Speaking only for BeNeLux-countries and France indeed ‘only’ 18 5MW’s (from 1969), 35 7MW’s (from 1973) and 20 B’s
(from 1975) were sold…perhaps again confirming that ERF offered various options with several types of chassis in
combination with cabs. The 335 (NTK) was first offered in the 5MW on 1971 Brussels Show, being an attempt to make
operators enthousiast for more power…with all respect to the other British either suffered from competition (VSD)
and perhaps a lack of dealers or expected ‘troubles’ to service these vehicles. As earlier pointed out here, it’'s amazing
that for example Germany did not consider higher powered vehicles in that hilly country. Krupp did not made it in the
home-country Germany at the end (1968) still offering a V8 265hp-engine. A lot has been said earlier in this thread.
ERF-Continental:
Speaking only for BeNeLux-countries and France indeed ‘only’ 18 5MW’s (from 1969), 35 7MW’s (from 1973) and 20 B’s
(from 1975) were sold…perhaps again confirming that ERF offered various options with several types of chassis in
combination with cabs. The 335 (NTK) was first offered in the 5MW on 1971 Brussels Show, being an attempt to make
operators enthousiast for more power…with all respectthe other British either suffered from competition (VSD) and
perhaps a lack of dealers or expected ‘troubles’ to service these vehicles. As earlier pointed out here, it is amazing
that for example Germany did not consider higher powered vehicles in that hilly country. Krupp did not made it in
Germany when at the end (1968) still offering a V8 265hp-engine. A lot has been said earlier in this thread. Nice day!
Interesting point you make about Germany there. It is not as if Germany was protecting its own manufacturing base by buying only Mercs and MANs - I remember crossing Germany by road in 1968 and being struck by the number of ‘foreign’ lorries, especially Fiats! Robert 
At Mandator…good input. Miesse did have some attempts also with the bonnet Miesse and ■■■■■■■■ it was a 6x4
tipper which ended somewhere in Eupen-region at a DAF-dealer. I am sure to have a genuine spec and I’ll attach it
as soon as available, being involved in a removal nowadays.
ERF-Continental:
As a result of the French-forum…here the ERF NGC of Mentré as inputted in “Poids lourds” magazine
Hooray! Nice one A-J!! I think Mentre’s wagons were all on bulk tipper work weren’t they? Robert 
Great Middle-East wagon; great atmosphere; great photography; great historical document; great capital letter. Robert
Transports C. Mentré in Yvelines (France) is indeed known for bulk tippers.
This advert (below) appears to be the item whence Poids Lourdes obtained its picture. Notice that Mabo is listed as an ERF dealer, but that it takes 3rd place in rank order. It is quite possible that Mabo was set up for ERFs some time before it actually handled any. Philippe Mathurin told me that he was a regular customer of Mabo and remembers often seeing new B-series ERFs on their premises. Registration no. 7011KG78, by the way. Every detail helps! Robert
I think Best Truck Import B.V. (Dutch ERF-importer) was very pleased to have their telephone-number stated
behind the name of CDB in Brussels as they were not mentioned in that list but did big business themselves.
ERF-Continental:
Just a question…apparently there is not much to say or add on this thread or are you all waiting?
A-J: I fully understand, and empathise with, your apparent impatience. You, like me, are fully aware that ‘out there’ still lies a quantity of untapped material on the NGC. You are also aware that I have many excellent photos promised by their owners ‘for the book only’. Frustratingly, the book has been much slower to materialise than we all originally thought. I have recently been in contact with the publisher about this issue and I should be in a better position to report on the book’s progress shortly.
To all contributors: This thread is a highly unusual and specialised affair, with a fund of detail and some excellent debate. It is, nonetheless, very much in the hands of those who are generous with their pictures, their information and their resources. One hopes that the urge to share, rather than to hoard, will continue to prevail on this most excellent thread. Robert
Hiya Robert.
3300John:
Hiya Robert…i,ve been told that JDF 132 N was Beresfords, were waiting for a second word from who we think drove her.
cheers John
Yes, and as I think I’ve said before on here, it allegedly ran out of Calais in Beresford’s livery but on French plates (on Swiss work) before being ‘flagged in’ to acquire its JDF 132N plate. But I have no verification of this. It sounds unlikely, as ‘flagging out’ was not yet in fashion, and it was not Beresford practice. If, however, it was a French owner-driver sub-contracting to Beresford then it would make much more sense. If you can trace its driver, maybe all will be revealed! We live in hope! Robert
Abusively inputted here in stead of on LHD 5MW-thread
This might help,Robert. Go to the second one down & open with xls.Lots of chassis numbers.
You may have to google that yourself to get the link to work?
harry:
This might help,Robert. Go to the second one down & open with xls.Lots of chassis numbers.
You may have to google that yourself to get the link to work?
Thanks Harry. I’ve been working from that for a couple or three years now, but it’s very vague on the MW front! Cheers, Robert.
Very interesting and technically correct thread - a nice change!.
I notice quite a number of MV and MW photos from my Flickr photostream have appeared - it’s a good job my friend rescued these prints when he did. No regard was paid to ERF history when the old Sun Works site was cleared…
robert1952:
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. Robert0
Jack Cooke would take serious issue with you over that statement Robert!.
Alan Turner’s A-Series chassis of 1970 was redesigned extensively by Cooke for the heavier duty steel cabbed vehicle range, and it was these developments that found their way into a very different chassis under the B-Series. One key point is that the A-Series chassis was found to be unsuitable for rigids. From 1972, following unsuccessful testing of four rigid 4x2 load carrier / drawbar chassis, the plan to ‘roll out’ the A-Series chassis design across the entire ERF load carrier range was abandoned - an embarrassment for ERF as trade press statements issued in 1970 and 1971 had stated it would be so. Cooke went back to the drawing board and almost completely redesigned the A-Series into a chassis that was suitable for all two, three and four axle vehicles across the full ERF load carrier range. It was this new chassis that was christened ‘B-Series’.
[
No harm done perhaps, though I strongly advise you to go over your manuscript for your book in a thorough way!
We separetely discussed also the discrepancies in the REVS-articles of Wobbe and some general assumptions, well
as you state it is an assumption, no harm is done and open for discussion and follow-up. Good luck with the revision
and hope to hear from you when the long expected book is coming!
On a light-hearted note, here’s one for Harry. The picture of the tanker semi-trailer is of little consequence, but the tasteful grey Swiss-registered NGC 420 tractive unit parked next to it may be familiar to him! Robert 
