Yes we had one in a Foden S41 tractor unit it was a smokey engine when cold, it was a nice engine though,, this was back in the mid 1970s , thank you for the video Jim its not too often we see a Gardner 240 on stage so many thanks from us diesel heads
I don't know how you could stay in there with the smoke as the 240 had the most acrid exhaust of any diesel I know. My dad had one in an early Seddon Atkinson 400 and we used to run outside after starting in the shed or we'd be in tears. And for those who know.. The front wheel came over the bearing on that one too.
Smoke with this one wasn't too bad, and the shop is 11 meters tall so no problem. But it is true, there are some that can really smoke you out of the shop.
Yeah i agree all Gardners seem smokey. We started our Foden S20 with a Gardner 150 up to back it up further into the shed. I was told to stand at the back of the shed to watch how close we were to the back. One minute stood there i had to run out and my eyes were nearly streaming. 😂
I ran the 8 LXB in B series ERFs and yes they smoked when cold as they had low compression pistons but a mile down the road and the smoke had gone, they are a superb engine and mine went over a million miles without the heads or sumps coming off, we've lost our way in building long lasting, excellent fuel economy and reliable diesel engines.
Years ago worked for Jack Richards Norfolk who at the time had nothing but ERFs. Neither the Rolls Eagle, Cummins were any good, worst of all were the Gardners. None could pull the skin off a rice pudding. Even pulling an empty tri axle was a chore fitted with one of these. Meanwhile the likes of Scania & Volvo forged ahead with turbos and inter coolers producing big power & torque, everyone wanted one. An ERF with Gardner power was truly dire.
Yes they hadn’t got great horse power but when your Volvo and scania were clapped out your Gardner powered ERF would still be running for years more, you were obviously a driver and not an owner, your Volvo and scania has given us a legacy of poor lorry driving skills that we seem to be stuck with now.
@@paulwilson3083 Poor driving skills? I went on to be an owner driver pulling tilts out of Malaga - Calais return. My first truck was an F7 bought from Leggets transport, the chassis was extended & had air suspension fitted & 800litre tanks. I went onto an F10 300, an F12 400 edc (superb truck) and then FH16 700, this would pull 44t+ on the AP & AR gradients in top gear. All my trucks were exceptionally maintained and only had one engine give out and that was the F10 which shit itself at Pau (SOF) but was mega mileage . If I was mad or masochistic enough to run an ERF for instance with any Brit engine Inc Gardner the job would be impossible to do. I drove the little 6.7 litre F7 with no mechanical sympathy using all its lowly 224hp and using every one of its 16speed range change/splitter box for over a year at 40t + and the thing still had life left in it. Personally I just found the likes of Gardner & Rolls very poor in comparison. Combine a Gardner with the horrific quality standards of ERF at the time & you had a truck only a sadist would want to drive.. 🚚 .. 👍
@@garethifan1034 The problem is, time equals money. I used to do The Malaga to Calais/return slog in 5 days. Having a truck like the F12 400 edc made that possible. As time went on I wanted more power and went for the FH13 500 then the monster of them all the F16 700, this would pull on the gradients at 100kph in top gear at 50t, 30 x1t bulk bags on the floor of a tilt + 6more over the trailer bogie, yes totally illegal and not recommended but this truck would do it. Drop this down to 220hp Gardner power and the same journey would take 10 days! I take on board what you're saying ref low power meaning longevity but with the money lost with much longer journey times its just not a viable proposition. Plus, the Gardner would be fitted in a Foden /ERF or Sudden Accident, none of these trucks ever had any driver appeal or presence on the road and are certainly not for European long distance runs..
Gardner Engines were originally designed to be installed in boats , well made with low RPM and lots of low end torque and very reliable, to compete in the world market they needed to be turbo charged, intercooled and have a much bigger displacement, all of which would have been a big investment , they are still sought after for many applications.
A beautiful looking and sounding engine, but only the British would then install jack shafting that mounts the battery charging alternator directly below the fuel lift pump and injection pump. Guess what happens when you are repriming the fuel system. The dynamo equiped engines have the dynamo mounted much further forward out of harms way.
Only problem then is that it would foul the marine type engine mounts. They mount visible behind the alternator jack shaft. The marine type engine mounts have a hole in them for the jackshaf to go through.
@@trevortrevortsr2 True, we had some vessels in holland that had a turbo fitted to their 8L3B, they held up perfect en boosted power from 230 to 350 HP. Such a shame Gardner didn't start with turbo's as soon as they could. Once they did start with them they were too late.
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Yes we had one in a Foden S41 tractor unit it was a smokey engine when cold, it was a nice engine though,, this was back in the mid 1970s , thank you for the video Jim its not too often we see a Gardner 240 on stage so many thanks from us diesel heads
In my opinion the best engine of any British engine,i had a couple of ERF’s years ago pull a house down and a sound like no other.
