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I have an interesting article from CM (26th Jan - 1st Feb '95) called Heart of Gold. It says that the ERF E14:465 was introduced in 1990 with the STC-controlled 465 giving an installed rating of 429bhp. ERF only sold two and they dropped this option in Feb '91 as they were about to introduce the new electronically controlled ■■■■■■■ ‘Celect’. Robert
cav551:
Mick Gould was/is a very enthusiastic ■■■■■■■ man having worked as a lad at Transport & Refrigeration of Tunbridge Wells. Brian and Eddie whose company it was were both ex fitters from Lowes of Paddock Wood and died in the wool ■■■■■■■ men. When Mick started up his recovery business he & his no 1 (his name escapes me after 30 years) very seriously breathed on the 855 engines in his US chassis wreckers. He was cetainly getting 600 bhp out of the ■■■■■■■ IIRC the parts were sourced in the US. They did however require a disciplined driving style I’m told, the opposite of let it lug in fact - plenty of revs and back off the throttle. It was also very important to keep a close eye on the diff temperatures.Edit: ■■ Eddie Bowden? & Brian Barden?
■■■■■■■ is still a revy engine… If you look at the spec chart they don’t get on to it till about 1300 and still haul right up to 1750 ish… Our mechanic is always telling us to keep them lit especially on the hills… I usually drop half a gear when as soon as I drop under 95’kph and just keep it singing.
If we’re hauling heavy up north in the summer I’ve seen the diff temp right of the top end of the gauge…we really don’t have time to sit about waiting for things to cool down… some of the truck we run have over 2 million k’s on them and they’ve run like that from day one. I know some guy s on northern mining trucks that say the diff temp goes right over the top end of the gauge as soon as they are heading of fully loaded and it’ll stay there the full length of the return journey… some cases over 400 k’s…
Jeff…
Jelliot:
■■■■■■■ is still a revy engine… If you look at the spec chart they don’t get on to it till about 1300 and still haul right up to 1750 ish… Our mechanic is always telling us to keep them lit especially on the hills… I usually drop half a gear when as soon as I drop under 95’kph and just keep it singing.
Assuming that 1,300 - 1,800 is going to be considered as ‘revvy’ 
it’s going to take something with larger capacity to produce something better than the N14’s 1,850 lb/ft at 1,200 rpm and 525 hp at 1,800 rpm.Realistically it’s going to take something like a Scania V8 730 or Volvo D16 etc to make any significant improvement on those figures and even that won’t be by a massive margin.
You would think so Carryfast and there are a few big bangers of European decent getting about , but when we get to the hilly sections the US iron walks past them. Honestly I was quite disappointed one day when I was fully freighted 67 ton which is the top end of the limit for us on that road. The run I was on there were a few trucks about that were in the same weight category, but, and by my own admission I was getting along alright. Up in the distance I could see I was catching up on a couple of B Doubles and when I managed to get round them on a fairly steep bank I was sad to see that each one was being dragged along by a Volvo 710. Considering I was giving away the best part of 60 bhp and 2 litres… and I have long been a long time Volvo fan having ran them in Europe, on paper it shouldn’t have happened, but it did and often does especially when we’re both in the top weight category… Interesting that I can out drag most other ■■■■■■■ Detroit’s and Cats that run autos and I get better fuel consumption as well…
Most of our Interstate Series 60 Detroit’s are set at 620 hp and the Signatures are 650 and 670. The journey time are all with in a few minutes over the normal 970k or 2300k routes. however you would think the Signatures would walk away…
Jeff…
Jelliot:
You would think so Carryfast and there are a few big bangers of European decent getting about , but when we get to the hilly sections the US iron walks past them. Honestly I was quite disappointed one day when I was fully freighted 67 ton which is the top end of the limit for us on that road. The run I was on there were a few trucks about that were in the same weight category, but, and by my own admission I was getting along alright. Up in the distance I could see I was catching up on a couple of B Doubles and when I managed to get round them on a fairly steep bank I was sad to see that each one was being dragged along by a Volvo 710. Considering I was giving away the best part of 60 bhp and 2 litres… and I have long been a long time Volvo fan having ran them in Europe, on paper it shouldn’t have happened, but it did and often does especially when we’re both in the top weight category… Interesting that I can out drag most other ■■■■■■■ Detroit’s and Cats that run autos and I get better fuel consumption as well
I’d guess that Scania are missing out on a fortune by not offering the 730 V8 as a loose option to be put with an 18 speed Fuller.It’s my bet that combination would be one of the best as it stands.
