Ford Truck targets Middle East bound long-distance fleets

Ford Trucks Press Release / May 29, 1976

At Ford Motor Company, we’re serious about trucking. And proof of that is the new “Long Haul Cab” configuration now available for our popular Transcontinental heavy truck range.

Targeted at Western European and UK operators with long-distance routes to the Middle East, Africa and Western Asia, the 32-item post-production ‘Long Haul Cab” SVO option includes four packages:

Climatic Package – To combat the extreme temperatures encountered in hauling to/from the Middle East.

• Roof-mounted severe-service air conditioner
• Double-skinned roof to reduce the effects of the desert sun
• Tinted impact-resistant exterior sun visor
• Additional cab insulation
• Tinted and laminated windshield
• Tinted door windows
• Deleted side and rear bunk windows

Long Haul Package – Features required to meet the rigors of long distance haulage.

• Two burner gas stove (gas bottle located behind passenger seat)
• Wash basin
• 22-liter (0.78 cu.ft.) thermostatically-controlled refrigerator
• Cloths Locker (wardrobe)
• Tinted and laminated windshield
• Tinted door windows
• Heavy-duty suspension

Additional Storage Package – Enables drivers to operate for long periods fully self-contained.

• Under-bunk (lower) storage area
• Folding table with additional food storage container
• 10 liter (2.64 gallon) in-cab drinking water reservoir
• Three 20-liter (15.85 gallon total) drinking water containers in chassis-mounted and lockable carrier
• Door pocket racks
• Tape cassette holder
• Vacuum flask holder

Security Package – Provides protection and warning against theft, vandalism and accidental damage.

• Lockable fuel tank cap, cab tilt mechanism and fifth wheel coupling release
• Fire extinguisher
• Front headlamp and rear tail lamp guards
• Horn-actuating intruder door opening warning system
• Interior door locks

The passenger side dashboard lifts up to access the cab’s two burner gas stove and wash basin.

A 22-litre refrigerator, centrally located between the seats with vibration-insulating floor mounts, can be operated engine-off for 12 hours.

A generously sized fold-away table is centrally located between the driver and passenger for ease of use.

A 10 liter (2.64 gallon) drinking water reservoir supplying the in-cab wash basin is supplemented by three plastic 20-liter drinking water containers carried in an external and lockable rack. An example of the Transcontinental’s superb chassis packaging, an oversize toolbox is efficiently mounted underneath the water container rack, this all behind the battery box on the left frame rail.

Like all Transcontinental models, a two-bed sleeping arrangement is an available option.

The sleeping area side and rear windows can be substituted with blanking panels that featured internal shelving, adding greatly to the Transcontinental’s in-cab storage space.

Up to ten padlocks are provided for the battery box cover, external drinking water container rack, toolbox door and rear-stowed wheel chocks.

A fuel efficient 14-litre Cummins NTC355 rated at 340 horsepower is standard equipment, paired with a 13-speed Eaton-Fuller transmission and Rockwell drive axle(s), and a 600 litre fuel tank suitable for long-distance transport.

Ford Transcontinental – Maximum gross weight articulated and rigid trucks from the people that mean business in big trucks. Compare the Transcontinental with any other long-distance truck on the road today and you’ll quickly see why truck operators across Europe are switching to Ford.

.

Always thought having a fire inside the cab was a good idea.

KSC

every uk/eu manufacturer had an "intercontinental" or M/E option... as well as many after market companies.... from the days of two planks of wood across the cab, door to door, to these options was a leap forward in comfort for long distance drivers of the 70's and 80's... not too many "Super 8's" in eastern Turkey in those days...

take a look at this forum post, should illustrate well what was considered a "two man cab with facilities"...

http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=118844&hilit=cab+stove

goota love the "cab wood stove" on page 4...

if I was to convert my MH this way I would be able to register it as an "RV"... a lot cheaper to licence and insure... hmmmm, maybe!!!

