last of them. It was ok but i found the revs died a lot slower than the cat and ■■■■■■■ powered ones i have driven which didnt realy suit the fuller gearbox
How about this for a bit of classic American trucking history? Yes it’s a GMC ‘Crackerbox’ and I am most grateful to ‘Crackerbox Jimmie’ who originally sent me this e-mail saying: “I drove two ‘Crackerboxes’ in the late 60s, a '61 and then a '64. The '61 had a V6 Detroit Diesel, rated as I remember at 218hp, pushing a single screw through a five-speed Eaton with a two-speed axle. The '64 has a 238hp Detroit, single screw with a ten-speed Fuller Roadranger. These trucks were very basic, with a narrow bunk, wider at the passenger end of the cab. Leg room was extremely limited and instumentation was mimimal. no aircon and heaters were weak. The '61 was a piece of junk, nothing but trouble with it. The '64 was a good truck for its day. The 238 was a strong engine and I hauled household goods all over the eastern US, west to Colorado and New Mexico.” Well BLB naturally asked Jimmie if he had any shots of his trucks and he’s come back with this absolute ‘cracker!’ for which I am most grateful. Now click through for more from the man himself…
This is on Big lorry Blog
John
3300 John
It looks like he could’nt find a decent firm to work for running something like this instead.Or it just proves again that it does’nt matter where you are in the world or when it’s better to work as an owner driver than an employed one especially if you ended up with a guvnor like bewick and put on one of those GM heaps or a Gardner powered one. By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
Hey Carryfast you saying I was a bad Guvnor ■■ I’ll have you know we always had a loyal long serving set of drivers !! the only ones that didn’t last were probably the ones with your attitude to work !! and believe me we soon sorted out those that didn’t make the grade !! We also never had any complaints about the type or quality of our fleet and finally Carryfast I always had good relations with the T&G union as in their books we were classed as good employers !! So there my son pick the bones out of that . Cheers Bewick.
No bewick it’s just that there’s probably no such thing as good guvnor that’s why they need unions in the first place. So are you saying that you would have given all of your drivers the choice between a Gardner powered British heap or a decent big power Scandinavian,Euro,or yank type used by many owner drivers or all those drivers who were lucky enough to work for firms where their guvnors were the exceptions which proved the rule?
As usual Carryfast you are talking B******s !! No properly managed outfit can give the drivers “carte blanch” to choose their own motor !( the mind boggles as to how you can make the suggestion in the first place ) If the course of action you propose was followed you would have firms trying to run every type of motor under the sun !! All that would be achieved would be dozens of firms going out of business every week !! Just imagine if I’d have had a dozen Carryfast’s on the team all wanting and been given god knows what kind of exotic spec of American truck !!! I think I would end up climbing over the fence and putting my head on the Railway line !! You never cease to amaze Carryfast !! Keep taking the tablets !! you may vary the dose from time to time !! Cheers Bewick.
It’s your type of thinking which wrecked the British truck manufacturing industry and gave it to the foreign manufacturers instead.
OK Carryfast you cretin if you can only respond with one line of verbal diorrea I think us sensible ex hauliers/drivers have obviously won the argument !!! I can tell you that the last UK built tractors that joined our fleet were 2 Sed Atk 401in 1984 and yes my old son they were 8LXB 265s/Fuller/Rockwell !! We did try to continue to buy UK built tractors but I will admitt that Gardners did lose their way as did the fuel consumption on ■■■■■■■ , Rolls Royce ( in my opinion ) were bags of S**t so never ever figured in our requirements !! There now Carryfast I’ve 'fessed up so how about you owning up to being the only man in the regiment that is marching in time — go on nobody will ridicule you for accepting that you are 100% wrong about DDs go on admitt it !!! Bewick.
Hi Dennis,
Not wishing to start a big debate,the Tilcon drivers at the Gore Quarry here had several Fodens with 265 Rolls in them,and Woody if he comes on will confirm this,they would pull like hell,and those blokes gave them some clog,it was only when Clarence Griffiths bought a new Foden eight legger with a 300 cat that any eight legger around this way could keep with them.
Cheers Dave.
Well Dave as far as I could remember ( Sed Atk & ERF ) it was only the Big own account operators who bought the RR engined chassis in quantity ( all the oil Cos.and supermarkets and not fogetting the tax payer funded BRS ) mainly because they were a lump cheaper than ■■■■■■■ and secondly fuel consumtion /maintainence costs were of liitle importance !! I did aquire one in a fleet we took over in '76 ( Seddon 34-4 RR/?/Group) and it lived down to every expectation we had !! needless to say it got the heave-ho not long after !! Cheers Dennis.
