Here are some notes I made for the ERF European thread about a year ago - some of it may now need updating:
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. WobbeReitsma 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.
HyeGebroederen 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
Wow! A lot of history and nice photographs!
Incidentally, I was recently asked why I chose to write a book about the ERF NGC only, and not include all the 5MW variants. Good question. Originally, I chose only the NGC, to keep things simple. In any case we all have our favourite dream machines and where others might write books about Aston Martin DB5s, E-type Jaguars or Volvo F89s, I wanted to write about NGC 420 ‘Europeans’.
Then I found out much more about the 5MW variants. I even seriously considered doing the whole of the book about all three ERF ‘European’s’ - 5MW, 7MW, B-series. But the real problem was trying to work out which of the 5MW-cabbed ERFs were real ‘Europeans’! I discussed this variously with Wobbe Reitsma and with Jerry Cooke at some length and we came to the conclusion that without specific information in a photo caption, examining each actual vehicle or interviewing its original owner, it would be really difficult to know, as no records of this appear to have been saved when ERF closed. The beafed up ‘Europeanised’ driving characteristics are probably the best indicators.
4x2 tractors with 5MW cabs came with: RHD or LHD; about four quite different chassis; at least 7 different engines; at least four different gearboxes; and on top of that, some were highly spec’d as ‘Europeans’ and some were not. And additionally, I have recently started to suspect that some of the ‘Europeans’ may have come with RHD for domestic hauliers doing international work.
In the end, I decided that I should stick only with the NGC for my book, as it was certainly the tidiest option and in any case it fulfilled my original mission.
Robert 
Not a ‘European’, but certainly a LHD ERF with the 5MW cab. These are described in the article by WR that I posted earlier. The blow-up pics are to save you squinting and twisting the screen! Robert
The first photograph (neutral, without livery of Hye nor Van Driessen) WAS assembled in Belgium, it
actually was the first job and presented on the 1969 show in Brussel…I guess it went to Delsaert or
otherwise Hydrocar but doubt on the front coupling-construction. Quite some vehicles started and
ended in tipper-sector, where competition was STRONG together with MACK and AUTOCAR.
I read that (bits of) the sales-archive is in good hands by a Dutchman involved with the
history of ■■■■■■■ Distributor Belgium of Brussels. I hope to experience high-lights?
In Holland Mack-muppet (Wiljan Derks) is dedicated the same way with everything on Mack,
for Belgium I don’t really know who is/was in charge.
Quite recent some stock of parts and documentation became available…most French though
Unclear/Unsure about Antwerp-assembly as Denonville had ‘new’ buildings in Northern Part of Brussels,
where also chassis of Scania-Vabis were assembled and finished with 3rd party cabs of Heymans.
When Antwerp (again/still) pops up…I only can think of Vandenbulck at Frans de l’arbrelaan in Merksem
a suburb of Antwerp-South, close to the periferique there…however to my humble opinion they were
not a very long time involved in Scania-Vabis (till 1969, as Vabis was skipped afterwards) nor ■■■■■■■■
By that time BUGA came in strong as a Scania-dealer for county of Antwerp, not only the city. From the
point of logistics (Van Steenbergen would not drive another extra half hour) nothing wrong with CDB as
central workshop as well as stock-keeping outlet and assembly.
Hiya …oops not left hand drive.
ERF-Continental:
When Antwerp (again/still) pops up…I only can think of Vandenbulck at Frans de l’arbrelaan in Merksem
a suburb of Antwerp-South, close to the periferique there…however to my humble opinion they were
not a very long time involved in Scania-Vabis (till 1969, as Vabis was skipped afterwards) nor ■■■■■■■■By that time BUGA came in strong as a Scania-dealer for county of Antwerp, not only the city. From the
point of logistics (Van Steenbergen would not drive another extra half hour) nothing wrong with CDB as
central workshop as well as stock-keeping outlet and assembly.
Agree a lot! Moreover, previous Ets. A. Denonville (started in Rue Portaels, also Schaerbeek, in Northern
part of Brussels) moved to Rue du Foyer Schaerbeekois to have a more splitted overview of their wide
variety of trade, then being very active in Federal, Indiana, White, Autocar and since 1949 Scania-Vabis.
In 1965 building-permission for new facilities (exclusive for Scania-Vabis) was gained and a 25.000m2 site
(workshop, parking-space and offices) was opened 1965-1966 at J.F. Kennedylaan in Diegem 5 miles north
of the location in Schaerbeek.
Hence it is not likely that by the move of Scania-Vabis activities (assembly, spare parts and workshop) the
company would also transfer to Antwerp for ERF-assembly starting 1968-1969. On the contrary at Chaussée
de Haecht (at the end and on corner of early given Rue du Foyer Schaerbeekois) a new office with workshop
(attached to adjacent building in a L-form) was opened where from that moment both White, Autocar and
ERF were centralised. However, open to more info on Antwerp-assembly, though hard to believe by logistics.
Nice blog! Very informative indeed
@Alexander! Good to have you over here and second/doubt the Antwerp-assembly!
You’re well informed and by the way…I am the Dutchman involved in the archives
and book on Ets. A. Denonville/■■■■■■■ Distributor Belgium S.A. but quite reserved
to input ‘sensitive’ details as I had stormy experiences here ending in unpleasant and
public ‘attacks’ without facts. As an example, now again the same pictures are given
however only to input, but without the relevant details. It was a group-goal to have
‘everything’ known, said and published centralised but some prefered a comfort-zone.
Will PM you later, about Belgium and Luxemburg with adapted info out of the CDB-
archives, whereas CDB had strong numbers of sales in their ERF-history 1969-1989!
Nice weekend!
Antwerp as assembly-location can be filed in not likely or not necessary, as stated earlier
Messrs Denonville had new premises for Scania-Vabis and that move enabled to both use
and utilise the premisses at Rue Foyer Schaerbeekois and Chaussée de Haecht for White,
Autocar and E.R.F. regarding workshop, assembly and offices.