[zb]
anorak:Carryfast:
Blimey which seems to vindicate just about everything which I’ve said …Nothing vindicates anything you have said, ever.
I think the documented fact of 10 hp per tonne for UK work being called for in 1973 shows who was right and who was wrong in that regard.
It was an unusual and untypical piece of writing for the time, which is why I tried to discover who the author was. It occurred to me that you might be the one, CF! It also occurred to me that posting this article might spark off the argument again. Hey-ho. Robert
robert1952:
It was an unusual and untypical piece of writing for the time, which is why I tried to discover who the author was. It occurred to me that you might be the one, CF! It also occurred to me that posting this article might spark off the argument again. Hey-ho. Robert
At least in that regard it certainly ‘could’ have been me who wrote that but unfortunately I was still lumbered with being a part of the 1970’s secondary education system at that time and just like later all the sceptics still would have said I don’t know what I’m talking about.Because everyone knows that a 180-240 Gardner will be more than sufficient for UK work for at least another 5 years or more. 
Report in Commercial Motor 26th September 1975. Robert
'Big ERFs are first.
ERF’s European range of vehicles is believed to be the first British heavy range to have completed testing for compliance with the requirements of certain EEC directives concerning safety and the environment.
The DoE has granted approval for the vehicle covering four major directives. These are braking, sound levels, smoke emissions and rear-view mirrors.
Only minor modifications have been necessary to the braking system and engine to enable the vehicle to comply.
The directives become mandatory in the three main overseas countries in which ERFs are sold—France, Belgium and Holland—from October 1.’
You may remember a few pages back, someone found this on Facebook and posted on here. I recognised it and stated that it was taken by Wobbe Reitsma. Shortly afterwards we had a message from NL saying that it had in fact been taken by the owner, Cees Willemstein, himself.
I’ve just come across the same photo again on the very good German Baumachinebilder site. Upon closer examination of the picture, I realise that it isn’t quite the same as Wobbe Reitsma’s picture, which was taken from a slightly different angle and is of considerably better quality. It is this latter picture that will appear in ‘the book’!
Cheers, Robert
Wirlinmirlin posted this pic on the Trans Arabia thread this evening. I think this is probably the same roll-over that Mick Jones sent me a couple of photos of. Here they are again anyway, just in case! Robert
robert1952:
2Wirlinmirlin posted this pic on the Trans Arabia thread this evening. I think this is probably the same roll-over that Mick Jones sent me a couple of photos of. Here they are again anyway, just in case! Robert
10
Looks like David Hughes in the foreground holding a lump hammer in in hand
Ken Broster
Hi,
I am asking questions again.
I recently asked on the ERF 5MW thread what they were like . To continue that theme was the ERF European a recabbed version of the 5MW or a completely new truck?
Was it built on the “A” series chassis or was everything new?
Do I see a similarity in parts of the cab to the “B” series so was it a prototype for the “B” seres. It didn’t seem to have a very long production run.
Lastly was it a good truck ,both for drivers and the operators, it certainly looks the part.
Cheers Bassman
Bassman:
Hi,
I am asking questions again.I recently asked on the ERF 5MW thread what they were like . To continue that theme was the ERF European a recabbed version of the 5MW or a completely new truck?
Was it built on the “A” series chassis or was everything new?
Do I see a similarity in parts of the cab to the “B” series so was it a prototype for the “B” seres. It didn’t seem to have a very long production run.Lastly was it a good truck ,both for drivers and the operators, it certainly looks the part.
Cheers Bassman
Those questions are fully discussed and answered on the 54 pages of this thread - it’s what this whole thread is about! To sum up for you: the 7MW-cabbed European (the NGC) was a new lorry, only ever made in LHD, but it used a heavy-duty chassis derived from the A-series. The cab was significantly improved and tilted, which the 5MW did not. It was in production for nearly 5 years for much of which time it was made simultaneously with the 5MW, A-series, B-series and the older LV-cabbed unit. It was not a prototype for the B-series which was an all new lorry. A book about this particular model called Lorries of Arabia: the ERF NGC is due out on April 30th. I hope that helps, but do read through this thread (or read the book!) if you are interested! Robert 
I was on the phone to Jerry Cooke this morning and he informs me that the Trans Arabia unit on its side was fleet No. 110. Robert
robert1952:
Bassman:
Hi,
I am asking questions again.I recently asked on the ERF 5MW thread what they were like . To continue that theme was the ERF European a recabbed version of the 5MW or a completely new truck?
Was it built on the “A” series chassis or was everything new?
Do I see a similarity in parts of the cab to the “B” series so was it a prototype for the “B” seres. It didn’t seem to have a very long production run.Lastly was it a good truck ,both for drivers and the operators, it certainly looks the part.
