Regardless the capacity (backlog) problems Motor Panels might have had perhaps ERF had a contract
containing an obliged number of cabs hence the two-way approach on the 5MW-, 7MW- and B-series.
Regarding price…I know Van Steenbergen bought their (6) NGC’s at BF 2.000.000,- while Scania was
invoicing at BF 3.000.000,- at the same moment. Easy choice, sure if you are familiar with ■■■■■■■
and ‘wrong’ thread mechanics 
ERF-Continental:
Regardless the capacity (backlog) problems Motor Panels might have had perhaps ERF had a contract
containing an obliged number of cabs hence the two-way approach on the 5MW-, 7MW- and B-series.Regarding price…I know Van Steenbergen bought their (6) NGC’s at BF 2.000.000,- while Scania was
invoicing at BF 3.000.000,- at the same moment. Easy choice, sure if you are familiar with ■■■■■■■
and ‘wrong’ thread mechanics
There you have yet another two variables to throw into the mix: metric versus imperial build and all the tools for servicing and repairs; and cab availability. We could go on all day fantasising about what might have been! Robert
As you indeed mentioned correctly somewhere in the threads…a choice of a lorry depends on opinions of
drivers, operators, mechanics, accountants and customers, but bear in mind that in the seventies/eighties
the majority of the transport-companies reckoned with gross 10 years of operation with ‘that’ marque.
ERF-Continental:
As you indeed mentioned correctly somewhere in the threads…a choice of a lorry depends on opinions of
drivers, operators, mechanics, accountants and customers, but bear in mind that in the seventies/eighties
the majority of the transport-companies reckoned with gross 10 years of operation with ‘that’ marque.
True: there’s another variable - loyalty to the marque! Robert
I agree, and loyalty to your dealer, for sure when the dealer had more marques in their sales-basket.
To be crisp and clear, I recently spoke the main-mechanic from Van Steenbergen and (after roughly
30 years) he still points out that the NGC’s were nice chassis to maintain and repair. Main and known
‘problems’ deal with waterpump and radiator, but that was definitely all to claim and complain about.
ERF-Continental:
Regarding price…I know Van Steenbergen bought their (6) NGC’s at BF 2.000.000,- while Scania was
invoicing at BF 3.000.000,- at the same moment. Easy choice, sure if you are familiar with ■■■■■■■
and ‘wrong’ thread mechanics
2/3 the price of an established marque. If the things cost about the same to build, it does not seem like good business for ERF, assuming those prices are correct. Does anyone have any more recollections of ERF’s pricing policy in Europe? Monsieur Saviem was in the area at around that time- maybe he has some memories.
Bear in mind the sales-volumes of ERF respectively Scania-Vabis and their overhead…ERF by the way did
not sell in comparable countries where Scania was established, same with the reverse
CDB (ERF) respectively Denonville (Scania) did know the price-policies thoroughly
Scania have always been expensive, maybe not so much when they started in a new market, but once established they were dearer than anything else. In my experience they were arrogant too, they never sold you a lorry, you had to buy it from them as if they were doing you a favour!
Needless to say, even though I owned Scanias, I never bought a new one.
ERF-Continental:
Motor Panels might have had perhaps ERF had a contract
containing an obliged number of cabs hence the two-way approach on the 5MW-, 7MW- and B-series.
That possibility would certainly answer most of my questions at least in terms of cab design choice.In that case it might be possible to understand a scenario in which ERF was tied into also continuing with the obsolete 5 MW when it really ideally wanted to make the wholesale switch to 7 MW.Resulting in a brought forward plan to start making its own in house cab design.Which coincidentally just happened to be the SP idea on the basis of it being perceived as more design and production cost friendly.
While from MP’s point of view it probably felt ( erroneously ) it had nothing to lose being that the trend was obviously moving away from outsourced cabs across the industry anyway.In which case the introduction of the B series was effectively a result,not the cause,of the inevitable demise of the NGC which would have been inevitable from the point of its introduction.
Which leaves the question that similar contractual liabilities might have also applied in the case of naturally aspirated engines v turbocharged after the point where naturally aspirated was already effectively obsolete. 
■■■■■■■ presence in Shotts since 1956? with support of UK-government will for sure
have resulted in advantages for assemblers in lorries…
ERF-Continental:
I agree, and loyalty to your dealer, for sure when the dealer had more marques in their sales-basket.To be crisp and clear, I recently spoke the main-mechanic from Van Steenbergen and (after roughly
30 years) he still points out that the NGC’s were nice chassis to maintain and repair. Main and known
‘problems’ deal with waterpump and radiator, but that was definitely all to claim and complain about.
That’s a useful bit of reporting. You were luck to find him! Ken Broster also mentioned the water pump failures at Trans Arabia. Robert 
robert1952:
ERF-Continental:
I agree, and loyalty to your dealer, for sure when the dealer had more marques in their sales-basket.To be crisp and clear, I recently spoke the main-mechanic from Van Steenbergen and (after roughly
30 years) he still points out that the NGC’s were nice chassis to maintain and repair. Main and known
‘problems’ deal with waterpump and radiator, but that was definitely all to claim and complain about.That’s a useful bit of reporting. You were luck to find him! Ken Broster also mentioned the water pump failures at Trans Arabia. Robert
We learnt to change the water pumps every Feb/March it was the water - water inhibitors did not help!! As I remember.
