Hiya…
3300John:
Hiya…thanks for that Colin…did you work with/for him.■■? now we need to find Albert he lives near Dover.
John
My dad drove GEH for John,the picture I put on last of GEH with the navvy on shows me stood on the neck about to start the Lister donkey engine to unload.Probably about 13/14 years old then. Around 1992ish i was self employed and drove for John on a regular basis, mostly his Foden S108 but also Bedford TL and E series ERF.
My three pennath,all taken in Richard Reads yard.
Hope these are of interest,Cheers Bubbs, 
I’ve just seen a shot on a facebook page of a European (looks like a 5MW) dressed up as a wrecker in Beresford’s yard, it’s only just visible in the background of a photo of a Foden Fleetmaster and a Sudden Accident.
I can upload it, but people get a bit ■■■■■ about photo “theft” so I haven’t… yet
RIGHT! HERE WE GO MEN: HERE IS MY LIST OF ERF NGC 420s. It is current at 27/01/14 (today) so bear in mind that from now on it becomes increasingly out of date. You may like to create an Excel version of it so that you can amend your own records. Good luck! Robert 
robert1952:
ERF-Continental:
@3300John:for every Belgian cab they’ve should refund a crate of Trappist-beer to UK!
Bottoms up!
The ‘Belgian Cab’ was only really the same as the domestic UK ERF 5MW, except that it was left-hand drive and, in the ‘European’ version, better appointed inside. This has reminded me that I was originally going to include the 5MW-cabbed ‘Europeans’ in my book, but decided to stick to the 7MW (NGC 420) only. Here, below is a piece I wrote about the Belgian-cabbed European before axing it from the book:
The ERF 5MW ‘European’ 38-tonne tractive unit was displayed at the 1971 Brussels motor show. In practice they became 42-tonners in Holland and Belgium. The show model had the steel Motor Panels cab coded 5MW by ERF, which was already being used on right-hand-drive export tractive units. The 5MW cab had a rather pleasing curved front end with split windscreen but it didn’t tilt, which eventually led to the development of the 7MW two years later. The ‘European’s’ chassis was waisted and derived from the A-series, rather than from the LV-series and had a longer 3.09m wheelbase. The vehicle was designed to the standard of continental heavy goods vehicles with a single bunk, left-hand-drive, ZF power-steering (as standard), metric tacho, cab suspension, suspended Bostrom seats and a powerful ■■■■■■■ NTC 335 engine coupled to a 9-speed Fuller. It differed enormously from its right-hand-drive counterpart, being a much more sophisticated truck and it continued to be offered alongside the 7MW ‘European’. Interestingly, several features of both models evolved side by side until 1976 when production of both ceased.
Many 5MW ‘Europeans’ were exported in CKD (completely knocked-down kit) form to CDB, the ■■■■■■■ distributor in Brussels and Antwerp, who assembled them for local operators such as Transports Delcon of Leuven in Belgium who ran eight 335-powered units on regular round trips to Italy, Scandinavia and East Germany. These were described as A-series ERFs with 5MW cabs. Bearing in mind that Britain had yet to join the European Economic Community, it was necessary to avoid the high import duties imposed on complete vehicles, hence the CKD form. Once Britain had joined the EEC in 1975 vehicles were built whole in ERF’s works at Sandbach. In the first two years, 25 were assembled in the CDB workshops.