How about this for a bit of classic American trucking history? Yes it’s a GMC ‘Crackerbox’ and I am most grateful to ‘Crackerbox Jimmie’ who originally sent me this e-mail saying: “I drove two ‘Crackerboxes’ in the late 60s, a '61 and then a '64. The '61 had a V6 Detroit Diesel, rated as I remember at 218hp, pushing a single screw through a five-speed Eaton with a two-speed axle. The '64 has a 238hp Detroit, single screw with a ten-speed Fuller Roadranger. These trucks were very basic, with a narrow bunk, wider at the passenger end of the cab. Leg room was extremely limited and instumentation was mimimal. no aircon and heaters were weak. The '61 was a piece of junk, nothing but trouble with it. The '64 was a good truck for its day. The 238 was a strong engine and I hauled household goods all over the eastern US, west to Colorado and New Mexico.” Well BLB naturally asked Jimmie if he had any shots of his trucks and he’s come back with this absolute ‘cracker!’ for which I am most grateful. Now click through for more from the man himself…
This is on Big lorry Blog
John
3300 John
It looks like he could’nt find a decent firm to work for running something like this instead.Or it just proves again that it does’nt matter where you are in the world or when it’s better to work as an owner driver than an employed one especially if you ended up with a guvnor like bewick and put on one of those GM heaps or a Gardner powered one. By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
Hey Carryfast you saying I was a bad Guvnor ■■ I’ll have you know we always had a loyal long serving set of drivers !! the only ones that didn’t last were probably the ones with your attitude to work !! and believe me we soon sorted out those that didn’t make the grade !! We also never had any complaints about the type or quality of our fleet and finally Carryfast I always had good relations with the T&G union as in their books we were classed as good employers !! So there my son pick the bones out of that . Cheers Bewick.
No bewick it’s just that there’s probably no such thing as good guvnor that’s why they need unions in the first place. So are you saying that you would have given all of your drivers the choice between a Gardner powered British heap or a decent big power Scandinavian,Euro,or yank type used by many owner drivers or all those drivers who were lucky enough to work for firms where their guvnors were the exceptions which proved the rule?
As usual Carryfast you are talking B******s !! No properly managed outfit can give the drivers “carte blanch” to choose their own motor !( the mind boggles as to how you can make the suggestion in the first place ) If the course of action you propose was followed you would have firms trying to run every type of motor under the sun !! All that would be achieved would be dozens of firms going out of business every week !! Just imagine if I’d have had a dozen Carryfast’s on the team all wanting and been given god knows what kind of exotic spec of American truck !!! I think I would end up climbing over the fence and putting my head on the Railway line !! You never cease to amaze Carryfast !! Keep taking the tablets !! you may vary the dose from time to time !! Cheers Bewick.
It’s your type of thinking which wrecked the British truck manufacturing industry and gave it to the foreign manufacturers instead.
OK Carryfast you cretin if you can only respond with one line of verbal diorrea I think us sensible ex hauliers/drivers have obviously won the argument !!! I can tell you that the last UK built tractors that joined our fleet were 2 Sed Atk 401in 1984 and yes my old son they were 8LXB 265s/Fuller/Rockwell !! We did try to continue to buy UK built tractors but I will admitt that Gardners did lose their way as did the fuel consumption on ■■■■■■■ , Rolls Royce ( in my opinion ) were bags of S**t so never ever figured in our requirements !! There now Carryfast I’ve 'fessed up so how about you owning up to being the only man in the regiment that is marching in time — go on nobody will ridicule you for accepting that you are 100% wrong about DDs go on admitt it !!! Bewick.
Hi Dennis,
Not wishing to start a big debate,the Tilcon drivers at the Gore Quarry here had several Fodens with 265 Rolls in them,and Woody if he comes on will confirm this,they would pull like hell,and those blokes gave them some clog,it was only when Clarence Griffiths bought a new Foden eight legger with a 300 cat that any eight legger around this way could keep with them.
Cheers Dave.
Well Dave as far as I could remember ( Sed Atk & ERF ) it was only the Big own account operators who bought the RR engined chassis in quantity ( all the oil Cos.and supermarkets and not fogetting the tax payer funded BRS ) mainly because they were a lump cheaper than ■■■■■■■ and secondly fuel consumtion /maintainence costs were of liitle importance !! I did aquire one in a fleet we took over in '76 ( Seddon 34-4 RR/?/Group) and it lived down to every expectation we had !! needless to say it got the heave-ho not long after !! Cheers Dennis.
Hi Dennis,
Don’t know what fuel figures they were getting,Woody or Pete the Windrush would know better than I. Tilcon had 290 ■■■■■■■ lc engine in the last Foden they had here,before they sold the lorries to the drivers,several who are still operating,two are still running Fodens admittedly with Cat engines,but they are both on their sixth or seventh Foden,thats if you count the Tilcon one’s they drove. They obviously won’t be having anymore,so it will be Volvo or Scania next time,as the one already has a Scania as well.
Cheers Dave.
By the way check out the comments from modern day 60 series fans who don’t seem to have a clue that the motor that they’re looking at is a 14 Litre V12 with around 500 horses but unlike the 60 series it has’nt got a turbocharger.So what would the 60 series do without a turbo and what would be the fuel consumption of two 240 Gardners fitted in one truck and what would be the the weight?.
