Some other versions…D stands for Dutch, N for Nederlands/Neerlandais/Flemish
and F for Frans/Francais/French, N/F applicable for Belgium.
For Luxemburg (and parts of Germany) there should be a German-language…but
in the country of so many bank-offices, French is very common.
ERF-Continental:
Some other versions…D stands for Dutch, N for Nederlands/Neerlandais/Flemish
and F for Frans/Francais/French, N/F applicable for Belgium.For Luxemburg (and parts of Germany) there should be a German-language…but
in the country of so many bank-offices, French is very common.
Excellent! Many thanks for posting those 
. Robert
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.
That may just reflect the Dutch system at the time, in which their version of horse-power (PK = paarde kracht from what I remember = horse-power) was calculated differently from our BHP. Robert
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.
Archives show that no NGCs were fitted with Gardner engines. Robert
There are still one or things that could take us by surprise on the NGC front.
Robert
ERF-NGC-European:
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.Archives show that no NGCs were fitted with Gardner engines. Robert
Plenty of other options, if you wanted an 8LXB under a Motor Panels cab- Seddon, Foden and so on.
Been thinking about the mystery olive green NGC. It was ‘Saviem’ who came up with the info on that one. He quite clearly stated that his notes show evidence of an olive green NGC 420 with a ■■■■■■■ 335, Fuller RTO 9509, 3.03m wheel-base and double sleeper cab, 200,000 kms on the clock and registered in ’77. You can’t get much clearer than that! But was it Prooi’s of Holland (our original guess and No. 81 on my register) or that French green one (No. 73) or both? Robert
ERF-NGC-European:
Been thinking about the mystery olive green NGC. It was ‘Saviem’ who came up with the info on that one. He quite clearly stated that his notes show evidence of an olive green NGC 420 with a ■■■■■■■ 335, Fuller RTO 9509, 3.03m wheel-base and double sleeper cab, 200,000 kms on the clock and registered in ’77. You can’t get much clearer than that! But was it Prooi’s of Holland (our original guess and No. 81 on my register) or that French green one (No. 73) or both? Robert
Definately different trucks chap. Number 73 583ZV75 or 683ZV75 was a 1974 model. The advert was in the
magazine Le Poids Lourd dated 15.12.1974. The french driver who sent me the copy is going to post me
the original advert when he returns from his holiday.
DEANB:
ERF-NGC-European:
Been thinking about the mystery olive green NGC. It was ‘Saviem’ who came up with the info on that one. He quite clearly stated that his notes show evidence of an olive green NGC 420 with a ■■■■■■■ 335, Fuller RTO 9509, 3.03m wheel-base and double sleeper cab, 200,000 kms on the clock and registered in ’77. You can’t get much clearer than that! But was it Prooi’s of Holland (our original guess and No. 81 on my register) or that French green one (No. 73) or both? RobertDefinately different trucks chap. Number 73 583ZV75 or 683ZV75 was a 1974 model. The advert was in the
magazine Le Poids Lourd dated 15.12.1974. The french driver who sent me the copy is going to post me
the original advert when he returns from his holiday.0
Thank you for clarifying that! I have restored the Prooi unit, with all its data, to full status at No. 81 on my register, but with the word ‘probably’ before the word Prooi. Clearly, the unit existed in its own right and all we need is its owner; and as A-J believed that Prooi was its probable owner and Rene was able to confirm that Prooi did have a B-series ERF it seems very likely that Prooi was indeed its owner. Robert
ERF-NGC-European:
DEANB:
ERF-NGC-European:
Been thinking about the mystery olive green NGC. It was ‘Saviem’ who came up with the info on that one. He quite clearly stated that his notes show evidence of an olive green NGC 420 with a ■■■■■■■ 335, Fuller RTO 9509, 3.03m wheel-base and double sleeper cab, 200,000 kms on the clock and registered in ’77. You can’t get much clearer than that! But was it Prooi’s of Holland (our original guess and No. 81 on my register) or that French green one (No. 73) or both? RobertDefinately different trucks chap. Number 73 583ZV75 or 683ZV75 was a 1974 model. The advert was in the
magazine Le Poids Lourd dated 15.12.1974. The french driver who sent me the copy is going to post me
the original advert when he returns from his holiday.0
Thank you for clarifying that! I have restored the Prooi unit, with all its data, to full status at No. 81 on my register, but with the word ‘probably’ before the word Prooi. Clearly, the unit existed in its own right and all we need is its owner; and as A-J believed that Prooi was its probable owner and Rene was able to confirm that Prooi did have a B-series ERF it seems very likely that Prooi was indeed its owner. Robert
“all we need is its owner” thats the easy bit then chap ! 
