OK LADS, HERE’S THE 1975 PAT KENNETT EURO TEST (courtesy of Ashley Coghill, by the way). Robert:
Rest to follow - Robert
Rest to follow - Robert
Thanks for the information on the French arrangement, Saviem.
It would appear that ERF could have developed a good business in France if they had played a smarter strategic game?
Here’s a photo from my collection (courtesy of the Martin Phippard Collection). It’s of a French ERF parked in Jugoslavia on it’s way to the Middle East in 1977.
Richard Stanier:
Thanks for the information on the French arrangement, Saviem.It would appear that ERF could have developed a good business in France if they had played a smarter strategic game?
Here’s a photo from my collection (courtesy of the Martin Phippard Collection). It’s of a French ERF parked in Jugoslavia on it’s way to the Middle East in 1977.
0
Fabulous! Thank you for this posting. I knew about the existence of this and have it on my ‘master list’ of NGC 420s, but I had no picture of it. Furthermore, I am interested that it is yet another NGC 420 that did Middle-East work as I calculate that over a third of those known either did ‘internals’ or did the Middle-East run. Perhaps one of our French bloggers can identify the livery. Robert 
First of all @ Robert (and Ashley): great job done, it’s so time-consuming/dull to scan documents but
compared to the fun and pleasure it gives to all of us here it’s nothing. Thank you! We can now go
over bits and bytes as well as bolts and nuts.
@Saviem: thank you for the French-novel, very interesting and for a great part new to me. Not to
correct you but the service manual is from february 1975 (TSP8b, issue 4) and herewith I input a
scan from the backside of the European (V6-V8) ■■■■■■■■■■■■■■■■■■■■■■■■ were so close on the
same road (not far from their European Distribution Centre in Belgium and close to Paris-airports)
that not only MABO or ERF might have ‘lacked’ from a strategic approach in this. ■■■■■■■ having
production facilities in Germany (Allemagne as stated) has to do with their license towards Krupp in
Essen and later their R&D-site in Gross-Gerau (close to Frankfurt.
@Richard: nice picture, very wellcome over here to have some variation with text
Have a nice day, A-J
ERF-Continental:
First of all @ Robert (and Ashley): great job done, it’s so time-consuming/dull to scan documents but
compared to the fun and pleasure it gives to all of us here it’s nothing. Thank you! We can now go
over bits and bytes as well as bolts and nuts.@Saviem: thank you for the French-novel, very interesting and for a great part new to me. Not to
correct you but the service manual is from february 1975 (TSP8b, issue 4) and herewith I input a
scan from the backside of the European (V6-V8) ■■■■■■■■■■■■■■■■■■■■■■■■ were so close on the
same road (not far from their European Distribution Centre in Belgium and close to Paris-airports)
that not only MABO or ERF might have ‘lacked’ from a strategic approach in this. ■■■■■■■ having
production facilities in Germany (Allemagne as stated) has to do with their license towards Krupp in
Essen and later their R&D-site in Gross-Gerau (close to Frankfurt.@Richard: nice picture, very wellcome over here to have some variation with text
Have a nice day, A-J
Thanks! Here’s another nice Van Steenbergen shot for you.
Thank you Robert! It’s the last bought NGC420 from 1977 just before the 2 B-sleepers came in.
At the right, one of the BAFMA’s sold as a lot in UK-harbour…I guess Folkestone and at the left
the remainders (still several in operation to canabalise older ones) of a Krupp SF1080 without
the V8-265hp Krupp-■■■■■■■■
robert1952:
…here’s the rest. Robert
Thanks very much for posting that. I have wanted to read it since 1976, when I first learned of its existence. Now I am happy!
Having read it, I take back what I said earlier about cheating- all of the lorries seemed to be standard, the performance testing bearing out the engine specifications. The ERF’s higher average speed, than the more powerful Scania, was mostly due to its being driven about 4mph faster on the main road sections, although the report does state that, on one of the three test hills, the ERF’s superior gearbox enabled it to climb quicker than the Scania. I maintain that the 1992 article was blx though!
