I might as well complete the set with these. Abroad, these cabs appear on all sorts of ERFs, but in UK, 4MW cabs seemed only to appear on heavy haulage 6x4 chassis. There are some very evocative pics of Barkers, Leicesters and Kings here, to name but a few. First off is Ashley Coghill’s pic of UGE 852R that eventually acquired a 7MW cab! Robert
This is an example of a 4x2 with a 4MW cab (as opposed to a 6x4) - a wreck in NZ I think. Robert
There was a huge order for Jordanian Phosphates in the late '60s, with left-hand-drive.
A Commercial Motor Earls Court report on 30th August 1968 stated:
‘The cab used on the 6 X 4 tractive unit for the Jordan order is made by Motor Panels. It is an all-steel sleeper cab and will in future be standard for ERF export vehicles. The model is designed for use overseas at a gross combination weight of 47.8 tons. The engine is a Rolls-Royce Eagle 220 bhp diesel and the transmission is through a Fuller RT0915 15-speed twin-layshaft gearbox. The two-spring, double-drive rear bogie has a lockable third differential; final drive ratio is 6.91 to 1, giving a maximum speed of 46 mph.’
Robert
Back to RHD here. Robert
What about the earlier MV/MW incarnations? These are intriguing, as there appear to have been fewer built, and information on them is sparse. According to this:
docstoc.com/docs/161294612/S … mited-REVS
most of them were sold in NZ.
Looking at that list, it seems that the original MV (set-back axle, narrow cab, like a Seddon) was built from about 1966 then, after a year or two, 3MV and 3MW (set-forward axle, narrow cab) vehicles started to appear. Was there a 2M?
@Anorak: I think the 1MV/1MW, 2MV/MW were ‘previous’ the standard cabs as a result of
the (started) series of KV, LV and hence MV. 3300John as well as other contributors said
that in early years sleepers were rare and you can find more on the REVS-register, though
many times all of it was put in the MV- or MW-column: A-J and I have a ‘summary’ and in
a rough way 106 vehicles (non-UK) were counted from which 15 MV, 34 MW, 9 3MV, 10 3MW,
2 4MV, 5 4MW, 1 5MV, 27 5MW and 3 7MW. From that 106 33 NL, 2 B and 6 GB. But as said
(together with A-J) it’s worth while to do the maths again…and help from Aus/NZ! Jamie NZ?
En-Tour-Age:
@Anorak: I think the 1MV/1MW, 2MV/MW were ‘previous’ the standard cabs as a result of
the (started) series of KV, LV and hence MV. 3300John as well as other contributors said
that in early years sleepers were rare and you can find more on the REVS-register, though
many times all of it was put in the MV- or MW-column: A-J and I have a ‘summary’ and in
a rough way 106 vehicles (non-UK) were counted from which 15 MV, 34 MW, 9 3MV, 10 3MW,
2 4MV, 5 4MW, 1 5MV, 27 5MW and 3 7MW. From that 106 33 NL, 2 B and 6 GB. But as said
(together with A-J) it’s worth while to do the maths again…and help from Aus/NZ! Jamie NZ?
That’s good information. I found this on flickr:
flickr.com/photos/16737615@N04/5310285091/
The text says it is a 3MV, but I reckon it is an MV, because it is the “standard” Motor Panels cab. I reckon the set-forward axle version was an ERF modification, so it probably came later, and it is that model which was called 3MV/W. I am usually wrong. 
@Anorak: I think you’re not wrong, so print this and you have it written.
As said…MV (later MW when sleeper) and the numbers 1,3,5 7 for back
set- and 2, 4, 6, or even 8 for front set-axle, will no doubt refer to the
versions and several important modifications…let’s proceed that way!
En-Tour-Age:
@Anorak: I think you’re not wrong, so print this and you have it written.As said…MV (later MW when sleeper) and the numbers 1,3,5 7 for back
set- and 2, 4, 6, or even 8 for front set-axle, will no doubt refer to the
versions and several important modifications…let’s proceed that way!
This makes sense. However, I fear that ERF may not have been as sensible as us! I say this because there is no evidence of a 2MV (as far as I know) and the 3MV (and 3MW) seem to be set-forward axle versions. I am not sure of any of this, but it will give us plenty of food for thought over the next few weeks. The weather is cold and damp in Northern GB at the moment, so sitting indoors with a warm laptop is more attractive than work. 
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anorak:
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Agree a lot…as usual the quantities and destinations were unknown, so 1MV/W and 2MV/W
were merely internal types and during the various modifications it changed…and perhaps we
should feel very rich and lucky that apparently someone DID register in the files and sales with
various destinations was regarded ‘usual’ that 2-, 4- and (probably6-) MV/W went to AUS/NZ,
notwithstanding other destinations as UK, Europe, M/E.
Not to make the discussion/thread more complex, but I also notice some differences (mostly
on the multi-axles) on the front-coupling set forward, as was with the early Belgian 5MW’s.
Never mind not working, I am also inside with Chablis, wife watching Rosamunde Pilcher (how
sweet you want it) and me with laptop
@3300John: I will not proceed on busses though…perhaps now
“The inside story” of J.A. Davies (ex-service-manager) and in
charge for export down under might release something on the
assembly and 1,2,3,4,5,6,7 MV/MW’s?
Hiya …Robert the reason that the
@3300John, thank you for your explanation! Much appreciated, though I am not Robert,
he is sober or accompanied with some Sheppard Neame’s, but me talking of Chablis will
cause some recognition with other drinkers…Saviem, Robert, what about yourself?
Thank you, as I agree/confirm ERF was not very consistent with types…
Concerning the SA-assembly, was that in Alrode, Alberton? By the way, quite a job to pack
and check CKD-packages and with utmost respect to the people to unpack and assemble!
I found this:
flickr.com/photos/35455701@ … 431068870/
According to the write-up in Commercial Motor, this cab was designated MV:
That suggests that the set-back axle model, with the long door, similar to a Seddon, was a 3MV (or3MW). This might contradict my earlier ramblings!