BC Mack

Those I guess were the days-no RPG's, no IED's etc. Just plain thievery to deal with-and I would imagine there was plenty of that.

Not a lot of theft in the middle east, they cut your paws off for stealing, we did some jobs over there, never had a problem with losing anything and the people were great, the work force actually wanted to work and did good work with what little they had. Oh by the way the paw removal was not done by a medic, man with a oversized hatchet, 2 seconds all over but the pain. Really works well at deterring crime. Now if Obama would only put his head on the block ????

On 5/31/2015 at 10:52 AM, BC Mack said:

KSC

every uk/eu manufacturer had an "intercontinental" or M/E option... as well as many after market companies.... from the days of two planks of wood across the cab, door to door, to these options was a leap forward in comfort for long distance drivers of the 70's and 80's... not too many "Super 8's" in eastern Turkey in those days...

take a look at this forum post, should illustrate well what was considered a "two man cab with facilities"...

http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=118844&hilit=cab+stove

goota love the "cab wood stove" on page 4...

if I was to convert my MH this way I would be able to register it as an "RV"... a lot cheaper to licence and insure... hmmmm, maybe!!!

BC Mack

Thank you so much for sharing that link with everyone. Most Americans have no idea that Pacific Intermountain Express (PIE) operated in Europe and ran to the Middle East. Their DAF 2800s were quite a truck back then.

Always great to see a Leyland Marathon.

And this all falls back to the days when Mack F-models rubbed shoulders with MAN, Saviem, Scania and other European brands on the way to Western Asia. Most Americans can't imagine an F-model of all things in Europe much less Asia. (http://www.bigmacktrucks.com/index.php?/topic/30466-when-mack-roamed-europe-the-middle-east-africa-and-western-asia/)

Here is a proud looking Mk 2 Trancontinental, again with the double-skinned roof (aka. roof heat shield) for Middle Eastern travel. The revised Mk 2s had the Cummins Big Cam Formula E (NTE) engines.

.

Thank you so much for sharing that link with everyone. Most Americans have no idea that Pacific Intermountain Express (PIE) operated in Europe and ran to the Middle East. Their DAF 2800s were quite a truck back then.

Always great to see a Leyland Marathon.

KSC

PIE International formed in Europe and the UK with Volvo F89's... the DAF's came later (1976?) registered in the UK... too big too quick seems to be the story of their ultimate demise or maybe the mothership folded first?... tried to take over the 'gold run' and had little experiance of the conditions... Boston to LA or London to Tehran is about 3000 miles, one is 5 days the other is well over 3 weeks in the early 70's... quite the difference in roads plus about 13 borders to cross and not all TIR.

The early Leyland "Marathons" were well named and made me money... as a mechanic... they only lasted "26 miles" between breakdowns...

BC Mack

KSC

every uk/eu manufacturer had an "intercontinental" or M/E option... as well as many after market companies.... from the days of two planks of wood across the cab, door to door, to these options was a leap forward in comfort for long distance drivers of the 70's and 80's... not too many "Super 8's" in eastern Turkey in those days...

take a look at this forum post, should illustrate well what was considered a "two man cab with facilities"...

http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=118844&hilit=cab+stove

goota love the "cab wood stove" on page 4...

if I was to convert my MH this way I would be able to register it as an "RV"... a lot cheaper to licence and insure... hmmmm, maybe!!!

BC Mack

Mate fantastic stuff I dont think most people outside of Europe have any idea all this long haul stuff went on or still does

https://www.youtube.com/watch?v=Ms6rKgt3seg

https://www.youtube.com/watch?v=RUM93-hChto

great old films these or at least I think they are shows how I guess it was once done no doubt the boys are playing up a bit for the cameras but a lot more real than the crappy truck shows of today

Paul

Paul

absolutely spot on mate....