I was surprised that the multiplate-sprung lorries had a superior ride to the parabolic Scania and DAF, to the extent that those vehicles became difficult to control on bumpy roads. It seems that only Volvo had worked out that you need a higher damping rate in the dampers, for the advantage of reduced friction in the springs to give its expected improvement to the performance of the suspension. I bet Scania and DAF used the same dampers on multiplate and parabolic-sprung vehicles. Can anyone who had oily hands in those days confirm this?
Mr. Kennett says that the Saviem “engineers” forbade him from attempting to match engine speed to road speed, when changing down a gear. Ridiculous. Who can have been responsible for that, Monsieur Saviem? 
[zb]
anorak:robert1952:
…here’s the rest. RobertThanks very much for posting that. I have wanted to read it since 1976, when I first learned of its existence. Now I am happy!
Having read it, I take back what I said earlier about cheating- all of the lorries seemed to be standard, the performance testing bearing out the engine specifications. The ERF’s higher average speed, than the more powerful Scania, was mostly due to its being driven about 4mph faster on the main road sections, although the report does state that, on one of the three test hills, the ERF’s superior gearbox enabled it to climb quicker than the Scania. I maintain that the 1992 article was blx though!
I was surprised that the multiplate-sprung lorries had a superior ride to the parabolic Scania and DAF, to the extent that those vehicles became difficult to control on bumpy roads. It seems that only Volvo had worked out that you need a higher damping rate in the dampers, for the advantage of reduced friction in the springs to give its expected improvement to the performance of the suspension. I bet Scania and DAF used the same dampers on multiplate and parabolic-sprung vehicles. Can anyone who had oily hands in those days confirm this?
Mr. Kennett says that the Saviem “engineers” forbade him from attempting to match engine speed to road speed, when changing down a gear. Ridiculous. Who can have been responsible for that, Monsieur Saviem?
Well said, Anorak: you are a taller man than I thought! I expect Saviem will have a word or two to say about the gear-matching. Maybe they wanted to discourage him from double-declutching. Robert
@Robert: to avoid counting same cats…together…I had some research:
See NGC-User1.jpg:
In 1974 Marcel Eyckmans of Bettekom (Belgium) bought this 3-axle tractor
(together with a LEONET log-trailer) which had first a winch and in 1978 it
was lengthened to have a FASSI-crane installed. After a positive and active
life it was parked in a garage for about 15 years.
See NGC-User2.jpg:
Interwheels of Holland bought it begin of new millenium, restored it and it
popped up later in UK again, circle round…
See NGC-User3.jpg:
Nicely restored as a heavy haulage back in Britain, well done, well preserved!
Hope this doesn’t affect the total number of NGC’s drastically
robert1952:
Well said, Anorak: you are a taller man than I thought! I expect Saviem will have a word or two to say about the gear-matching. Maybe they wanted to discourage him from double-declutching. Robert
I have been 5ft9 for longer than I care to remember .
The 4mph disparity in the main road average speeds of the ERF and Scania does tend to undermine Truck magazine’s claim to impartiality. Such a difference could not be ascribed to traffic conditions alone, as the amount of traffic would fluctuate along the route, averaging about the same for both vehicles. Looking at the results table, increasing the Scania’s main road average speed by 4mph would not have damaged its fuel consumption unduly- maybe 0.1 or 0.15mpg worse, judging by its motorway figure, and the higher speed would have given it a superior average speed and productivity number at the end. If the driver of all of the vehicles was Mr. Kennett, maybe his jingoism influenced his judgment, when testing the vehicles? Having said that, the specification table states that the Scania’s top speed was 64mph, but calculating it from the mph/1000rpm figure gives it a top speed of 67mph. Maybe its tachograph was under-reading speed?
Richard Stanier:
…It would appear that ERF could have developed a good business in France if they had played a smarter strategic game?