Drivers have described 5MW ‘Europeans’ as comfortable and lovely to drive. They had more sophisticated cabs than their domestic counterparts, with twin bunks and better insulation. Following a test drive, the Belgian editor-in-chief of L’Avenir du Transport Routier magazine praised its suspension and reported it to have first-class braking and handling characteristics. Wobbe Reitsma reports that these wagons were sometimes caught doing 80mph on the Belgian motorways. ERF’s in-house magazine, Chassis (issue no.18 summer 1971) describes those exported to European with ■■■■■■■ NTC 335s and 9-speed Fullers as 64CU335: the ‘4’ denoted 4-wheeler.A LHD 38-tonne version of the ‘European’ for British operators was announced at the 1972 Earls Court motor show, designated MGG 380. In its show preview, Commercial Motor reported it as having a Gardner 8LXB 240 bhp engine (though the ERF brochure states that 250 bhp was available) and heavy duty eight-speed David Brown constant-mesh ‘box. The front axle was rated at 6.5 and the Kirkstall hub-reduction rear axle was a 13.2 tonne heavy duty D85 with a diff-lock. The chassis differed from the export version in that it was a lengthened straight-framed A-series frame. And of course it had standard left-hand-drive and ZF power steering. So British international operators were offered a version of the ‘European’ with a choice of Gardner 8LXB 250 engine with a David Brown 8-speed ‘box, Rolls Royce 220 engine with a Fuller 10-speed ‘box, or ■■■■■■■ NTC 335 engine with a Fuller 9-speed ‘box. British drivers often knew these as ‘Belgian sleepers’.
Richard Read ran a most inspiring LHD 5MW with the waisted heavy-duty chassis, a Gardner 240 and roof-mounted air-con on Middle-East work in Vijore colours (HDF 228N); it was driven by Graham Averis from new and was later converted to RHD and eventually received a B-series cab. Cadwallader operated a LHD 240 Gardner-powered tractive unit (BNT 939L). This was later converted to RHD following a mishap in France. Partrick of Northants ran a Euro-spec 5MW (RRP 68R) on European work (mostly Portugal), as did Calor (NTC 335 engine). Beresford of Stoke-on-Trent ran both models — the 5MW (both RHD and LHD) and the 7MW, alongside each other. One of Beresford’s LHD 5MWs (PVT 646R) had a Rolls Royce 220 and a 10-speed Fuller ‘box: it is believed that Beresford ran 15 like this but PVT was the only left-■■■■■■. S Jones of Aldridge ran one with the ■■■■■■■ 335 and 9-speed Fuller combination and the heavy-duty waisted chassis (SRF 304L). This vehicle became no.104 in the Trans Arabia fleet in Jeddah. It is a testament to the model that some thrived in the Middle East. Trans Arabia operated four 5MW ‘Europeans’ in Saudi with Fuller 9-speed ‘boxes coupled to NTC 335s.
Hye Gebroederen NV (registration AZC 289) and Van Drieche of Gent both operated 6x4 M-series LHD 85-tonners on heavy haulage work in the early ‘seventies. These were not thought to be called ‘Europeans’. The Van Drieche tractor pulled a seven-axle low-loader trailer with a 250-tonne Manitowoc crane.
The 5MW was surely one of the most pleasing ERFs in appearance. It was a nice blend of ancient and modern, with its gracefully curved front panels, twin headlamps and split windscreen. Even more pleasing in my view, were those later examples with the upright rectangular dummy radiator grille. Its distinctive sun visor really marked it out as a lorry bound for foreign parts. Although they lacked the ride-height and stature of the later 7MWs, those that ran on 12.00 x 20 tyres tended to have a less down-at-heel appearance. Many 5MWs had the traditional British-style moulded headboard bearing the operator’s name. A fine example of this was SRF 304L which bore the name ‘S Jones’ above the cab until it was retired to Jeddah and the name was altered to ‘Trans Arabia’. ERF 5MWs were particularly magnificent in the superb livery of Beresford from Stoke-on-Trent who ran them in both LHD and RHD forms; likewise Richard Read of Longhope. Robert
this is the calor gas LHD ■■■■■■■ 335 5MW as painted when new by my dad, operated out of higham ferrers until it was sent to work out of calor in, i believe , rotterdam .really was an impressive motor, i got my hands on one in later years but it was only a ■■■■■■■ 220 , but still a really nice truck to drive.
Hiya…NO i think geh has always been a 4x2 . the photo’s may just show a dolly that
makes geh look like a 6x2, i don’t think there are any better photos to show geh as a 6x2.
we need someone from John Simmonds to help us out.
John
This picture gives a better view of the tag dolly built for GEH. Also the difference between the 12.00x20 tyres on GEH and the 10.00x20 on the dolly.