Destination Doha, the easy bit... and then there is "the hard bit"..... and those lorry drivers took weeks to get there, no sat-nav, gps... if they were lucky one of the group had a Michelin map... but most time they crossed the desert following old tracks or if the were lucky the T.A.P'line had some 45 gal barrels... that is if they survived Turkey and the Tonka's..!!

if you read the book on the history of Astran they go into the film a bit.. yes, it was "hollywood" and the film crew pissed them off as they just wanted to get going... but when that was released on uk tv in the 70's it was a blockbuster... luckily someone saved a copy and we can now see it again on youtube.

lots more of that stuff on youtube... Dutch, Swiss, Hungarians, Iranians... everyone was heading east on the gold run during the arab oil frenzy.

did you know a re-enactment took place recently with two restored Scania 141's

http://www.toprun.ch/truck/2014-09/silkroad3/index.html

if you ever want to get lost on the internet, spend some time here

http://www.toprun.ch/truck/index_news.htm

BC Mack

The early Leyland "Marathons" were well named and made me money... as a mechanic... they only lasted "26 miles" between breakdowns...

BC Mack

Speaking of powerplants, what were your personal thoughts on Rolls Royce, Gardner and Leyland (eg. TL12)

For others, this link gives insight of what I'm speaking of. http://www.aronline.co.uk/blogs/commercials/trucks-t45-leyland-roadtrain/

In my humble opinion, today 45 years since its introduction, the Leyland T45 cab still looks relatively modern.

Note the similar cab design cues between the Leyland Constructor and the current Renault Kerax.

http://www.aronline.co.uk/blogs/wp-content/uploads/2012/01/Cons6TL11-BLPUB-e1327431426254.jpg

http://www.motorstown.com/images/renault-kerax-380-06.jpg

http://www.aronline.co.uk/blogs/commercials/leyland-commercials/t45/unsung-heroes-leyland-roadtrain-interstate/

http://www.aronline.co.uk/blogs/commercials/blog-meet-essex-boy-whos-leyland-man/

ERF's were always a looker. http://www.aronline.co.uk/blogs/facts-and-figures/essays/unsung-heros/unsung-heroes-erf-ec-range-the-plastic-fantastic/

Created in 1968, the AEC "3TVG" prototype's Motor Panels-produced cab reminds of me of a Diamond Reo Royale and Peterbilt 352. Unfortunately, Leyland management mistakenly wouldn't let AEC put it into production.

http://www.aronline.co.uk/blogs/facts-and-figures/essays/commercial-vehicles-the-great-fightback-a-marathon-task/

https://www.flickr.com/photos/blackcountryman/4369092612

The quintessential AEC with the Ergomatic cab, a Mammoth Major (Leyland acquired AEC in 1962) - http://static.commercialmotor.com/big-lorry-blog/IMG_8265.jpg

AEC down under - http://static.commercialmotor.com/big-lorry-blog/aec%20ad%20-%20sept%201959.jpg

http://static.commercialmotor.com/big-lorry-blog/AEC%20ad%201961.jpg

(The legendary "Routemaster" double decker buses associated with London from 1955 thru 2005, and Hong Kong, were built by AEC. Fortunately, good sense has prevailed bringing a next generation Routemaster into service.....http://en.wikipedia.org/wiki/New_Routemaster )

This is one I never saw, the Leyland Redline using the BMC-designed FJ cab. http://www.aronline.co.uk/blogs/commercials/archive-cheaper-blmc-truck-range-for-europe/

How much weight do they run on that single screw?? I can see maintenance in the future! Do they need the short wheel base for tighter turns?