For various reasons Scania haven’t done well in Australia. After the 143 they died on their ■■■. Even before that there still wasn’t many of them. One of the biggest Scania fleets is here in Tasmania, and there’s a fairly strong following up round Brisbane, but if you compare their numbers with Volvo they look like a none starter. As long haul operators they’re pretty much none existent…
Jeff…
ChrisArbon:
■■■■■■■ seems to be unique in that it only makes diesel engines and doesn’t have a truck-marque of it’s own or other branches of production. There fore it has to be consistently well designed, reliable and have good customer support or otherwise it would have gone bankrupt a long time ago. I think they pitch themselves as an everything to everybody engine. Not the greatest power output, not the greatest fuel consumption, not the worst reliability, not the worst fuel consumption, not the worst power output. In my opinion ■■■■■■■ has always had a good product and has kept up with the best of the opposition and out-lasted the rest. The ISX 15 would be my choice of engine if speccing a new truck for today’s construction and use regulations; I don’t think any other engine maker has any thing better on offer.
Ask Martyn P if he feels the same way, or Clarence!
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Jelliot:
For various reasons Scania haven’t done well in Australia. After the 143 they died on their ■■■. Even before that there still wasn’t many of them. One of the biggest Scania fleets is here in Tasmania, and there’s a fairly strong following up round Brisbane, but if you compare their numbers with Volvo they look like a none starter. As long haul operators they’re pretty much none existent…Jeff…
That’s understandable v the local made KW product for example.
But offering just the motor as a loose option,being a relatively simple pushrod design which can comply with all the modern emissions requirements and seems a natural successor to the CAT 3408,then match that to the Fuller box in the KW for example,would probably be a formidable combination and probably more than a match for the more complicated ISX or the MX in the KW while meeting a target of 2,000 lb/ft + at 1,000 rpm and more than 550 hp at 1,400 rpm in just 580 form.Certainly can’t see what Scania would have to lose by offering that option there. 
Carryfast:
Jelliot:
For various reasons Scania haven’t done well in Australia. After the 143 they died on their ■■■. Even before that there still wasn’t many of them. One of the biggest Scania fleets is here in Tasmania, and there’s a fairly strong following up round Brisbane, but if you compare their numbers with Volvo they look like a none starter. As long haul operators they’re pretty much none existent…Jeff…
That’s understandable v the local made KW product for example.
But offering just the motor as a loose option,being a relatively simple pushrod design which can comply with all the modern emissions requirements and seems a natural successor to the CAT 3408,then match that to the Fuller box in the KW for example,would probably be a formidable combination and probably more than a match for the more complicated ISX or the MX in the KW while meeting a target of 2,000 lb/ft + at 1,000 rpm and more than 550 hp at 1,400 rpm in just 580 form.Certainly can’t see what Scania would have to lose by offering that option there.
1850 lbsft/525 is not the top calibration for an automotive N14 electronic,the top cal is actually 545hp/1950 lbsft.I cannot understand why you would think ISX15 is more complicated than a DC16 and is certainly no match for a 3408.
railstaff:
1850 lbsft/525 is not the top calibration for an automotive N14 electronic,the top cal is actually 545hp/1950 lbsft…
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Where were the more powerful N14s sold? Europe had to make do with 525bhp.
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I once worked with a bloke from South Africa, and he said he used to drive ERFs with ■■■■■■■ K series in them. Was he dreaming, or is Robert about to have an incident?
[zb]
anorak:railstaff:
1850 lbsft/525 is not the top calibration for an automotive N14 electronic,the top cal is actually 545hp/1950 lbsft…
Where were the more powerful N14s sold? Europe had to make do with 525bhp.
I once worked with a bloke from South Africa, and he said he used to drive ERFs with ■■■■■■■ K series in them. Was he dreaming, or is Robert about to have an incident?
1,All over the world,■■■■■■■ released a 545hp cal for anybody who asked for it.
2,Would do very well to get it under the cab,because they make 855 look like 8.3 litre c series.855 weighs in at 1350kg,K series weigh in at 2000kg.
railstaff:
Carryfast:
Jelliot:
For various reasons Scania haven’t done well in Australia. After the 143 they died on their ■■■. Even before that there still wasn’t many of them. One of the biggest Scania fleets is here in Tasmania, and there’s a fairly strong following up round Brisbane, but if you compare their numbers with Volvo they look like a none starter. As long haul operators they’re pretty much none existent…Jeff…
That’s understandable v the local made KW product for example.
But offering just the motor as a loose option,being a relatively simple pushrod design which can comply with all the modern emissions requirements and seems a natural successor to the CAT 3408,then match that to the Fuller box in the KW for example,would probably be a formidable combination and probably more than a match for the more complicated ISX or the MX in the KW while meeting a target of 2,000 lb/ft + at 1,000 rpm and more than 550 hp at 1,400 rpm in just 580 form.Certainly can’t see what Scania would have to lose by offering that option there.
1850 lbsft/525 is not the top calibration for an automotive N14 electronic,the top cal is actually 545hp/1950 lbsft.I cannot understand why you would think ISX15 is more complicated than a DC16 and is certainly no match for a 3408.
I was specifically referring to the comparison between the Scania V8 v N14 and ISX and Volvo D16 in terms of its combination of output and simplicity.In which case as I said the N14 is a tough act to follow in that regard but more than 2,000 lb/ft at 1,000 rpm and 550 hp + at 1,400 rpm should do it if the ■■■■■■■ is going to be called ‘revvy’ ?.
