BMC rushed the ill fated FJ through quickly to try and counter Ford’s D series and I worked on some ‘C’ registered FJ’s so the Ford must have appeared at the same time, around 1965. I certainly worked on D Series trucks in 1966.
Pete.
Spot on Dennis the D series first came on the scene in 1965 C reg to replace the Trader this was then followed in april 1967 (this would have been E reg) by the D1000.
windrush:
BMC rushed the ill fated FJ through quickly to try and counter Ford’s D series and I worked on some ‘C’ registered FJ’s so the Ford must have appeared at the same time, around 1965. I certainly worked on D Series trucks in 1966.Pete.
A few hauliers this way had new D800’s new in 1966 Pete,which they ran at 14 ton gross,then a couple of years later several had D1000 running at 16 ton gross with the 360 turbo in them. I drove a six wheeler in 1970 with the 360 turbo at 20 ton gross.
Cheers Dave.
a couple more
Dave the Renegade:
April 1967 saw the range expanded upwards with the arrival of the Phase II D1000 series, designed for operation up to a weight of 28 tons gross, and at that time the largest trucks ever produced by Ford of Britain. The D1000s were powered by ■■■■■■■ produced V8 diesel engines of 7.7 litres displacement.
In 1981 the range was replaced by the Ford Cargo in European markets.
There was an option for the D1000/28tonner to be fitted with the Perkins V8. In my experience it seemed to be more reliable than the ■■■■■■■ version, but it didn’t last so long and was prone to using excessive fuel and oil. Most of the problems came about by operators saving money- and getting a comparatively modern vehicle- then expecting them to do the same work as the predominant Gardner and 6-cylinder ■■■■■■■ of the time. I bought mine (G-reg) when it was two years old and found out that two years was about the most you could expect from a hard-worked Perkins V8. It managed a shade under 5mpg and used almost as much oil!
Retired Old ■■■■:
Dave the Renegade:
April 1967 saw the range expanded upwards with the arrival of the Phase II D1000 series, designed for operation up to a weight of 28 tons gross, and at that time the largest trucks ever produced by Ford of Britain. The D1000s were powered by ■■■■■■■ produced V8 diesel engines of 7.7 litres displacement.
In 1981 the range was replaced by the Ford Cargo in European markets.There was an option for the D1000/28tonner to be fitted with the Perkins V8. In my experience it seemed to be more reliable than the ■■■■■■■ version, but it didn’t last so long and was prone to using excessive fuel and oil. Most of the problems came about by operators saving money- and getting a comparatively modern vehicle- then expecting them to do the same work as the predominant Gardner and 6-cylinder ■■■■■■■ of the time. I bought mine (G-reg) when it was two years old and found out that two years was about the most you could expect from a hard-worked Perkins V8. It managed a shade under 5mpg and used almost as much oil!
Living not a million miles from Peterborough (gateway to eastern Europe 
), I have a couple of mates who are retired Perkins development engineers. One of them told me a few years ago that Perkins had a fix for excessive oil consumption on the V8, a longer dipstick! In other words, they reduced the amount of oil in the engine on the basis that the further the level went down, the less it used. The subject came up when one of our local garages asked him to have a look at their recovery, a converted D1000 fire engine that was using loads of oil. He confirmed that it still had it’s original short dipstick, they changed it for a later. longer one, and as far as I know it improved it.
Bernard
Stanfield:
Spot on Dennis the D series first came on the scene in 1965 C reg to replace the Trader this was then followed in april 1967 (this would have been E reg) by the D1000.
0
For a moment I was thinking to have catched a Ford D of Hammond Transport Services (HTS) over here, well it was not
For some weeks I again saw the many episodes of “The Brothers” (1972-1976) and have a question:
on one of the lorries/trailers, there was a white shield/panel with H/O on it…what is the meaning?
Nice to have this thread discovered and I will more often look here
Keep up the good work, 172 pages is a big harvest!
A-J
albion1938:
Retired Old ■■■■:
Dave the Renegade:
April 1967 saw the range expanded upwards with the arrival of the Phase II D1000 series, designed for operation up to a weight of 28 tons gross, and at that time the largest trucks ever produced by Ford of Britain. The D1000s were powered by ■■■■■■■ produced V8 diesel engines of 7.7 litres displacement.
In 1981 the range was replaced by the Ford Cargo in European markets.There was an option for the D1000/28tonner to be fitted with the Perkins V8. In my experience it seemed to be more reliable than the ■■■■■■■ version, but it didn’t last so long and was prone to using excessive fuel and oil. Most of the problems came about by operators saving money- and getting a comparatively modern vehicle- then expecting them to do the same work as the predominant Gardner and 6-cylinder ■■■■■■■ of the time. I bought mine (G-reg) when it was two years old and found out that two years was about the most you could expect from a hard-worked Perkins V8. It managed a shade under 5mpg and used almost as much oil!