Cheers Bassman
Those questions are fully discussed and answered on the 54 pages of this thread - it’s what this whole thread is about! To sum up for you: the 7MW-cabbed European (the NGC) was a new lorry, only ever made in LHD, but it used a heavy-duty chassis derived from the A-series. The cab was significantly improved and tilted, which the 5MW did not. It was in production for nearly 5 years for much of which time it was made simultaneously with the 5MW, A-series, B-series and the older LV-cabbed unit. It was not a prototype for the B-series which was an all new lorry. A book about this particular model called Lorries of Arabia: the ERF NGC is due out on April 30th. I hope that helps, but do read through this thread (or read the book!) if you are interested! Robert
It would probably have been more logical to just concentrate on the European for both the UK and Euro markets and keep it in production longer at least in the case of the max weight market.Then go from the European directly into the C series thereby rationalising the production operation and development programme. 
The major spanner in the works regarding that idea probably being the combination of the ridiculous UK gross weight regime and backward customer base. 
Although I don’t think there would have been anything to lose in that regard by just saying to the customers you’ve got the choice of either taking the European or nothing.
robert1952:
I was on the phone to Jerry Cooke this morning and he informs me that the Trans Arabia unit on its side was fleet No. 110. Robert
And the rest of the details are?
Robert1952
Thanks for summarising that for me, I will now start at page one and find out about more ERF history.
I thought I had driven most models but these two ,the 5MW and the 7MW i have at present no knowledge of.
Cheers Bassman
Carryfast:
It would probably have been more logical to just concentrate on the European for both the UK and Euro markets and keep it in production longer at least in the case of the max weight market.Then go from the European directly into the C series thereby rationalising the production operation and development programme.The major spanner in the works regarding that idea probably being the combination of the ridiculous UK gross weight regime and backward customer base.
Although I don’t think there would have been anything to lose in that regard by just saying to the customers you’ve got the choice of either taking the European or nothing.
Re bold type above: isn’t that exactly what the B-series LHD Euro-spec model was designed to do? Robert
Kenb:
robert1952:
I was on the phone to Jerry Cooke this morning and he informs me that the Trans Arabia unit on its side was fleet No. 110. RobertAnd the rest of the details are?
Actually, the rest of the details are on the LHD B-series ERF thread, because that was the subject of our discussion. The TA fleet number for the lorry on its side was just for pudding! Robert
robert1952:
En-Tour-Age:
Nice photos on KW, most probably suplied through Paccar Belgium, Rue Genève in Brussels where export-department had HQ
and where large quantities of trucks for oil-field-exploration and logistics were sold! ■■■■■■■ Distributor Belgium often piggy-
backed on the group of drivers delivering the trucks to their final destination. Same did DAF with orders to Iran and Turkey.I believe that S Jones’s Saudi partner imported them directly from USA. Robert
Robert - Wrong they were ordered from the Saudi Agent General Contracting Co (GCC) in Dammam by myself and were transferred to there Jeddah site for customer delivery and sign writing - the finance was raised via Citi Bank
Ken Broster
robert1952:
I have now posted some new Trans Arabia pictures on the LHD B-series ERF thread: watch that space! Robert0
The first deliveries to Almasame in deep Saidi Nr Najran carrying flat package accom and refrigeration units for camp site
After these first runs we had to put 10tons of bagged cement on pallets over the drive axle to give us traction up th steep off-road inclines
The three drivers Taffe Bill, Goggie Robatham and Eric Bowers all RIP and top drivers and very capable
The ERF s on this job were not good. - they shook themselves to pieces - always ended up back in the Garage in Jeddah for days being put back together - the Macks were much better especially in the right hands.
Ken Broster
robert1952:
Carryfast:
It would probably have been more logical to just concentrate on the European for both the UK and Euro markets and keep it in production longer at least in the case of the max weight market.Then go from the European directly into the C series thereby rationalising the production operation and development programme.The major spanner in the works regarding that idea probably being the combination of the ridiculous UK gross weight regime and backward customer base.
Although I don’t think there would have been anything to lose in that regard by just saying to the customers you’ve got the choice of either taking the European or nothing.
Re bold type above: isn’t that exactly what the B-series LHD Euro-spec model was designed to do? Robert
In view of fact that the European was obviously a different ( arguably at least as good/good enough if not superior ? ) product to the B series and bearing in mind the time line between the European entering and finishing production and the C series entering production.It seems difficult to make a case for the B series.It seeming to be a waste of resources.Albeit,as I said,possibly an understandable one bearing in mind the hostile domestic market in terms of its acceptance of progress both in terms of legislation and customer thinking.
Kenb:
robert1952:
En-Tour-Age:
Nice photos on KW, most probably suplied through Paccar Belgium, Rue Genève in Brussels where export-department had HQ
and where large quantities of trucks for oil-field-exploration and logistics were sold! ■■■■■■■ Distributor Belgium often piggy-
backed on the group of drivers delivering the trucks to their final destination. Same did DAF with orders to Iran and Turkey.I believe that S Jones’s Saudi partner imported them directly from USA. Robert
Robert - Wrong they were ordered from the Saudi Agent General Contracting Co (GCC) in Dammam by myself and were transferred to there Jeddah site for customer delivery and sign writing - the finance was raised via Citi Bank
Ken Broster
I stand corrected. I can’t remember where I got that idea from. Robert
