I was 1 of probably many a young lad had the never forgotten privilege of going to Baghdad. My father drove kfh248p. I am 53 now and a driver.brought up old school. Robert hackford lorries of Arabia has picture of 248p.transarabia with distinctive green dirt deflectors on corners of which I helped father fit.i also have a modification he made to fit gear stick. For more comfort to move up and down box.
Pluggit:
I was 1 of probably many a young lad had the never forgotten privilege of going to Baghdad. My father drove kfh248p. I am 53 now and a driver.brought up old school. Robert hackford lorries of Arabia has picture of 248p.transarabia with distinctive green dirt deflectors on corners of which I helped father fit.i also have a modification he made to fit gear stick. For more comfort to move up and down box.
Welcome to TNUK. I have a feeeling Mr. Hackford might like to incorporate some of your memories into his next book… 
Pluggit:
I was 1 of probably many a young lad had the never forgotten privilege of going to Baghdad. My father drove kfh248p. I am 53 now and a driver.brought up old school. Robert hackford lorries of Arabia has picture of 248p.transarabia with distinctive green dirt deflectors on corners of which I helped father fit.i also have a modification he made to fit gear stick. For more comfort to move up and down box.
Welcome ‘Pluggit’! I’m just sending you a PM (Private Message) 
. Robert
@ pluggit ^^^^^^^^^: just in case you don’t know; to read your message you need to be logged in. Then just go to the top left-hand corner of the page and click on ‘NEW MESSAGES’ . Cheers, Robert
A couple of pics here have been brought to my attention. They are freely accessible via the open FB non-loggin site I posted a link to on the Middle-East not Astran thread, so as they are already in the public domain I reproduce them here. They show VIJORE’s ERF NGC registered PDF 444R. The pictures were taken by Stephen John Heward who was driving the green Volvo in the pics. The bottom picture shows the photographer himself (Stephen) with his Volvo. It is interesting that the ERF remains in the livery of VIJORE but has lost its signwriting. This suggests that it had been prepared for onward sale, presumably to Shamara of Southampton where it was destined next. The context of the pictures indicate desert but closer inspection shows background greenery so they might have been taken in southern Europe or Turkey. The trailer appears to be a Richard Read tilt. Great images all the same! Robert
If anyone knows the Stephen John Heward who took the pics in the above ^^^ post, I wouldn’t mind obtaining his permission to use one of them in my forthcoming book. Any help appreciated. Cheers! Robert
ERF-NGC-European:
If anyone knows the Stephen John Heward who took the pics in the above ^^^ post, I wouldn’t mind obtaining his permission to use one of them in my forthcoming book. Any help appreciated. Cheers! Robert
Sorted. 
DEANB:
ERF-NGC-European:
If anyone knows the Stephen John Heward who took the pics in the above ^^^ post, I wouldn’t mind obtaining his permission to use one of them in my forthcoming book. Any help appreciated. Cheers! RobertSorted.
Oh, well done! That was quick! 
. I look forward to hearing from you. Cheers, Robert
Meanwhile, I’ve been hearing more from our Dutch contributor and transport historian, Hans Witte, who is supplying me with further useful material for Book 3. You may remember back on page 124, I posted a Dutch magazine’s version of Pat Kennett’s Euro-Test. Well, Hans has kindly translated (and paraphrased where necessary) the article for me. It provides a very useful insight into how the test was conducted and sheds more light on Pat’s thinking. It also dwells much longer than TRUCK mag did on the fairness of testing, reminding readers of the rarified conditions of such tests. Several of you have studied and commented on that Euro-Test, so I am sharing Hans’s translation with you below. It is, for example, interesting that although Pat praised the NGC’s steering and handling, he thought the overall gearing was bit low - something that TRUCK didn’t mention. This almost certainly has something to do with the final drive ratio issue discussed at some length further back on the thread (and will be dealt with in some detail in Bk 3). Though I’m not sure too much should be read into this comment, given that the competing vehicles would have shared similar final drive ratios: perhaps he meant low-geared for a British lorry, given UK’s higher speed limits . All very interesting!
For those wishing to flit back to page 124 for picture references, here’s the link:
viewtopic.php?f=35&t=83810&start=3690
Beroepsvervoer August 20, 1975
Multitest
Translation by Hans Witte
This translation has been shortened for less relevant parts because of the woolly style of writing from the Dutch editor and the difference in languages.
