You can have all the new stuff they will never beat the love of WW1 and WW2 trucks and the Scammell is like a time capsule will all ways look and sound great thank you TheScammellexplorer for sharing.
I have worked on and started diesel engines in all kinds of equipment here in Canada, from Detroit Diesels , Caterpillar , Cummins and more , and in varying displacements , V16 down to inline six, in minus 30c temps , most had block heaters which keep the coolant warm, when plugged into an electrical outlet , the Big Engines 1800 hp plus on 300 ton mining haul trucks , when the truck was parked had quick couplers and hoses which hooked up to a stationary heater pump which circulated heated coolant through the engine block, if an engine in a piece of equipment for some reason quit in extreme temps minus 30c and was left for any length of time , we would cover the entire unit with a ex army parachute and place a propane fueled space heater underneath then repair the problem, and usually by that time the repairs were completed engine would start no problem.
The 13-1 compression ratio was the problem, it didn't generate enough heat for starting in extremely cold weather, we used to use a welding rod with a rag dipped in diesel and set on fire and put it down the intake manifold, never failed no matter how cold it was of course there was the usual plumes of smoke and smoke rings until the Pistons warmed up a little but once warmed up they were a pretty clean running engine. Reliability came as standard but the power outputs were abysmal when compared with Scania, Volvo, Cummins and others who made engines that actually had a decent power output and it finished Gardner for ever, sad but true.
@@exb.r.buckeyeman845 Its compression, the early indirect diesels ran on compression Ratios that high but direct injection engines normally run between 16/18 but Gardner for whatever reason used 13-1 which made for difficult starting in cold weather conditions.
@@exb.r.buckeyeman845 : Most diesel engines of large truck engine size and larger (9 litres and up) have compression ratios in the range 15:1 to 16:1. In theory conversion of combustion heat into mechanical energy delivered through the pistons by gas expansion rises with compression ratio. However, heat is lost through the cylinder walls into the coolant, and this implies you must minimise the cylinder wall area - the cylinder wall area in comparison to head area must of course rise with compression ratio. The faction of heat lost via cylinder walls begins to rise significantly faster than the rise in conversion efficiency above about 15:1. Hence around 15:1 to 16:1 is an optimum for fuel consumption. The smaller the engine is, the higher the compression must be for reliable cold starting, so very small diesels sometimes have compression ratios as much as 22:1. A lower compression ratio (eg 13:1) gives lower mechanical stresses on bearings and less piston ring blow-by, so a lower compression engine is more durable, especially before detergent oils became available, which prevent carbon particles from ring blow-by clumping together and causing extra wear.
So true about the compression ratios,some indirect injection engines ran at between 22-5 and 25 to 1 but were still difficult to start, probably one the worse was the Ford York series of engines which was unusual because Fords were normally good starters in cold weather. F7 Volvos had the same 13/1 compression ratio as Gardner but had a massive heating coil in the inlet manifold and were Never a problem to start.
They looked lovely and once warmed up were a smooth sounding quiet diesel. But they were one of the worst offenders for smoke, even when warm, partly I guess due to a slightly lower than optimal compression which is why they didn't knock like most diesels of that era
There is a story that Rolls Royce requested a Gardner 180 to test. Gardner duely supplied an engine and RR tested it. The report came back that said it was producing all of its horsepower but there was a piston missing.
Sounds like has major burnt valve or head gasket blown. Can hear the hiss out the exhaust and hammering back through the air cleaner plus difficulty starting by the way it takes so long to wind up. All you are going to end up doing is burning the guts out of the starter motor.
Any diesel needs a coyple of rgings right and it will go good fuel good starter motor and an excellent battery bonus is a bit of heat around the air i take and hey presto we got a runner
@@smckinney3mckinney141 Gardners are allergic to ether, That one started strange, it actually fired on all pots. Most start on 4 or 5 and the last one join the party a few minutes later