Regards, Colin.
Good work! Now all is clear, good camera’s were invented and we save pictures 
A-J
The first ERF ‘European’ was a LHD 5MW-cabbed tractive unit. Here is what ERF had to say about it in their in-house magazine CHASSIS (issue No. 20). Robert
Superb input…I re-read your earlier information about 5MW starting in 1971, whereas I saw an article
that Brussels-exhibition was allowed to give a genuine glance in 1969! I assume the left 6x4 is the tipper
sold to Delsaert and the right 4x2 tractor is unknown despite the text “Ets G. Slachm…” on the door.
robert1952:
The first ERF ‘European’ was a LHD 5MW-cabbed tractive unit. Here is what ERF had to say about it in their in-house magazine CHASSIS (issue No. 20).
That article contains the all evidence,regarding the case which I’ve made,concerning the contradiction caused by the massive gap between the demands of the UK market as opposed to the Euro one.It was a gap which the domestic manufacturers were never going to be able to sustain being that they needed to be selling those ‘Euro market’ type products here instead of trying to work with it in the form of producing one type of superior product for the so called ‘euro market’ and one type of inferior product truck for the backward domestic market.Without that harmonisation of the two markets the domestic manufacturers didn’t stand a chance firstly in being able to compete on equal terms with their European rivals.Nor when those rivals eventually took advantage when the demands of the domestic market did start to harmonise with the demands of the European one.Simply because trying to satisfy that inherent contradiction had left the domestic manufacturers too far behind in terms of development and investment. 
Have you ever wondered why I post so much information on this thread? Well, of all the different models of tractive unit built by the truck manufacturer ERF over the years, I have the most affection for what I consider to be their masterpiece: the legendary NGC 420 ‘European’, which epitomises everything I admired about ‘seventies long-haulers. Over a third of the seventy or so ERF NGC 420s built saw Middle-East service — one venturing as far as Pakistan - and this model remains my favourite piece in the jigsaw puzzle of ‘How Britain Made a Success of the TIR-trail to the Middle East.’ It was unveiled a few days before my 21st birthday in 1973 when I became eligible to drive one, or indeed any HGV, and for a while I followed its fortunes. I remember reading that Truck magazine’s Euro-Test (I posted recently), which included an NGC 420, with avid interest when it appeared a couple of years later. As a younger driver I cut my teeth on the next best thing, the ERF B-series, but it wasn’t until more recently that I actually got behind the wheel of an NGC 420: it exceeded my already high expectations. ‘Seventies ERFs still have that ‘x’ factor for me: that unquantifiable ‘joyful driving experience’. Robert
Carryfast:
robert1952:
The first ERF ‘European’ was a LHD 5MW-cabbed tractive unit. Here is what ERF had to say about it in their in-house magazine CHASSIS (issue No. 20).That article contains the all evidence,regarding the case which I’ve made,concerning the contradiction caused by the massive gap between the demands of the UK market as opposed to the Euro one.It was a gap which the domestic manufacturers were never going to be able to sustain being that they needed to be selling those ‘Euro market’ type products here instead of trying to work with it in the form of producing one type of superior product for the so called ‘euro market’ and one type of inferior product truck for the backward domestic market.Without that harmonisation of the two markets the domestic manufacturers didn’t stand a chance firstly in being able to compete on equal terms with their European rivals.Nor when those rivals eventually took advantage when the demands of the domestic market did start to harmonise with the demands of the European one.Simply because trying to satisfy that inherent contradiction had left the domestic manufacturers too far behind in terms of development and investment.
Complete blx. The report form the Belgian assembler states that the only black mark the 5MW tractor units incurred was for leaks and draughts in the cab, with was addressed by ERF before the 7MW took over. The rest of the contributors to this thread, from all sections of the industry, have already agreed that the venture stalled due to a lack of dealer coverage in Germany and Southern Europe. It was nothing to do with the specification of the European vehicles or ERF having strong demand for its lower-specification, older designs in its home market. If anything, ERF’s ability to engineer vehicles which were well-regarded in both markets is proof that you are wrong.