^^^^
ERF-NGC-European:
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.Archives show that no NGCs were fitted with Gardner engines. Robert
They’d all been reserved for Bewick/SoM for retrofitting to Big Js.
Sorry to infect a really sensible thread, but it seemed too good an opportunity to miss! 
Retired Old ■■■■:
ERF-NGC-European:
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.Archives show that no NGCs were fitted with Gardner engines. Robert
They’d all been reserved for Bewick/SoM for retrofitting to Big Js.
Sorry to infect a really sensible thread, but it seemed too good an opportunity to miss!
Quite right too! An 8LXB’d be far too good to waste on an ERF European!
ERF-NGC-European:
An 8LXB’d be far too good to waste on an ERF European!
The Euro road test results would have been interesting. 
ERF-NGC-European:
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.Archives show that no NGCs were fitted with Gardner engines. Robert
Perhaps they were listed in the Belgian and French brochures to attract operators who used Gardners in Automiesse and other European markers’ chassis?
Regarding the power- the subsequently-uploaded spec sheet confirms 250bhp gross, so 235 pk/ps/ch DIN is in the right ball park. LB110s were 256, TR280s were 242 and 266, according to my memory, so that might give the clue to the lack of interest.
[zb]
anorak:ERF-NGC-European:
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.Archives show that no NGCs were fitted with Gardner engines. Robert
Perhaps they were listed in the Belgian and French brochures to attract operators who used Gardners in Automiesse and other European markers’ chassis?
Regarding the power- the subsequently-uploaded spec sheet confirms 250bhp gross, so 235 pk/ps/ch DIN is in the right ball park. LB110s were 256, TR280s were 242 and 266, according to my memory, so that might give the clue to the lack of interest.
Glancing at those brochures again, it seems that the Gardner was only listed in the original brochures for all countries - E/01E, E/01N, E/01F (and probably E/01D, which I haven’t got). The engine wasn’t listed in the subsequent revised versions in '74 and '75, all of which I posted. Robert
[zb]
anorak:ERF-NGC-European:
[zb]
anorak:
The Belgians could have a Gardner, then. Oddly enough, it is quoted at 235 pk DIN, which is only about 232 bhp net. I thought they were more like 250bhp. I guess that was the gross figure.Archives show that no NGCs were fitted with Gardner engines. Robert
Perhaps they were listed in the Belgian and French brochures to attract operators who used Gardners in Automiesse and other European markers’ chassis?
Regarding the power- the subsequently-uploaded spec sheet confirms 250bhp gross, so 235 pk/ps/ch DIN is in the right ball park. LB110s were 256, TR280s were 242 and 266, according to my memory, so that might give the clue to the lack of interest.
Hey Anorak, think Berliet gave its hp 's in SAE, de Scania for England was an other engine for the 110 as we had here.
About Britsh engines here, de difference in hp was not only in an other calculation done, but the engine had often an other fuelpump or governer regulation or type. In that time engine and truck specifications were for most countries different.
e.g. Daf’s first 0 680 engine with 165hp sae ( same engine as in England), later called as DO680 with 190hp sae, Bosch pump other inlet manifold, But for Germany it was the DOD 680 with 152 hp din ( Bosch fuelpomp instead of the Original 0.680 pump). AEC did the same with its engines for selling them here. And so did Gardner as well I think, because so many were offered by different builders.
Eric,
Carryfast:
ERF-NGC-European:
An 8LXB’d be far too good to waste on an ERF European!The Euro road test results would have been interesting.
Wouldn’t they just! Robert
