pete smith:
Fergie47:
michel:
This Bernard TDA 211 with Mack engine and gearbox is in west of France.
Very nice Michel…is there one in Bretagne ?
Hi Dave/Michel,
The French connection with Mack was well and truly alive years before the Renault link up with them, would this have pre-dated the Dutch connection?
Cheer’s Pete
Pierre…John did a write up of the tie between Unic and Mack somewhere back on this thread, it made interesting reading…
Fergie47:
pete smith:
Fergie47:
michel:
This Bernard TDA 211 with Mack engine and gearbox is in west of France.
Hi Dave,
I’ve sent you a PM hope you and Liz are ok ?
Regards
Richard
MaggieD:
Hi Dave,I’ve sent you a PM hope you and Liz are ok ?
Regards
Richard
Hi Richard…we’re both well thanks, and you and Angie took I hope …
Haven’t recieved your PM …
Dave
To continue with Bernard trucks, here are two interesting pictures of the fleet of Tps Galletti, showing from left to right:
- standard Bernard TD 180 with Pelpel cab
- Bernard Lévrier TD 200 with Pelpel cab and Alsthom V8 engine
- Mack B 61 with 214 bhp engine
- Bernard TD 211 with the same Mack engine and Letourneur & Marchand cab
It must habe been terrible to fit at the wheel of the Mack when used to the vast cabs fitted on the Bernards!
If any of you, apart from Dipster, are interested in the 1958 Bernard Lévrier (Greyhound) fitted with the Alsthom air-cooled V8, here are 3 pages of an article published in Charge-Utile Magazine n° 13 (1999). In French, of course. Bonne lecture…
Froggy55:
If any of you, apart from Dipster, are interested in the 1958 Bernard Lévrier (Greyhound) fitted with the Alsthom air-cooled V8, here are 3 pages of an article published in Charge-Utile Magazine n° 13 (1999). In French, of course. Bonne lecture…
2
1
0
Very interesting Paul, I too wasn’t aware that they made a air cooled V8. Would it had been more successful if there was more budget and time to develop the engine more properly I wonder, as the air-cooled Deutz and Tatra engines seemed to have been bulletproof…?
Bernard’s main problem is that they never had a sufficient budget to design their own engines. The came into the diesel world with Gardners they first bought and then produced under licence before improving them themselves in the end. The 6 LW gradually saw its bore passing from 108 mm to 136 mm with a final displacement of 13.2 litres in 1961 (MF 636 engine developing 185 bhp). That latter version was posterior to the Alsthom V8, but not enough to cope with the demand of more powerful trucks. From 1964 to the end (1967), the Mack END (211 bhp) was offered as an alternative on most models.
Froggy55:
1Will some of you tell more on this mighty Marmon-Herrington used on a passenger line between Damascus and Baghdad in the 1940s and 1950s? Could the two vertical cylinders above the bumper have something to do with a kind of early air-suspension?Those cylinders are indeed an early air suspension system, made by Gruss and often fitted to Gilford coaches in Britain in the 1930s.
Thanks!
That’s all I found about the device, patented in US in 1928: patents.google.com/patent/US1692035A/en
Unfortunately no picture or drawing, but extensive explainations.
And two advertisements.
Latil H12B1O Firetruck in Saarcountry when France had a protectorate on it. You can see the Garner licensed engine.
Strangely, the cab cell looks very similar to the Magirus cabs of the 1960s; but after all, we’re in Germany!
Citroen T55 with a load of Ami6 which had the same behind windscreen as the Ford Anglia :
I perfectly remember the Citroën 55; a basic, reliable and cheap truck, very successful. In the 1960s, the Citroën car range consisted only in the 2 CV, Ami 6 and ID/DS, with a tremendous gap between the latters.
Froggy55:
I perfectly remember the Citroën 55; a basic, reliable and cheap truck, very successful. In the 1960s, the Citroën car range consisted only in the 2 CV, Ami 6 and ID/DS, with a tremendous gap between the latters.
My brother had an Ami 8 in the UK, his was an estate version (break). This was a slightly restyled 6. He loved it and it was often thrashed up and down the A6 when he came to visit me with his family. It never let him down. He only got rid of it after several years because his wife (ex-wife now…) hated the styling and nagged about it.
There was also eventually an Ami 10 that was fitted with the flat 4 from the GS (not many were sold) and also a rare rotary-engined model.
Citroen were an adventurous company, less so nowadays sadly.
I seem to recall that the Citroen trucks were available with cabs painted in quite charming pastel shades of green, blue and grey. They were sturdy old workhorses and you could see quite a few around the countryside for years.
The Ami fitted with the “boxer” engine was the Ami Super. As I understood French wasn’t a problem for you, here’s an article about it:
lautomobileancienne.com/citroen … 1973-1976/
They also attempted to commercialise another model, fitted with a ■■■■■■ rotor engine, the M 35; a total failure:
carjager.com/blog/article/c … ental.html
Froggy55:
The Ami fitted with the “boxer” engine was the Ami Super. As I understood French wasn’t a problem for you, here’s an article about it:
lautomobileancienne.com/citroen … 1973-1976/They also attempted to commercialise another model, fitted with a [zb] rotor engine, the M 35; a total failure:
carjager.com/blog/article/c … ental.html
Thanks for these. I will read them this evening. I had a friend who was very enthusiastic about Citroens. He bought one of the first GS models with a rotary engine. When it went it did go very well. But it spent a great deal of time chez Citroen… all down to the engine. I fear the mention of clients cobayes in the magazine article title was so true! When (if?) I get the necessary spare cash I want a C6 as a toy.
A Citroen T 60 with sleepercab hauling English products…