The Marathon was not sold out here till the series 2 even then it was modified a lot before release and they were quit good the ones sold out here from all reports and from what I can gather most are still going

They never sold any good though Leyland had lost most of its loyal following by then

Paul

How much weight do they run on that single screw?? I can see maintenance in the future! Do they need the short wheel base for tighter turns?

vehicle length laws and revised 'construction and use' regs in late 60's allowed a 40ft trailer and 32 ton (imperial) gvw... a 20 or 22 ton payload was normal. Engines needed 6.2bhp/ton, so 200hp was minimum....

things changed in early 80's as EEC (now EU) regs kicked in and gvw was increased but 5 axles needed... started to see 6x2 trucks with lifting tag rather than 3 axle trailer as it prevented drive axle overload when mixing euro and uk trailers.

BC Mack

Speaking of powerplants, what were your personal thoughts on Rolls Royce, Gardner and Leyland (eg. TL12)

For others, this link gives insight of what I'm speaking of. http://www.aronline.co.uk/blogs/commercials/trucks-t45-leyland-roadtrain/

In my humble opinion, today 45 years since its introduction, the Leyland T45 cab still looks relatively modern.

ERF's were always a looker.

The quintessential AEC with the Ergomatic cab, a Mammoth Major (Leyland acquired AEC in 1962) - http://static.commercialmotor.com/big-lorry-blog/IMG_8265.jpg

(The legendary "Routemaster" double decker buses associated with London from 1955 thru 2005, and Hong Kong, were built by AEC. Fortunately, good sense has prevailed bringing a next generation Routemaster into service.....http://en.wikipedia.org/wiki/New_Routemaster )

KSC

will try to be be brief.... if I don't say "Mack" somewhere in my reply I'll lose the audience..!!!

I was brought up on AEC's when at London Transport, Routemaster and Regent 3... that would be 9.6l, AV590, AV760... also had Leyland 0-600, 680 and 680T...

when we got the Daimler Fleetlines I went on a Gardner course, amazing history and interesting engine, good economy, torque and reliability... but you needed all whitworth spanners to fix them... fuel pump was well thought out for repair, and they made everything in-house... 6LXB mostly.

when I went to Sed-Ak on the 400 model they had Gardner 8LXB 240hp, a long engine, Cummins 250 and the E290 my first intro to the PT fuel system, and the RR Eagle 220 then turbo 265 but generally RR engines were not reliable.

was sent to Volvo in Scotland for F88 and F10 training... wow!!! even then you could see they were well built, well supported.

the demise of the UK truck manufacturer was alread in place by the late 70's... no funding for development given to British Leyland, government interference, Leyland vs AEC infighting, absolutely NO customer service (Volvo saw that..!!) and parts on 9 month backorder..!!!

I did like the ERF C models and figured they had a chance with the high cab models but as with Sed Ak and others, they failed to create european support, thinking uk was the true market... whereas Scania had a very strong dealer support across europe and the mid-east.. no wonder the remnants of Leyland Trucks was sold to DAF, they took that TL12 and reworked it into a fine engine.

the Ergo cab was interesting, as with the LAD cab before it, you never knew if it was an Albion, Leyland or AEC until you saw the badges.... but it did a good job as a universal cab...

I only got to see the T45 at a show in early 1980 as I then moved to Canada.... one day I was working on a brand new Volvo F12 and a month later doing a PDI on a new Cruiseliner... at that time I was wondering how far behind these 'yank' trucks are in technology, design and comfort.... oooooh, tough audience..!!!

The Volvo we all bitch about on this forum is a long way removed from the product that I worked on in the 70's, now a global giant but I think they lost their way as producer of top line premium trucks that were well engineered....

so, in general, while there have be a few engines and trucks that gave me high blood pressure trying to fix (Renault..!!!) I did enjoy my time in that field.... but it was the people I met that was most satisfying.

BC Mack

I didnt knoe DAF took the TL 12 and reworked it what did it end up turning into ???

8LXB Gardner were sold out here but not in great numbers and like all those Gardner motors most are still going but are now in fishing trawlers still working

I dont think any 8LXC were sold out here

As for Volvo and Scania even Mercedes Fiat real all the Euro truck makers they built better trucks than the UK and a lot of the yanky jobs of time and the sold like hot cakes and even when they did go bang they stood behind their trucks and customers and fixed them so it should be no surprise they have taken over in the heavy truck market they saw a opening and took it and ran the big question is how long will they hold onto it

Paul

I didnt knoe DAF took the TL 12 and reworked it what did it end up turning into ???