Page 1297
Exclusive for ‘Beroepsvervoer’
MULTI TRUCK TEST
6 TRACTORS TESTED AT 38 TONS UNDER EQUAL CIRCUMSTANCES
To be able to judge if a specific brand or type of truck can be qualified to purchase, it’s mostly not enough to just ask for, and study the technical specifications of a truck. Sure, one can compare the data and get a first impression, but this still is a theoretic approach. Hence there is a growing interest for results of real road tests from the users, people working in the branch and other interested people. With the results of a combined road test like this one, done by independent experts, one can compare the performance of the different trucks and use them to make a final decision for a new truck.
Base for comparisons
In the world of cars the road tests are almost as old as the cars and therefore a well-known phenomenon, but for testing trucks there are many more pitfalls. The circumstances during the test, the specs of the truck, the kind of superstructure, the expertise and mind-set of the driver, and countless other facts which might be of influence for the results, dictate that the words and digits should be judged with great care and reservations. The results don’t deliver an absolute value, but they can be used as a material to compare.
Text at the upper picture at the right:
This is the man who took the initiative for this Multi truck test: Pat Kennett, editor of the English trade magazine ‘Truck’. He drove six times the test trip of 438 km’s. The results of this test will be published in various European countries, in each country only one magazine. In the Netherlands it is ‘Beroepsvervoer’.
At the lower illustration:
This is the test route where each truck was tried and tested, one per day. The route of 438 km’s was divided into three sections (see also table C):
Part 1: depart from Antwerp, at the Motorway to Verviers. Here the trucks were filled up with diesel.
Part 2: through irregular terrain, 103 km’s between Verviers and Nouville, just north of Bastogne. Again the tank was filled up.
Part 3: 189 km’s at A roads (no Motorway) along Namur, Leuven and Mechelen back to Antwerp. Here the tank was filled up for the last time.
At this map are the main points and the height above sea level.
At Liege, Spa and Houffalize were separate hill climbs included, here the time was clocked which every truck needed for the climb (see table D).
Page 1298
Equal circumstances
As a start, the testers should take great care and try to create equal circumstances as much as possible. Despite this it still is a bit doubtful, because it is simply not possible to compare six different trucks at a different day, in possibly different weather conditions and traffic, etc.
These circumstances cannot be levelled equal, but in the end one can get some valuable information about acceleration, top speed, brake distance and fuel consumption.
(Shortened because of rather woolly language use.)
Some exceptions to the equality rules
Digits are good, but the figures should be comparable as far as possible. This is the idea behind the Multi Truck Test, found by Pat Kennett from the English trade magazine Truck, which is published at these pages. Six European tractors with 300-plus HP were compared under (as much as possible) equal circumstances. The tractors were coupled to the same trailer, except for the Volvo which could not be coupled to the Trailor trailer. The tires were all Michelin and the fuel came from Esso. On six days in a row all the combinations were tried and tested by Pat Kennett at exactly the same route. Fuel was taken inn at the same service stations and on three hill climbs the time was clocked. Luckily the weather conditions were very similar at the six days in a row. The only small differences were the traffic, but not in an extend to make any difference in the end results.
A personal element is that Kennett might like one tractor better than the other. So, there is a personal element, but this can also be an advantage to judge some facts which cannot be measured in cool digits.
Page 1299
A disadvantage was the fact that the Trailer (Maxi Code) 32 ton trailer was not the perfect match for all the tractors. At some the location of the fifth wheel seemed to be a bit too much to the rear, and some work was needed to connect the brake lines properly. As said, the Trailor trailer did not fit to the Volvo F89 tractor with 320 wheelbase. The Volvo made the test with a Van Hool trailer with a different king pin position. This trailer was almost 1 ton heavier which was a small disadvantage for the Volvo.
Despite intensive consultations with the suppliers, the tractors were not equal equipped in all cases. For example the gearing, one tractor had a top speed of 120 km’s/hour while another could not reach 100. A lower geared tractor will accelerate better, but would use more fuel at 80 km’s and also be a bit noisier. The higher geared ones would need more time to accelerate to 80 km’s, but use less fuel when cruising at 80 km/hour.
With the entire aforementioned equal (and some relatively unequal) factors in mind, this test with six tractors produced the most reliable and representative results ever reached before in any other road test.
All the involved magazines from various European countries have decided to apply this new concept in following road tests. Later this year there will be a new test with 300-plus HP tractors, some of them already announced but not delivered until now. The philosophy of Truck magazine is that every tractor should be a normal serial production unit, and not a special factory prepared tractor.
The Multi Truck Test was held earlier this summer in Belgium, the route is 438 km’s and is divided in three different sections: Motorway, hilly terrain and a roads. At the end of each section the fuel use was measured. At the first day, all six tractors were proven for acceleration, braking performance and noise level in the cab at different speeds.
