@ Saviem: no we did not forget you…and now is the moment to lift this thread higher in rank,
really a shame it was on page 2!!!
You asked about the olive green NGC (out of the advertisement from Bestebreurtje-Rijsoord) and
the origin was Prooij Transport in Barendrecht (region of Rotterdam) and they did a trade in as a
year before the day-cab B-serie (ex-demonstrator Amsterdam-show of january 1976) was bought.
Still we don’t know were it went…but we have time I guess
A little note on the air cons, the outlet nozzles were allegedly great places to keep a couple of cans of beer cool.
Also they were rarely working by the time they reached the sand, the pounding they got on the way down would usually rattle a pipe loose and cause a gas leak.
zzarbean:
A little note on the air cons, the outlet nozzles were allegedly great places to keep a couple of cans of beer cool.Also they were rarely working by the time they reached the sand, the pounding they got on the way down would usually rattle a pipe loose and cause a gas leak.
And by your own admission, dear Zzarbean, you had the luxury of quarter-lights and ingenious deflectors to divert the flow of cool air, bees and wasps into them - so who needs air-con? I love it! I hate air-con and missed quarter-lights in modern trucks, so I would clearly have been at home in one of Vick’s battered NGCs. Thanks Zzarabean, you’re a star! Robert 
Two daft thoughts on the NGC front.
Daft thought number one: to date we have 62 4x2 tractive units, 3 6x4 tractive units, 3 draw-bar outfits, 2 7MW-cabbed imposters, and a converted wrecker. In itself, that would make a tidy fleet - just add 80 12m tilts and we’d be away…
Daft thought number two: if Astran had bought half a dozen NGCs and run them down to the Gulf for five years in full livery, I wonder if this would have improved the fortunes of ERF.
Robert
Harry, any idea who imported ERFs and / or ■■■■■■■ engines into Switzerland? Or for that matter, who imported the Fodens and the Yankee trucks (Whites and KWs). Robert
robert1952:
zzarbean:
A little note on the air cons, the outlet nozzles were allegedly great places to keep a couple of cans of beer cool.Also they were rarely working by the time they reached the sand, the pounding they got on the way down would usually rattle a pipe loose and cause a gas leak.
And by your own admission, dear Zzarbean, you had the luxury of quarter-lights and ingenious deflectors to divert the flow of cool air, bees and wasps into them - so who needs air-con? I love it! I hate air-con and missed quarter-lights in modern trucks, so I would clearly have been at home in one of Vick’s battered NGCs. Thanks Zzarabean, you’re a star! Robert
Even with the mid Summer temperatures in Italy etc during the day the hot air blowing in open windows doesn’t help the inside temperatures much as opposed to a decent air con system.But opening quarter lights were always better than not having them.Which just then leaves the question of the opening windscreens on the older wagons being even better than just opening side windows and quarter lights.
robert1952:
Harry, any idea who imported ERFs and / or ■■■■■■■ engines into Switzerland? Or for that matter, who imported the Fodens and the Yankee trucks (Whites and KWs). Robert
The information out there seems to show that Friderici was both an operator and an importer.
robert1952:
Look at this magnificent beast! It is seen here at the end of its life after serving with Shamara. The photo was kindly lent to me by Jerry Cooke. Actually, I think it was the most nicely-proportioned of the five 6x4s with 7MW cabs, probably because it is the only one with a short wheelbase. It probably started life as an NGC 420 and we know was originally a 4x2. Once converted, it would become (in theory) an NGC 852 (NG cab + ■■■■■■■ lump + 85t gross + double-drive).It is surely time to drop the figure ‘420’ from the name for this model. NGC, yes of course: apparently they all were. ‘European’, yes indeed: they all were. But ‘420’, like ‘360’ and ‘380’ is a bit meaningless. As I described several pages back on this thread, all NGCs appear to have been built with the heavy-duty waisted chassis for maximum permitted weight. This means that in Britain it could run at 32 tonnes but in Holland it could run at 50 tonnes gtw. So, in practice it became an NGC 320 in Manchester, an NGC 500 in Rotterdam, an NGC 380 in Bordeaux, an NGC 420 in Anterwerpen and an NGC 1000 in Jeddah because it was legitimately hauling road-trains grossing up to 100 tonnes!