Mr Hawkins??
Ken broster
ERF works photo - no details unfortunately (I can’t make the name out on the front)…
ERF:
ERF works photo - no details unfortunately (I can’t make the name out on the front)…
Fantastic picture, ‘ERF’ and a very rare shot of an NGC out on the road at speed! It is one two NGCs supplied to C groenenboom of Ridderkerk in Holland, registered 12-97-FB (which later became Trans Arabia’s 139) and 06-09-TB (new in '77). Thanks!
Here are some more pictures of them. Robert
robert1952:
…But nothing daunted, the entrepreneurial Mr Carryfast, according to recent sources, brushed aside being fobbed off with 5MW-cabbed ‘Europeans’ with ■■■■■■■ NH220s and thumped a few tables. ‘It is now 1978. If Falcon Freight can have an NGC with a 7MW cab and a ■■■■■■■ NT E290 unit in Jeddah,’ he was heard to roar, ‘Then I can wave the flag for Britain with a large order of these big-cam block-busters’…
…such is the influence Mr Carryfast holds over ERF, he has been able to specify his own design of steel cab for his UK mainland fleet order. This batch of 100 vehicles have all been fitted with de-rated Gardner 150 engines in his tireless quest for economy and reliability over the ‘tarmac tearing’ power and speed of their European bound NGC cousins…
Enough of the silliness - This is of course a South African ERF A’ Series.
Described as a…4x2 two-axled mechanical horse for Air Products, fitted with ■■■■■■■ NTC 250 engine, Fuller RTO 9509B gearbox and Kirkstall D85 axle. It features ZF power steering, twin fuel tanks and a Jake Brake. The cab fitted is a locally manufactured Springfield Cab.
Some minor styling cues were obviously taken from the NGC 7MW, hence my posting it here.
ERF:
robert1952:
…But nothing daunted, the entrepreneurial Mr Carryfast, according to recent sources, brushed aside being fobbed off with 5MW-cabbed ‘Europeans’ with ■■■■■■■ NH220s and thumped a few tables. ‘It is now 1978. If Falcon Freight can have an NGC with a 7MW cab and a ■■■■■■■ NT E290 unit in Jeddah,’ he was heard to roar, ‘Then I can wave the flag for Britain with a large order of these big-cam block-busters’……such is the influence Mr Carryfast holds over ERF, he has been able to specify his own design of steel cab for his UK mainland fleet order. This batch of 100 vehicles have all been fitted with de-rated Gardner 150 engines in his tireless quest for economy and reliability over the ‘tarmac tearing’ power and speed of their European bound NGC cousins…
0
Enough of the silliness - This is of course a South African ERF A’ Series.
Described as a…4x2 two-axled mechanical horse for Air Products, fitted with ■■■■■■■ NTC 250 engine, Fuller RTO 9509B gearbox and Kirkstall D85 axle. It features ZF power steering, twin fuel tanks and a Jake Brake. The cab fitted is a locally manufactured Springfield Cab.Some minor styling cues were obviously taken from the NGC 7MW, hence my posting it here.
At least it wasn’t the elusive 9MW! Robert
robert1952:
ERF:
ERF works photo - no details unfortunately (I can’t make the name out on the front)…3
Fantastic picture, ‘ERF’ and a very rare shot of an NGC out on the road at speed!
^ +1
It shows an ERF that was around 10 years ahead of its time at least by domestic market standards. 
@ERF-P…nice picture while working from the 12-97-FB Groenenboom, a still existing company nowadays
The NGC’s were/showed moneymakers with hardly breakdowns, as I speak of Van Steenbergen’s ERF’s
ERF:
robert1952:
…But nothing daunted, the entrepreneurial Mr Carryfast, according to recent sources, brushed aside being fobbed off with 5MW-cabbed ‘Europeans’ with ■■■■■■■ NH220s and thumped a few tables. ‘It is now 1978. If Falcon Freight can have an NGC with a 7MW cab and a ■■■■■■■ NT E290 unit in Jeddah,’ he was heard to roar, ‘Then I can wave the flag for Britain with a large order of these big-cam block-busters’……such is the influence Mr Carryfast holds over ERF, he has been able to specify his own design of steel cab for his UK mainland fleet order. This batch of 100 vehicles have all been fitted with de-rated Gardner 150 engines in his tireless quest for economy and reliability over the ‘tarmac tearing’ power and speed of their European bound NGC cousins…
Blimey you’ve missed the bit where CF’s plan is all about unifying uk domestic use vehicles with non domestic.While the the story had moved on to the point where he turned his wrath on MP,Gardner and ■■■■■■■ for forcing a quota of 3 naturally aspirated 5 MW cabbed wagons for every NGC ordered.So far they have all declined to comment while looking guilty as hell. 
ERF-Continental:
@ERF-P…nice picture while working from the 12-97-FB Groenenboom, a still existing company nowadaysThe NGC’s were/showed moneymakers with hardly breakdowns, as I speak of Van Steenbergen’s ERF’s
@ A-J. I notice that the new picture ‘ERF’ posted has the white, pre-registration Dutch number plate. We know that one of them carried the pre-plate number N-11-48 (from one the pictures I re-posted). Pity we can’t read the plate. Can you spot any other features that might identify it? I can’t - it’s always difficult with brand-new vehicles because they all look the same! Robert