[zb]
anorak:Carryfast:
robert1952:
The first ERF ‘European’ was a LHD 5MW-cabbed tractive unit. Here is what ERF had to say about it in their in-house magazine CHASSIS (issue No. 20).That article contains the all evidence,regarding the case which I’ve made,concerning the contradiction caused by the massive gap between the demands of the UK market as opposed to the Euro one.It was a gap which the domestic manufacturers were never going to be able to sustain being that they needed to be selling those ‘Euro market’ type products here instead of trying to work with it in the form of producing one type of superior product for the so called ‘euro market’ and one type of inferior product truck for the backward domestic market.Without that harmonisation of the two markets the domestic manufacturers didn’t stand a chance firstly in being able to compete on equal terms with their European rivals.Nor when those rivals eventually took advantage when the demands of the domestic market did start to harmonise with the demands of the European one.Simply because trying to satisfy that inherent contradiction had left the domestic manufacturers too far behind in terms of development and investment.
Complete blx. The report form the Belgian assembler states that the only black mark the 5MW tractor units incurred was for leaks and draughts in the cab, with was addressed by ERF before the 7MW took over. The rest of the contributors to this thread, from all sections of the industry, have already agreed that the venture stalled due to a lack of dealer coverage in Germany and Southern Europe. It was nothing to do with the specification of the European vehicles or ERF having strong demand for its lower-specification, older designs in its home market. If anything, ERF’s ability to engineer vehicles which were well-regarded in both markets is proof that you are wrong.
The obvious difference in stated specs between the ‘european’ product v the domestic one says everything in that regard while even in the case of the fuller driveline being compromised probably more for financial reasons than the ideal engineering choice.While at the time in question it’s doubtful that there would have been any large scale dealership or service networks in regards to all of the different types of vehicles being sold and used outside of their domestic markets.At that point in time it was realistically still a case of each manufacturer having it’s strongest presence in their respective domestic markets and relatively much weaker one in their respective export markets with any growth in that export market presence then being totally dependent on sales growth and resulting investment funds in general.In this case as in others,my view that the British manufacturers were brought down by the difference in the backward demands of the domestic market,as opposed to the ‘European’ one,and the financial resources available to those manufacturers,stands.
Evening Gentlemen…tonyj, that is the" European", that I have refered to in my posts. Ended op as a part exchange when Coulier went TR280 Berliet, (in a big way).
Sourced via Chris Humphries at Calor Gas, on behalf of Coulier, beautiful thing to drive, I fetched some Trailor tri axles in with it…Cannot remember who purchased her, but the" rot" was already showing around the rain gutters, and the door bottoms…but what a "drivers " motor…made me a “cowboy” again!!! I remember she had a black, not white steering wheel
Cheerio for now.
Here’s an interesting thought. The NGC 420 model had what was essentially an A-series chassis; albeit a highly-developed, very sophisticated, top-of-the-range, left-hand-drive, intercontinental one. When ERF started building ‘Europeans’ with 5MW cabs in 1971 they used the A-series chassis, gave it LHD and modified it to European standards. ERF called it the latest A-series in its Earls Court brochure. This process evolved the following year with the introduction of a heavy-duty version of the chassis which ERF, in its 1972 Earls Court brochure, described as the new A-series configuration. A year later, in 1973, the luxurious tilting 7MW-cabbed version was unveiled with that same ‘new A-series’ chassis (unchanged apart from an improved air-filter system). Throughout this brief evolution ERF was clearly marketing an evolving A-series based tractor. Rumour has it that some late NGC 420s may have received B-series chassis but the B-series was itself basically an A-series with an SP cab. Robert
Many of you continental drivers will be familiar with the magazine France Routes and will know of the regular feature by their resident artist called ‘Graphite Garage.’ Even Graphite Garage came up with an ERF NGC 420! See below. Robert
Here is how I see the ERF NGC 420’s entry into Europe.