So from now on, I’m sticking to ERF NGC ‘European’. I’ve already dropped ‘420’ from my text for the book. But the really exciting thing is that just as we start to get smug and complacent about this comfortable new position, some [zb] will open a shed door and find an NGG 340 (plated at 34 tonnes) with Gardner 8LXB in it and dear old Carryfast’ll have to have a little lie-down and I’ll have to re-write the f***king book! LOL Robert
colinwallace1:
robert1952:
1Look at this magnificent beast! It is seen here at the end of its life after serving with Shamara. The photo was kindly lent to me by Jerry Cooke. Actually, I think it was the most nicely-proportioned of the five 6x4s with 7MW cabs, probably because it is the only one with a short wheelbase. It probably started life as an NGC 420 and we know was originally a 4x2. Once converted, it would become (in theory) an NGC 852 (NG cab + ■■■■■■■ lump + 85t gross + double-drive).It is surely time to drop the figure ‘420’ from the name for this model. NGC, yes of course: apparently they all were. ‘European’, yes indeed: they all were. But ‘420’, like ‘360’ and ‘380’ is a bit meaningless. As I described several pages back on this thread, all NGCs appear to have been built with the heavy-duty waisted chassis for maximum permitted weight. This means that in Britain it could run at 32 tonnes but in Holland it could run at 50 tonnes gtw. So, in practice it became an NGC 320 in Manchester, an NGC 500 in Rotterdam, an NGC 380 in Bordeaux, an NGC 420 in Anterwerpen and an NGC 1000 in Jeddah because it was legitimately hauling road-trains grossing up to 100 tonnes!
So from now on, I’m sticking to ERF NGC ‘European’. I’ve already dropped ‘420’ from my text for the book. But the really exciting thing is that just as we start to get smug and complacent about this comfortable new position, some [zb] will open a shed door and find an NGG 340 (plated at 34 tonnes) with Gardner 8LXB in it and dear old Carryfast’ll have to have a little lie-down and I’ll have to re-write the f***king book! LOL Robert
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Hi Robert, and fellow bloggers. With this load GEH 513N would have to be a “NGC 1050” as the gross weight was 105 tons when this crusher main frame was moved from Enderby quarry to Horton in Ribblesdale.
Can you tell me who makes the model of the NGC shown on the previous page and are they still available?
Regards, Colin.
Yes, the model was a one-off. I found it on a Dutch website and can’t re-find it. It was crafted from an off-the-shelf Scammell Crusader, receiving a new front grille from the modeller. Robert
Great GEH pic, Colin! Here are some more of that model you asked about. Robert
Colin’s picture of GEH 513N shows a lamp-post reflected in the windscreen, giving quite a clear indication of what the 7MW cab might have looked like if it had retained the 5MW’s split windscreen: rather fetching, don’t you think! Robert
robert1952:
Great GEH pic, Colin! Here are some more of that model you asked about. Robert
Thanks Robert, wouldn’t mind that. The cab looks spot on.
colinwallace1:
■■?
3300John:
colinwallace1:
robert1952:
Great GEH pic, Colin! Here are some more of that model you asked about. RobertThanks Robert, wouldn’t mind that. The cab looks spot on.
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Here is another picture with the crusher, en route.(not good quality but worth a look)Hiya …did you drive GEH colin■■?
No, my dad drove GEH.
Carryfast:
robert1952:
Harry, any idea who imported ERFs and / or ■■■■■■■ engines into Switzerland? Or for that matter, who imported the Fodens and the Yankee trucks (Whites and KWs). RobertThe information out there seems to show that Friderici was both an operator and an importer.
Cheers CF! The thought of an ERF NGC in Friderici colours certainly gets the pulse racing, but I don’t think they ever had ERFs and all their Fodens were CAT-engined Fuller 13-speed jobs as far as I understand it. Robert
Just seen the question from Bob.
The Whites were imported to a dealer in Lyss. The ERFs were imported by various small garages in Swiss,one was near Basel.
Funny thing is,I’ve still got the spare key to one of them White’s.
I think A-J (ERF-Continental) deserves a shiny ERF hub-cap for ferreting out no fewer than FOUR new ERF NGCs (or imposters) in very recent posts: he has found the Latieries Preval of Vire in France unit, a second Loste of Lille unit, Loste’s 6x4 Pacific with the 7MW cab, and the olive-green unit of Prooij of Barendrecht in Holland. Not to mention lots of other good links, like the Amstersdam show model. Since opening up this topic and the material that accrues, a lot of very exciting material has appeared on this thread - thanks to all who contribute so selflessly to it - and a damned good thread it is too! ~Robert
@Robert…thank you for the flowers andcompliments…however it is/was a pleasure to share and search!
The group-result for us all is a very informative thread…experiences of drivers/operators, technical data,
picture, backgrounds…suggestions expectations and God knows what will come out of our efforts!
We may be proud on what has been submitted and exchanged! Or…practice makes pERFect?
A-J
Harry’s B-series pic ought to go on my ‘Left-Hand Drive ERF B-series’ thread! Robert
