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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The originals were badged as 500,s but the calibration was actually 530hp.(VDO TP)
Yeah the original 95 had 500 stamped into the panel that filled the gap caused from lifting the cab on the ■■■■■■■ engined models, later to be adopted on all the facelifted XF range, without the 500 stamp. If that makes sense.
newmercman:
Yeah the original 95 had 500 stamped into the panel that filled the gap caused from lifting the cab on the ■■■■■■■ engined models, later to be adopted on all the facelifted XF range, without the 500 stamp. If that makes sense.
Let there be no misunderstanding that for DAF it was only marketing to involve ■■■■■■■ in their
portfolio as they didn’t succeed to market a that high output engine themselves then.
Top power from Daf at the time of the 95 was 430hp, with the launch of the XF it rose to 480hp. I did the first road test of the 95XF530 for TRUCK mag and the ■■■■■■■ topic came up during the test, Daf had to turn the wick up on their own lump as there wasn’t going to be a euro3 version of the big ■■■■■■■ based on the limited sales of Daf, ERF and Foden.
I never got the opportunity to drive an N14 engined Daf, which was a disappointment as the Daf chaps reckoned it was an animal. Only problem I could see was the 16spd ZF behind it, when it would suit a 13/18spd Fuller much better.
newmercman:
Top power from Daf at the time of the 95 was 430hp, with the launch of the XF it rose to 480hp. I did the first road test of the 95XF530 for TRUCK mag and the ■■■■■■■ topic came up during the test, Daf had to turn the wick up on their own lump as there wasn’t going to be a euro3 version of the big ■■■■■■■ based on the limited sales of Daf, ERF and Foden.
I never got the opportunity to drive an N14 engined Daf, which was a disappointment as the Daf chaps reckoned it was an animal. Only problem I could see was the 16spd ZF behind it, when it would suit a 13/18spd Fuller much better.
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Was there a ■■■■■■■ XF initially, or did the XF engine start at 520bhp?
That is true because signature/isx came in at euro 3,But there were concessions.If the maker had fitted euro 2 they were allowed to carry over and use these to do a run of euro 3 spec vehicles.A perfect example was ERF with the ECX.Not many were signature mainly all N14.
railstaff:
That is true because signature/isx came in at euro 3,But there were concessions.If the maker had fitted euro 2 they were allowed to carry over and use these to do a run of euro 3 spec vehicles.A perfect example was ERF with the ECX.Not many were signature mainly all N14.
No 15 litre ■■■■■■■ ERFs were sold in Europe, as far as I can remember- the Euro emissions regulations/type approval blx put paid to it. The ISX ERFs were all for export. Please correct me if I am wrong.
Thats right,sorry i confused the matter.I should have said isx was passed for euro 3,technically N14 ended at euro 2.I think MAN put an end to any further developments.Did the 15 litre ECX,s go to Asia and Africa,im sure 200 N14 powered went to france?
Picking up on the comment referring to the ■■■■■■■ as being a ‘revvy’ engine it seems that the N/A 743 and 855 engines were actually quoted in the 1960s and '70s as developing peak torque variously between 1500 -1600 rpm. This would appear to be backed up by the often asserted opinion that when matched with a six speed David Brown 'box the performance was somewhat lacking in comparision to the closer ratio 9 and 10 speed Fuller options.
cav551:
Picking up on the comment referring to the ■■■■■■■ as being a ‘revvy’ engine it seems, that the N/A 473 and 855 engines were actually quoted in the 1960s and '70s as developing peak torque variously between 1500 -1600 rpm. This would appear to be backed up by the often asserted opinion that when matched with a six speed David Brown 'box the performance was somewhat lacking in comparision to the closer ratio 9 and 10 speed Fuller options.
Your dead right there “cav551” the Atkis we ran with the 220 ■■■■■■■■■■■■■ DB were not a patch performance wise on the others with the 610 and 9509 Fuller Boxes. Cheers Bewick.
newmercman:
Didn’t the last big engine ERFs go to Spain?
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Yes and rothdeans brought some back and converted back to rhd , I belive some examples are Turners and Roberts ,also my mates Dad has one too all still running as well and most have been converted to twin splitters and 13 sp fullers from the 16 sp Eaton ,but I think have man back axles .
I’m sure a mate of mine had one, the old EC cab, not that horrible looking ECX or whatever it was called. Whatever it was it had a 525 Celect lump in it.
I think I mentioned it before, but not sure where, I’ve found an old 1999 Freightliner Century with a freshly rebuilt N14 460 in it, I’m trying to buy it at a reasonable price so I can transplant it into a new glider kit, but they’re asking silly money for it. The garage that did the rebuild own it as the original owner couldn’t afford to pay the bill, so they kept it as payment. I’ve offered to give them their money back so they will still have the mark up on parts and the labour charges as profit, but they’re also truck dealers, so they want to have their cake and eat it, they’ve had it sat there for 6months already, so I’m hoping they see sense and let me have it soon, but I’m not holding my breath.
newmercman:
I’m sure a mate of mine had one, the old EC cab, not that horrible looking ECX or whatever it was called. Whatever it was it had a 525 Celect lump in it.
I think I mentioned it before, but not sure where, I’ve found an old 1999 Freightliner Century with a freshly rebuilt N14 460 in it, I’m trying to buy it at a reasonable price so I can transplant it into a new glider kit, but they’re asking silly money for it. The garage that did the rebuild own it as the original owner couldn’t afford to pay the bill, so they kept it as payment. I’ve offered to give them their money back so they will still have the mark up on parts and the labour charges as profit, but they’re also truck dealers, so they want to have their cake and eat it, they’ve had it sat there for 6months already, so I’m hoping they see sense and let me have it soon, but I’m not holding my breath.
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Your mate probably did as there was no shortage of EC14 s but in the above iam referring only to the rightly called horrible ecx