Given the size (and setup cost) of the task- to break into a market considerably bigger than their home one- I think ERF’s strategy was probably sound, given the amount of capital such a small firm would have been able to raise. I guess that they intended the profits from the initial sales to be reinvested into the dealer network then, when volumes increased further, into expanded production capacity. There are, of course, plenty of “ifs” involved at all stages of that, but the important thing was that ERF’s directors had a strategy and the guts to try it out, in contrast to their predecessors ten and twenty years earlier.
My previous rantings on the subject of GB lorry builders in Europe have veered towards the opinion that, until about 1970, the firms were managed by greedy cowards. After that, the efforts of many of the companies were nothing short of heroic. I would put ERF’s European efforts into that category. If the company had bitten the bullet earlier, and built their Continental sales up from the 1950s onwards, at the same time as Scania, Volvo and DAF, the job would have been much easier for them.
Evening all, Gentlemen, with your permission, (or without it)! may I sort of wander around this thread to clarify, and clear up some points.
There seems to be some criticism or speculation regarding Pat Kennett, his vehicle testing, perhaps his “neutrality”, and objectiveness in carrying out his work. His pedigree, both as an engineer, and journalist will stand close scruitiny. Ex Army, ex Leyland worldwide as an operational field engineer, (and just in case anyone cared to scoff at Leyland as a company…the worldwide activities of Leyland in the 60s forced the Berliet family to enter talks with Fiat towards an amalgamation of interest, the aim to counter the worldwide threat posed by Leyland to both parties export markets) As a journalist, Technical Editor of Motor Transport, (always the more “thinking” magazine available to the industry. His road tests and articles were universally acclaimed, and gained him respect from all quarters, operators, manufacturers and legislators.
Pat recognised that the industry was changing, and felt that the existing publishers of the two main titles could not, or would not respond to these changes, therefore there was an opportunity to be seized. There was potentially enough revenue to be created, from retail sales and advertising to support such a venture, and he began to “tout” his idea…HGV Magazine, around. I have described the fortuitous meeting with Andrew Frankl, and the eventual formation of Force Four Publishing, and the creation of Truck magazine.
Raw, crude, simple,…yes the early examples were, as were the( girly pin ups), but the format was right, and the sales came. He had found, and created a niche market. But central to that new creation was to be the “fearless” exposure of manufacturers products. And this over the years was to lead to many conflicts, removal of advertising, and arguments…but the people who read his words could rely on those words.
There is no doubt that Pat`s style of Journalism changed forever the modus operandi of all Commercial Vehicle journalism in Europe, and in the USA.He alone created a set of testing parameters that totally transformed the execution of vehicle evaluation by journalists. His were the first side by side evaluations, his were the first, (fearless) evaluations of vehicle in service costs, and of course he created, then syndicated throughout Europe the “Group” Test. Speaking from business experience, (and not just friendship), Pat and his set of test paramaters became the most feared evaluator of lorry manufacturers product in every single corridor of power, in every single manufacturer in Europe and beyond . And his basic procedures endured long after he left his creation, (though in latter years less “street wise” journalists fell foul of some manufacturers “easing” their test vehicles through the process).
But I can only speak of the era that I have experience of, and shall respond to the points made,…
“Happy pills when behind the typewriter”, there is a balance to be struck when describing the performance of any vehicle, very rare is the instance when a product could be described as “rubbish”, and to so do would probably preclude any input from its creator for ever. Pat was aware, as were many within the industry during the 70s and 80s, that imported product was being dumped at low prices within the UK. The cash margin being lost to keep the production lines working, for the UK was , (and I can substantiate with acres of boring registration figures), the "bull market in Europe. Simply, the biggest volume market that there was available. Importers relied on gross overpricing of replacement parts to recoup some margin over factory gate prices,…(some will remember the price of Volvo brake drums, Scania road springs, and anything for a Mercedes)! Despite the common myth, UK product was not bad, but was handicapped in this new “Euro” World, by being built to a totally different legislative framework. Pats words simply reflected this, and the strengths of some products…for example if we take the Eurotest in question, those bits around Spa, that “Orrible” bit at Houffalize, non of the Euro`s, (including “our” Saviem, would steer, or hold the road as well as any ERF! Jingoism, no, objective, yes.