I have one in a boat and I have to say I quite like it
Beautiful
Pure class
I don't know how you could stay in there with the smoke as the 240 had the most acrid exhaust of any diesel I know.
My dad had one in an early Seddon Atkinson 400 and we used to run outside after starting in the shed or we'd be in tears.
And for those who know.. The front wheel came over the bearing on that one too.
Smoke with this one wasn't too bad, and the shop is 11 meters tall so no problem. But it is true, there are some that can really smoke you out of the shop.
Yeah i agree all Gardners seem smokey. We started our Foden S20 with a Gardner 150 up to back it up further into the shed. I was told to stand at the back of the shed to watch how close we were to the back. One minute stood there i had to run out and my eyes were nearly streaming. 😂
I ran the 8 LXB in B series ERFs and yes they smoked when cold as they had low compression pistons but a mile down the road and the smoke had gone, they are a superb engine and mine went over a million miles without the heads or sumps coming off, we've lost our way in building long lasting, excellent fuel economy and reliable diesel engines.
@@paulwilson3083 yes, as soon as gardner's are up to temp, all smoke clears.
Britain's finest truck engine?
Years ago worked for Jack Richards Norfolk who at the time had nothing but ERFs. Neither the Rolls Eagle, Cummins were any good, worst of all were the Gardners. None could pull the skin off a rice pudding. Even pulling an empty tri axle was a chore fitted with one of these.
Meanwhile the likes of Scania & Volvo forged ahead with turbos and inter coolers producing big power & torque, everyone wanted one.
An ERF with Gardner power was truly dire.
Yes they hadn’t got great horse power but when your Volvo and scania were clapped out your Gardner powered ERF would still be running for years more, you were obviously a driver and not an owner, your Volvo and scania has given us a legacy of poor lorry driving skills that we seem to be stuck with now.
@@paulwilson3083 Poor driving skills?
I went on to be an owner driver pulling tilts out of Malaga - Calais return. My first truck was an F7 bought from Leggets transport, the chassis was extended & had air suspension fitted & 800litre tanks. I went onto an F10 300, an F12 400 edc (superb truck) and then FH16 700, this would pull 44t+ on the AP & AR gradients in top gear. All my trucks were exceptionally maintained and only had one engine give out and that was the F10 which shit itself at Pau (SOF) but was mega mileage . If I was mad or masochistic enough to
run an ERF for instance with any Brit engine Inc Gardner the job would be impossible to do.
I drove the little 6.7 litre F7 with no mechanical sympathy using all its lowly 224hp and using every one of its 16speed range change/splitter box for over a year at 40t + and the thing still had life left in it. Personally I just found the likes of Gardner & Rolls very poor in comparison.
Combine a Gardner with the horrific quality standards of ERF at the time & you had a truck only a sadist would want to drive.. 🚚
.. 👍
@@garethifan1034 The problem is, time equals money. I used to do The Malaga to Calais/return slog in 5 days. Having a truck like the F12 400 edc made that possible. As time went on I wanted more power and went for the FH13 500 then the monster of them all the F16 700, this would pull on the gradients at 100kph in top gear at 50t, 30 x1t bulk bags on the floor of a tilt + 6more over the trailer bogie, yes totally illegal and not recommended but this truck would do it. Drop this down to 220hp Gardner power and the same journey would take 10 days!
I take on board what you're saying ref low power meaning longevity but with the money lost with much longer journey times its just not a viable proposition. Plus, the Gardner would be fitted in a Foden /ERF or Sudden Accident, none of these trucks ever had any driver appeal or presence on the road and are certainly not for European long distance runs..
Gardner Engines were originally designed to be installed in boats , well made with low RPM and lots of low end torque and very reliable, to compete in the world market they needed to be turbo charged, intercooled and have a much bigger displacement, all of which would have been a big investment , they are still sought after for many applications.
Couldn't agree more. If they were any good as a truck engine then they'd still be about.
Can I contact you to conduct some commercial transactions? I want to get some of these engines in Egypt
A beautiful looking and sounding engine, but only the British would then install jack shafting that mounts the battery charging alternator directly below the fuel lift pump and injection pump. Guess what happens when you are repriming the fuel system. The dynamo equiped engines have the dynamo mounted much further forward out of harms way.
Only problem then is that it would foul the marine type engine mounts. They mount visible behind the alternator jack shaft. The marine type engine mounts have a hole in them for the jackshaf to go through.
Great engines, but Gardner refused to develop and move with the times.
Gardener never liked Turbo's
@@trevortrevortsr2 True, we had some vessels in holland that had a turbo fitted to their 8L3B, they held up perfect en boosted power from 230 to 350 HP. Such a shame Gardner didn't start with turbo's as soon as they could. Once they did start with them they were too late.
Yeah they lost the horsepower ton race sad