As for the 3408 I’d doubt if even that can realistically take on the Scania V8 at that type of output v engine speed either if this is any guide and probably no chance of getting anywhere near its fuel consumption figure.
youtube.com/watch?v=fBi0m-3Ifz8 6.42.
On that note I’d guess that the Scania V8 is not only the only pushrod motor available now,with those figures I’d also guess it’s one of the,if not the,most powerful ones ever used in a production truck ?.
Looking on the ■■■■■■■ computer program for ecu power settings there’s lots and lots to choose from for example my 380 11 litre isme is now set to the 405 program but there are U.S ,Australia ,U.k , and other places ,marine ,plant ,different torque,horse power ,at different revs a truly long list ,the problem I had was I could get it to accept a higher hp setting but the ecu was putting the yellow number 2 light on as it was looking for a signal from the turbo waste gate that wasn’t there ,tried it at 440 and it smoked a bit and went well but I’d didn’t like the warning light being on constant .
Punchy Dan:
Looking on the ■■■■■■■ computer program for ecu power settings there’s lots and lots to choose from for example my 380 11 litre isme is now set to the 405 program but there are U.S ,Australia ,U.k , and other places ,marine ,plant ,different torque,horse power ,at different revs a truly long list ,the problem I had was I could get it to accept a higher hp setting but the ecu was putting the yellow number 2 light on as it was looking for a signal from the turbo waste gate that wasn’t there ,tried it at 440 and it smoked a bit and went well but I’d didn’t like the warning light being on constant .
There is no problem.You are putting the wrong cal in the wrong CPL.I will explain.
M11 came in three guises.
1-celect plus.Euro 2.250 to 410hp.non waste gate.
2-ISM.Still euro 2.250 to 440hp.waste gate only on 440hp(Motorola flat ECM)
3-ISMe.Euro 3.250 to 420 hp.waste gate on all.(Motorola flat ECM)
I suspect yours is celect plus and your trying to flash an ISMe cal in it and its looking for the waste gate but its not fitted,even so it still wont work because the target in the cam gear for the engine postion sensor is in a different place.It will hunt on tick over.
To flash-
1,load up incal
2,right click auto detect ecm(this will give three ecm part numbers,one being yours,click on yours)
3,this will bring up correct horse powers for YOUR ecm.
4,find the correct/matching CPL code.
5,find your desired horse power.
6,click fleetcounts.
7,follow the prompts to the tee,especially celect plus,they tend to rom boot.
The best for you is M410 20,it should be there depending how old your discs are.Make sure gear down protection is unabled and droop is set correct.
Your right ,mine will be number 2 ism ,I’ll try again with the settings . 
Punchy Dan:
Your right ,mine will be number 2 ism ,I’ll try again with the settings .
Ok,if its waste gated it will go 440hp,if not you want that M410 20 cal.The Euro 3 cal is worded as ISMe,if you drag the bottom bar to the right you will see the description and who they were wrote for,there are some 530hp Daf cals also for when they fitted N14.Every one thought they were 500,s!!!
The important things are ECM part number and CPL code.Good luck.
Carryfast:
Jelliot:
For various reasons Scania haven’t done well in Australia. After the 143 they died on their ■■■. Even before that there still wasn’t many of them. One of the biggest Scania fleets is here in Tasmania, and there’s a fairly strong following up round Brisbane, but if you compare their numbers with Volvo they look like a none starter. As long haul operators they’re pretty much none existent…Jeff…
That’s understandable v the local made KW product for example.
But offering just the motor as a loose option,being a relatively simple pushrod design which can comply with all the modern emissions requirements and seems a natural successor to the CAT 3408,then match that to the Fuller box in the KW for example,would probably be a formidable combination and probably more than a match for the more complicated ISX or the MX in the KW while meeting a target of 2,000 lb/ft + at 1,000 rpm and more than 550 hp at 1,400 rpm in just 580 form.Certainly can’t see what Scania would have to lose by offering that option there.
Carryfast, that could be a good idea for Scania. They have a precedent as an engine vendor; their 8 litre engine was offered as an option for Mack R- series trucks in the 70’s.
Here’s my old Detroit powered interstater running up north in the 80 ton range as a B triple …it would go all day at 106 kph as long as there wasn’t any hills…
Jeff…
railstaff:
Punchy Dan:
Your right ,mine will be number 2 ism ,I’ll try again with the settings .Ok,if its waste gated it will go 440hp,if not you want that M410 20 cal.The Euro 3 cal is worded as ISMe,if you drag the bottom bar to the right you will see the description and who they were wrote for,there are some 530hp Daf cals also for when they fitted N14.Every one thought they were 500,s!!!
The important things are ECM part number and CPL code.Good luck.
Those 525 Dafs were badged as 530 and were the facelifted 95XF model, for Euro3 Daf kicked ■■■■■■■ to the kerb and souped up their own 480 to 530.
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