In the early days Pat drove everything himself, but he drove EXACTLY as the factory personnel told him to! Not as he would perhaps have chosen to. He drove to extract the best combination of performance and economy from the vehicle, just as the men that built it told him! As an aside I was present and involved at goodness knows how many road tests with European Journals. Some of the driving standards left a lot to be desired, certainly for this ex Shropshire lorry driver, and on more than one occasion closed my eyes and thought of England!!!
Which makes me remember the hilarious incident of how to drive a Saviem synchromesh gearbox. Before I left the UK to journey to France, I was taken out on an “evaluation” drive by Ron Cater of Volvo, and ex Commercial Motor Journalist. To check that this simple soul was not trying to double declutch Mr Volvos excellent Synchromesh box. I was not, but some of the tips, (however correct), just did not equate to my feelings of mechanical sympathy…or good smooth progress, and it was a mirror of this that caused friction between Pat, and my , (senior), colleague in 75! The SM340 was not a barnstormer, but a good solid reliable workhorse, whose non turbo engine was almost inaudible within the cab. The 10 speed, (5 speed and splitter), GV350, (apologies for previously referring to it as the GV60, that is ZF),with a very reasonable synchro loading on the column change. But my colleagues insistence on the method of changing gear bemused Pat, and frankly irritated me. My light hearted interpretation did little to find me friends within my own camp, and resulted in a heavy session back at Blainville, from which I emerged… and never ever used the factory method of gear changing ever again, either on road tests with the press, or with operators!!!
I cannot comment , or speculate on cheating on test by manufacturers. We never did,I was involved in three Eurotests with Pat, and I can only remember one" iffy" performance, by another manufacturer. The tests in the early days were individual, then “pulled together” at the end, (a time when we could all take the Michael, and often drive each others products, and drink, and eat together…bit like last day at school! Being objective, cheating was not worth it, the product was the product, if you bent the rules, then joe public would never get the same result, and that would be a disaster!
So please Gentlemen, do not look for conspiracy in Pats work, what he created, and achieved, has given all of us a more realistic view of different products, their performance against their peers, a view of markets that in the 70s and 80s was unknown to most on this island, and a blooming good read!Maybe its nice to count the rivits, and note that someone has miscounted, but you can miss the overall picture so easily…and back in 75, that ERF was a real rorty torty hill billy rip snorting motor, and anyone whose arm has ached from the delights of Mr Scanias gearchange will know just how much ground you could gain with a quick Fuller in the hills!
Unusual that yellow Continental in Portugal, she is wearing a Paris number plate…
When Christian Zucconi packed up,( was it 2009), I believe that E serie came back to the UK? Anyone know more?
Was it 92, when Rod England declared ERFs assault on the French and Spanish markets…projecting sales potential of 300 units…perhaps he should have remembered the potential of MABO, similar volumes back in 74!! Pity poor Jean Michael Chazal, he had to make it work…but they did sell some EC14 Olympics .
Im away to my bed,
Cheerio for now.
Saviem, as we both share admiration for the pioneer of the proper road test I would like to add to your eulogy.
Knowing full well that nobody eased anything past the TRUCK team when I was there (mssrs Salter and Sheer and myself) I was fortunate to do a Trans Euro Test which was truly a dream come true for me as it is, without doubt, the pinnacle of lorry road tests.
The test parameters are still those dreamt up nearly 40yrs ago by Pat Kennett, some sections of the test route are still used, the town of Spa, where some of the photos were taken in that 1975 test being one such section, although greatly extended now to take in Germany, France and Italy, the concept remains the same.
Almost 40yrs and his cockamamie idea lives on and is still firmly on the minds of the manufacturers. Pat’s idea of a test was always going to appeal to engineers, but once it was established it also attracted the attention of the marketing department and the bean counters, for a good result in a test match was a nice accolade for the product.