Living not a million miles from Peterborough (gateway to eastern Europe
Bernard
We once had a brand new Gardner engine where I worked that was using (as opposed to losing) a lot of oil and that was cured by changing the dipstick.
The early Perkins V8’s did suffer from excessive oil consumption, we re-linered several under warranty in BMC Mastiffs for Petter Engines at Staines. With Gardner it was better to have the oil level below the MAX mark on the dipstick, my LDV van is the same as if I fill it right up to the mark it blows oil out of the breather but have it halfway between the marks it use very little oil between changes.
Pete.
No-one told me about the easy fix for V8 oil consumption. However, I think the reason why mine used so much was evident by the colour of the exhaust smoke and the deposits inside the tail pipe! 
Thanks to Stanfield and tractordriver for the photos 
fine lot of the old stuff, specially the black and white, I’m old enough to have seen the traction engine and threshing mill working on local farms where I grew up, they were double manned and consisted of the engine, the mill and living quarters trailer, by the early 1940s they were fazed out in favour of the tractor, and single manned, the bothy(living quarters) was also consigned to history as the tractor driver could unbelt and get himself home for the night, at this time farms were also installing the static mill within the steading and driven by Petter or Lister engines and in some cases a mill wheel supplied from a dam by mill race. Have to excuse me dwelling on nostalgia, time to stop and get on with things more up to date.
Oily
ERF-Continental:
Stanfield:
Spot on Dennis the D series first came on the scene in 1965 C reg to replace the Trader this was then followed in april 1967 (this would have been E reg) by the D1000.For a moment I was thinking to have catched a Ford D of Hammond Transport Services (HTS) over here, well it was not
For some weeks I again saw the many episodes of “The Brothers” (1972-1976) and have a question:
on one of the lorries/trailers, there was a white shield/panel with H/O on it…what is the meaning?
Nice to have this thread discovered and I will more often look here
Keep up the good work, 172 pages is a big harvest!
A-J
Hi ERF-Continental, welcome, a Hammond wagon photo, thanks to Len Rogers. Though not a Ford D, I take it that it is the same company.
Oily
Thx oily!!!
I was however referring to theTV-series of “The Brothers” so Hammond Transport with lovely Hilary Tindall and others
By all meansnice to see this SA, a truck hardly given the possibility to be sold in Netherlands/Belgium, though with the
same dealergroup of Hocke (Groot-Bijgaarden) in Brussels.
Have a nice weekend!
A-J
Ref. The oil consumption. If you drain the engine oil on any engine and refill with the manufacturers stated ammount, you will find that the oil level on the stick is not on the full mark. To “top up to full” invites the sump pressure blowing the excess out of the breather. Jim
lespullan:
Retired Old ■■■■:
Well I never! I didn’t realise that Vulcan were a member of the Rootes Group (Commer, Karrier, Sunbeam, Hillman, Humber). Anyone supply further information?Hi Rof, another two Singer and Talbot, seem to think Peugeot took over Rootes,
Vulcan made cars 1902 to 1928 and commercials until 1953. I was only six then , Google tells me the dates.
Les.
Not quite correct, Puegeot took over from Chrysler who had taken over Rootes Group.
Leyland600:
Hi Bewick, Aye I think you are right RWB must have got his D100 by then G reg and think Colin had something similar. I remember John B making a comment to the Ford salesman that the cabs cannot be that warm as both Colin and RWB had beards which he reckoned they needed to keep warm. I was clean shaven and ran a Gardner engined Mickey Mouse Foden and John quoted me as having a warm wagon with no need for a beard. I can assure him that I needed an insulated boiler suit and summat inside me to keep warm as there frequently was more ice on the inside of the cab than out.
Cheers Leyland 600
Hiya L600,wasn’t RWB’s D1000 unit “F” reg and IIRC Bill Patty had a D1000 artic as well,was the drivers name Messenger ? Oh! and both RWB and Colin didn’t have time to shave,too busy fleeing aboot durin’ two weeks work in yan eh! .Come to think of it the last new Traders were “C” reg and were put into service among the new “D” Series,IIRC Robsons had some late reg Traders.Cheers Bewick.
oiltreader:
Thanks to Stanfield and tractordriver for the photos
ERF-Continental:
Thx oily!!!I was however referring to theTV-series of “The Brothers” so Hammond Transport with lovely Hilary Tindall and others
By all meansnice to see this SA, a truck hardly given the possibility to be sold in Netherlands/Belgium, though with the
same dealergroup of Hocke (Groot-Bijgaarden) in Brussels.Have a nice weekend!
A-J
I think you will find HTS and Hammonds were two different firms. I’m pretty sure HTS was Hiltons Transport Services from London and Hammonds were from Sittingbourne. No doubt someone will put us right. Cheers Haddy.