Two very rare fotos of the very early scania 110 that samuel williams re engined due to reliability and parts supply problems.one with a rolls and two with ■■■■■■■ engines.sweden were not evidently very pleased…thanks to rob olorenshaw
Here are pictures of what appears to be one of these on Middle-East work. It has a day cab and a Rolls Royce 280 with a 9-speed Fuller 'box. Can’t remember where I found them but they were probably posted on the 9-speed Fuller thread. Robert
I don’t think there were reliability issues with the original engines as I remember those G reg. 110’s were quite old and had covered considerable mileage when they got the engines replaced, probably the cost of a replacement Scania engine far outweighed the value of them. I know 983 was driven by a chap named Malpas, he lived in Coseley West Midlands and worked for their B’ham depot.
Anyone know if the two ■■■■■■■ ones had 9-speed Fullers like the Rolls-powered one did? Robert
I don’t remember what boxes they had fitted in them but the driver did tell me the ■■■■■■■ ones were very nose heavy, a lot more noticeable than the Scania lump.
There is mention of these here:
viewtopic.php?f=35&t=88007&p=1239362&hilit=+custom+torque+#p1239362
viewtopic.php?f=35&t=88007&p=1250273&hilit=+custom+torque+#p1250273
viewtopic.php?f=35&t=13629&p=1203696&hilit=+custom+torque+#p1203696
There is also a CM article in the archives. I cannot find it 
.
From Anorak’s links, it would appear that one of the ■■■■■■■ ones had a 6-speed Fuller 'box according to Saviem as follows:
It was Samuel Williams, who put a “custom torque” NTC225, 225hp@1900rpm, 900lb ft @1100rpm, Lipe rollway, and 6speed Fuller, into a 1968 LB110, OOG980G. Having become fed up with the “lifetime cost” of a 100% Scania unit as they approached 200000miles. They also converted one to Rolls power, the subsequent ownership of which is documented by “geoffthecrowtaylor”, on the middle east thread.
Quite some conversion I believe! Cheerio for now.
AND, also from ‘Saviem’ in 2012:
Gentlemen,Samuel Williams had become disenchanted with the overall cost of ownership of the 110s. Parts prices particularly, (although Sweden was an EFTA Country, which gave them parity, trade wise, they sought to recover margin on the replacement part prices, as did Volvo, I remember the astronomic price for F88 brake drums), and with the best will in the world Scanias cost big money for Williams at about 150000kms. I was aware of OOG 980G, and her 335 ■■■■■■■■ (Custom Torque), she was based in Birmingham, ran to Milan regularly, but never knew the reg of the Rolls Conversion, (thank you Keith), The people from Rolls Royce told me about her, when I was involved with the Saviem SM340 chassis fitted with the Eagle/9sp Fuller, (and what an eye opener that lorry was, my Froggie clients could not believe the performance, and economy). I heard the stories about a possible Gardner transplant,but I have no knowledge, or reg numbers, so perhaps she was really a tale, (happy to be proved wrong). Amazing what you learn on these threads, thank you , Cheerio for now.
Robert
Maybe,at least in terms of engines/drivelines,more evidence that the Swedes were over rated over priced heaps compared to the Brit competition.While also suggesting that all in house component supplies v outsourced wasn’t/isn’t that clear cut.On that note why bother with the Scandinavians from at least the early 1970’s.When the choice between 7 MW cabbed ERF or even Scammell Crusader,both the with better ■■■■■■■■■■■■■■■■■■■■ combination,was there.
Carryfast:
Maybe,at least in terms of engines/drivelines,more evidence that the Swedes were over rated over priced heaps compared to the Brit competition.While also suggesting that all in house component supplies v outsourced wasn’t/isn’t that clear cut.On that note why bother with the Scandinavians from at least the early 1970’s.When the choice between 7 MW cabbed ERF or even Scammell Crusader,both the with better ■■■■■■■■■■■■■■■■■■■■ combination,was there.
While I agree that those ERFs and Scammells were both fit for purpose and worthy competitors, many of both those models seeing service on the Middle-East run, we are still left with the thorny issue of back-up in the form of a support network. Alas, Scania was ahead of that game. Robert
Bump
Carryfast:
Maybe,at least in terms of engines/drivelines,more evidence that the Swedes were over rated over priced heaps compared to the Brit competition.While also suggesting that all in house component supplies v outsourced wasn’t/isn’t that clear cut.On that note why bother with the Scandinavians from at least the early 1970’s.When the choice between 7 MW cabbed ERF or even Scammell Crusader,both the with better ■■■■■■■■■■■■■■■■■■■■ combination,was there.
None of the evidence suggests that the “Swedes were over rated over priced heaps compared to the Brit competition”. More than one post has stated quite clearly that the engines were changed due to high parts prices. Given that the same fleet had many more Swedish vehicles, none of which had their engines changed, even their fleet engineer must have preferred the original engine.
[zb]
anorak:Carryfast:
Maybe,at least in terms of engines/drivelines,more evidence that the Swedes were over rated over priced heaps compared to the Brit competition.While also suggesting that all in house component supplies v outsourced wasn’t/isn’t that clear cut.On that note why bother with the Scandinavians from at least the early 1970’s.When the choice between 7 MW cabbed ERF or even Scammell Crusader,both the with better ■■■■■■■■■■■■■■■■■■■■ combination,was there.None of the evidence suggests that the “Swedes were over rated over priced heaps compared to the Brit competition”. More than one post has stated quite clearly that the engines were changed due to high parts prices. Given that the same fleet had many more Swedish vehicles, none of which had their engines changed, even their fleet engineer must have preferred the original engine.
High replacement parts prices to the point of having to re engine an all in house Scandinavian product with an outsourced loose engine as fitted from day 1 in the Brit competition seems to fit the definition of ‘over priced’.Which then leaves the question of potential power output v purchase cost at least in terms of 6 cylinder types.Added to which is the question of cost,reliability and quality of use of the Fuller transmission choice v Volvo or Scania synchro.
Having said that to be fair,as I’ve said elsewhere,assuming heavy duty international type usage I’d qualify my comments by saying that the Scania V8 with a Fuller transmission would probably be a better buy from day 1 than the 6 cylinder versions and an easier conversion and arguably a game changer regards the above comparison in terms of power output potential,durability and overall life time costs including residual value.IE it would have taken the V8 with a Fuller box to make a reasonable competitor to the Brit competition. 