For this reason, I believe that every lorry driver and owner has Pat Kennett for improving comfort, performance, economy and reliability and giving us the lorries we have today.
A sad thing when speaking of the clearly very good ERF that the message never made it to the boardroom at Sun Works, with proper marketing and the rest of it who knows, maybe ERF could have bought MAN, rather than the other way around if their engineering excellence had been enjoyed by more operators 
Morning Gentlemen, odd the way that memories come flooding back. I was staring out of the kitchen window, watching the rain, (again), beating like a Zulu`s spear,on the shield of our buildings, when I recalled the image of Pat hunched over that battered portable typewriter, writing up at the end of the days testing , the results…a real one man band!
But that battered instrument could also be a violent weapon…if the red ribbon was on…watch out the recipient, for he did not mince his words!! And he used that ribbon quite often, without fear, or favour.!
Take a good look at the hand drawn route maps at the end of those early tests…the work of the master!
That registration is odd on the yellow Continental…central Paris■■?
Cheerio for now…out into the rain again.
ERF-Continental:
@Robert: to avoid counting same cats…together…I had some research:See NGC-User1.jpg:
In 1974 Marcel Eyckmans of Bettekom (Belgium) bought this 3-axle tractor
(together with a LEONET log-trailer) which had first a winch and in 1978 it
was lengthened to have a FASSI-crane installed. After a positive and active
life it was parked in a garage for about 15 years.See NGC-User2.jpg:
Interwheels of Holland bought it begin of new millenium, restored it and it
popped up later in UK again, circle round…See NGC-User3.jpg:
Nicely restored as a heavy haulage back in Britain, well done, well preserved!Hope this doesn’t affect the total number of NGC’s drastically
Thanks, and yes I know about this one: I’ve driven it (albeit only round the premises). It is beautiful and I’ve devoted quite a chunk to it in my book. Robert
On a lighter note, it’s a shame those Motor Panels cabs were so prone to rust - I’d like to have had a 7MW fireplace a bit like this one!! Robert 
Saviem:
Raw, crude, simple,…yes the early examples were, as were the( girly pin ups), but the format was right, and the sales came. He had found, and created a niche market. But central to that new creation was to be the “fearless” exposure of manufacturers products. And this over the years was to lead to many conflicts, removal of advertising, and arguments…but the people who read his words could rely on those words.There is no doubt that Pat`s style of Journalism changed forever the modus operandi of all Commercial Vehicle journalism in Europe, and in the USA.He alone created a set of testing parameters that totally transformed the execution of vehicle evaluation by journalists. His were the first side by side evaluations, his were the first, (fearless) evaluations of vehicle in service costs, and of course he created, then syndicated throughout Europe the “Group” Test. Speaking from business experience, (and not just friendship), Pat and his set of test paramaters became the most feared evaluator of lorry manufacturers product in every single corridor of power, in every single manufacturer in Europe and beyond . And his basic procedures endured long after he left his creation, (though in latter years less “street wise” journalists fell foul of some manufacturers “easing” their test vehicles through the process).
Without breaking the Thirty Year Rule, may you spill the beans on the details of the less scrupulous goings-on, all in the spirit of rigorous examination which inspired Mr. Kennett’s journalism (or, indeed, any scientific or engineering research), of course?
By the way, ERF-Continental - this is just a minor detail, I know - but Eykmans of Bettekom bought the unit as a two-axled tractor and the rear double-drive bogie was added later. It came from a White truck. Another unusual detail about this unit is that it was supplied new with a 13-speed Fuller instead of a 9-speed Fuller. The NTC 335-powered versions nearly always had a 9-speed 'box and the few 290s were given 13-speed 'boxes. Apparently, the splitter mechanism didn’t take very kindly to the 335’s torque! Here below is a picture of it with a whited-out background to show it more clearly. Robert
Good you add/correct…did know about lengthened chassis but not the White-double-drive. Guess
Denonville had these in stock, as they prepared/exported quite some chassis for Sogetra (mixers and
tractors for the many tipper-trailers) but also (lot’s of Autocar’s) for the Middle East.