Paul

it was late when I tried to drag those particular ancient brain cells out... I mixed up my marbles a bit...

the AEC AV760 became the TL12.... DAF took the Leyland 680 and developed it into the 330ATi (don't ask me which version of the company DAF as that gets me confused)..

I suppose I could have googled it to check, but you know what happens when you do that... fours hours later you're looking at websites totally unrelated to what you started out searching for...

BC Mack

KSC

will try to be be brief.... if I don't say "Mack" somewhere in my reply I'll lose the audience..!!!

I was brought up on AEC's when at London Transport, Routemaster and Regent 3... that would be 9.6l, AV590, AV760... also had Leyland 0-600, 680 and 680T...

when we got the Daimler Fleetlines I went on a Gardner course, amazing history and interesting engine, good economy, torque and reliability... but you needed all Whitworth spanners to fix them... fuel pump was well thought out for repair, and they made everything in-house... 6LXB mostly.

when I went to Sed-Ak on the 400 model they had Gardner 8LXB 240hp, a long engine, Cummins 250 and the E290 my first intro to the PT fuel system, and the RR Eagle 220 then turbo 265 but generally RR engines were not reliable.

was sent to Volvo in Scotland for F88 and F10 training... wow!!! even then you could see they were well built, well supported.

the demise of the UK truck manufacturer was alread in place by the late 70's... no funding for development given to British Leyland, government interference, Leyland vs AEC infighting, absolutely NO customer service (Volvo saw that..!!) and parts on 9 month backorder..!!!

I did like the ERF C models and figured they had a chance with the high cab models but as with Sed Ak and others, they failed to create european support, thinking uk was the true market... whereas Scania had a very strong dealer support across europe and the mid-east.. no wonder the remnants of Leyland Trucks was sold to DAF, they took that TL12 and reworked it into a fine engine.

the Ergo cab was interesting, as with the LAD cab before it, you never knew if it was an Albion, Leyland or AEC until you saw the badges.... but it did a good job as a universal cab...

I only got to see the T45 at a show in early 1980 as I then moved to Canada.... one day I was working on a brand new Volvo F12 and a month later doing a PDI on a new Cruiseliner... at that time I was wondering how far behind these 'yank' trucks are in technology, design and comfort.... oooooh, tough audience..!!!

The Volvo we all bitch about on this forum is a long way removed from the product that I worked on in the 70's, now a global giant but I think they lost their way as producer of top line premium trucks that were well engineered....

so, in general, while there have be a few engines and trucks that gave me high blood pressure trying to fix (Renault..!!!) I did enjoy my time in that field.... but it was the people I met that was most satisfying.

BC Mack

Whitworth (British Standard Whitworth), that's a term I haven't heard in a while.

There was a time, indeed decades, when the Queen's truckmakers were among the most innovative in the world. I don't know what view you hold, but I believe Thatcher destroyed industry in the UK.

Besides the wonderful ERF E16, here's a picture of a 1945 Mack EQT, operated out of Greensboro, North Carolina by Turner Transfer, retrofitted with a Gardner 6LW (They ran Gardner-powered Corbitts as well). http://www.commercialmotor.com/big-lorry-blog/-rich-stanbier-aka-the

There was a time, indeed decades, when the Queen's truckmakers were among the most innovative in the world. I don't know what view you hold, but I believe Thatcher destroyed industry in the UK.