The NGC 420 ‘European’was revealed at the Brussels Motor Show on 19thJanuary 1973 and was produced until 1977: almost five years. At first it was only marketed as an export model to European operators, otherwise it might have seen more recognition as ERF’s ‘flagship’ unit. However, it wasn’t announced that the NGC 420 would also be made available to UK hauliers until it was exhibited alongside the new B-series at Earls Court in October 1974. British-registered examples then began to appear in early 1975.
I can account for about 70 units. As many of them changed hands, a fully accurate figure is not easy to ascertain (see my earlier list). The NGC 420 was conceived by ERF designer, Jack Cook along with his team. It was a purpose-built long-hauler, designed for international haulage just as Britain was entering the European Common Market and operators were looking for tractive units suitable for continental work. Importantly, it had a full sleeper cab that could be tilted to 68 degrees. Britain’s entry into the European Economic Community (EEC) meant that complete trucks could be delivered to the Continent without the need to deliver them in ‘completely knocked-down kit’(CKD) form to avoid high import duties, as had been the case with export 5MW-cabbed units. At the same time, the Middle-East boom was really getting under way and fantastic opportunities were opening up for the more adventurous driver and operator. This was an interesting period in the history of British road-transport.
In some ways the NGC 420 ‘European’ was quite unique. For a start, it was only built as a left-hand drive unit — probably the only British model ever to be so. As far as I can work out, it was the only Europe-built model to be offered with the combination of LHD and 9-speed Fuller as standard (rather than optional). It was also unique in that it was designed primarily as a long-hauler, although they made excellent heavy-haulers too. Unlike other makes and models which had versions for the home market it had no RHD, lightweight or day-cabbed versions: it had a clear identity as a long-haul truck rather than a UK domestic one. It was a purpose-built left-hand drive, powerful, heavy-duty TIR-truck in its own right. Robert
More on the 5MW-cabbed ‘European’ from Commercial Motor 1971. Robert
It says: ‘A ‘British’ ERF for Europe
ERF will have on show at Earls Court a truly British 38ton-gcw-tractive unit. The chassis is basically the latest A-series, but much detail effort has gone into making it suitable for Continental operation at 38 tons gcw.
The two-axle tractive unit (A84 GXB) uses, for the first time at this weight, the classic combination of Gardner engine, David Brown gearbox and Kirkstall axles. The front axle has a 6.5-tonne capacity and the rear D85-13-2 axle a capacity of 13.2 tonnes. This axle, which is of the much-favoured hub-reduction type, has a ratio of 5.04 to 1 and gives the vehicle a top speed of 58 mph. The Gardner 8LXB engine produces 240 bhp at 1850 rpm and 6951b ft at 1100 rpm and is matched to David Brown’s new heavy gearbox, the 8.750. This gearbox is an eight-speed range-change design and has an overdrive top gear. The clutch is a 14in-diameter LipeRailway twin-plate.
The cab is a Motor Panels product with a sleeper extension. This cab has a two-piece screen and is fitted with two-speed self-parking electric wipers and electric screenwashers. Instrumentation is fully metric and includes all normal equipment plus tachograph and radio.
Front brakes are 54in x 7in and rear brakes 15+in x 8in with cam actuation. Radial 12.00 x 20 tyres are fitted as standard. Fuel tank capacity is 80 gallons.
Side-member dimensions are 12+in x 3+in x ;gin and wheelbase is loft 2in. ZF power steering is fitted as standard.’
The Delcon /Transit Liner 5MW Europeans. From a news cutting. Robert
Here’s the transcript: ‘Tranportes Delcon of Leuven, near Brussels, are currently operating a fleet of ten vehicles of which eight are ERF A-series tractive units with MW cabs, fitted with ■■■■■■■ 335 engine for 38-tons gross operation. The vehicles are travelling each week from Brussels to destinations such as Turin, Stockholm, East Berlin, Paris and to other major centres of France, Germany and Holland. The vehicle illustrated covers 2000 miles a week on two trips between Brussels and Turin. The ERF distributor in Belgium, ■■■■■■■ Distributor Belgium SA, is responsible for building these vehicles from knock-down kits in their Brussels factory. CDB also carry out full service facilities for the vehicles sold in Belgium.’