KSC

in the 70's most of uk industry was crippled by years of underfunding, the country was basically broke, no car/truck maker built anything of quality or durability, Ford's were called "Dagenham Dustbins"... Maggie was elected as PM in 79 and took on the unions head on and sold off all government holdings such as BL, steel, coal, gas to foreign owners... the North Sea oil income was coming on stream as was the re-direction of London becoming more of a financial centre for banking and service industries... yes, she closed down most of the truck industry but it was a shadow of its former self by then....

was she right? well, isn't this what has also happened to the US manufacturing industry just a few years later? there are similarities.

BC Mack

Hmm, lots to think about. There were lots of problems. I think the UK truck car tractor the lot really rested on there laurels like come on trucks with out tilt cabs into the 80's to slow and to under-powered.

When did they stop making cabs with wood in them it must have been the 70's.

Even Atkinson Australia took there fiberglass cab to the UK to show them they sold like hot cakes out here and were ultra tuff and quite smart looking but no the pom's wouldnt use them.

The pomy fiber glass cabs were rubbish out here the fell apart so Australia and New Zealand made there own.

The Scammell Crusader looked the business but again no tilt cab, what a joke.

It was so bad that Bedford dealers in Australia converted Bedfords to tilt cabs and also some dealers put V8 Cummins motors in to try and compete.

And the UK joined EEC well that was the end of their tariff protection the had in the commonwealth so the little Jap trucks came with tilt cabs were cheaper to buy faster to drive and lasted longer.

So I guess it really was a combination of factors once it was gone it was all to hard and no votes in getting it back so it was easier to just let it die its on death.

Dont get me wrong they had a good go at getting back on track but the will from upper managment was no longer there.

Just my thoughts,

Paul

KSC

Not sure whether to add this to the thread or start a new one... but, we probably have a small audience due to a certain Mack truck gathering...

A new posting on a UK forum has compiled a series of articles on long distace driving 70's to 90's which may interest you and others... UK to Mongolia was one of them..!!! not exactly the run I would give to a Swift driver of today, those chaps were not "steering wheel holders" but real drivers....

Anyway... lots of reading if of interest, or just flash by the pictures.

http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=127155

BC Mack

KSC

not sure whether to add this to the thread or start a new one... but, we probably have a small audience due to a certain Mack truck gathering...

a new posting on a UK forum has compiled a series of articles on long distace driving 70's to 90's which may interest you and others... UK to Mongolia was one of them..!!! not exactly the run I would give to a Swift driver of today, those chaps were not "steering wheel holders" but real drivers....

anyway... lots of reading if of interest, or just flash by the pictures

http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=127155

BC Mack

Great link......thank you.

You're right, those lads were real drivers.

KSC

not sure whether to add this to the thread or start a new one... but, we probably have a small audience due to a certain Mack truck gathering...

a new posting on a UK forum has compiled a series of articles on long distace driving 70's to 90's which may interest you and others... UK to Mongolia was one of them..!!! not exactly the run I would give to a Swift driver of today, those chaps were not "steering wheel holders" but real drivers....

anyway... lots of reading if of interest, or just flash by the pictures

http://www.trucknetuk.com/phpBB/viewtopic.php?f=35&t=127155

BC Mack

I liked the article about the desert buses

On 6/5/2015 at 11:56 AM, BC Mack said:

KSC

PIE International formed in Europe and the UK with Volvo F89's... the DAF's came later (1976?) registered in the UK... too big too quick seems to be the story of their ultimate demise or maybe the mothership folded first?... tried to take over the 'gold run' and had little experiance of the conditions... Boston to LA or London to Tehran is about 3000 miles, one is 5 days the other is well over 3 weeks in the early 70's... quite the difference in roads plus about 13 borders to cross and not all TIR.

The early Leyland "Marathons" were well named and made me money... as a mechanic... they only lasted "26 miles" between breakdowns...

BC Mack

Came across this photo while on the web tonight of a P.I.E truck in Europe. I reckon 
there wouldn't have many Atkinson trucks pulling their trailers I wouldn't have thought.

Paul

That is a actually a Renault cab on that Ford truck.

Renault Major