Page 1300
Class: 38 ton gross weight
Six tractors from normal serial production, international gross weight 38 tons, engine between 300 and 350 HP: DAF, ERF, Mercedes-Benz, Saviem, Scania and Volvo. The exact specifications can be found in table A. All six could be used for the same job, but there are differences: 304 – 350 HP, torque 105 mkg – 128 mkg. These differences, together with gearboxes from 9 – 16 gears can make differences in performance and results. The Mercedes-Benz 1932S was introduced last year and also the DAF, Saviem and the ERF are recent developments. The Scania has an up to date DS14 engine, but the basic design is somewhat older; the Volvo F89 is by far the oldest concept. When you want six tractors from six suppliers, you might not expect total equal specs and facts. The Volvo had done 20.000 km’s, the DAF had only 1.000 km’s at the tacho and did not do any heavy work until the test. Nevertheless, despite all these differences, the reader can be assured that everything was done to eliminate it all as much as possible.
At the pictures (left):
Six different engines from 11,6 (DAF) to 15,9 litre (MB), 304 (Saviem) – 350 HP (Scania).
Above: DAF DKS1160, ■■■■■■■ NTC 335 (ERF) and Mercedes OM 403.
Page 1301
Little differences
With the exception of the Volvo, all six had to pull the same 3-axle Trailor trailer with a laden weight of 30,4 tons (ballasted with steel blocks), coupling weight 10,28 tons. All tractors, each day with the same driver, the same tires, the same fuel, the same route, the same trailer. But different roads during the route which can be considered as a normal fact for international transport within the EEG. The steepest gradient was 12% and there were also long climbs of 5-6 km’s. The fuel consumption table shows that the 103 km long hilly route in the Ardennes are quite demanding for all the trucks. One of the tractors needed more than 80 litres; another remained under 60, but needed quite some more time for this stretch of road. We recommend our readers to study all the tables and results in detail.
Then they will come to the conclusion that none of the tractors will be head and shoulders above the others, and on the other hand that none of them is inadequate for the job. Every other tractor has its strong and weak points. The most powerful trucks were quick but also thirstier; others were more frugal on fuel. In the end every haulier should calculate his own needs for a given job and then chose and specify the truck as good as possible.
But there are other factors which can influence the choice: comfort for the driver, the road holding character, parts delivery, or just a good feeling for the brand.
More matters which can’t be expressed in fixed digits are the life span and reliability of a truck, the purchase price and maintenance costs.
Testing trucks is a profession in its own…!
At the pictures (right):
Saviem with MAN 2858 MV engine, the DS14 from Scania and the TD 120 from Volvo. As can be seen, all the trucks have a tilt cab.
Page 1304 – 1307 (1302 and 1303 were advertisements)
Pat Kennett drove the six trucks himself along the route and during the trip he spoke his comments on tape. His most relevant personal comments and conclusions about every truck come next below, in alphabetical order. But first of all we report that Kennett was very pleased with the Trailor trailer which he hauled 5 times x 438 km’s (= 2.190 km’s) from Antwerp and back. The Trailor followed the tractors stable and straight and was very steady in the bends. His conclusion: the Trailor is a very stable and surefooted trailer.
DAF
The tester was also satisfied with the 2800 tractor, although he had some struggles with the Fuller gearbox which was (like the whole truck) still very new and stiff. Gear changing was also quite slow because the DAF did not have a clutch brake like the ERF. According to him, this was the main reason why the 2800 was behind all the others in time. Another point he mentioned that the DAF had the smallest engine. But the truck was also the most frugal in the test with a fuel use of 46,28 / 100 km’s, while the other all were above 50 litres. He found the interior a bit messy, it is not too well ordened But he liked the rear windows for a look over the shoulder and the good mirrors which gave an excellent rear view.
ERF
Englishman Pat Kennett was really satisfied with the performance and (road) handling of the ERF, although he thought the overall gearing of the tractor was a bit low. At 80 km’s/hour is the ■■■■■■■ at 1900 revs. He found the cab typical British but nevertheless as good as the continental cabs. He was very impressed about the climbing abilities and also about the Jacobs engine brake which was way much better than all the other trucks, especially when running down at the long slopes. The road holding and steering of the ERF was very sure and stable at bad road sections.
Mercedes
Pat Kennett gave high marks for comfort and wellness felling the drivers experience in the Mercedes. He found the finish and quality of materials first class, but he missed a rear window in the cab. He reported that he had to get used to the gearbox and shifting of the ZF- box and pre-select GV91 splitter group.
That GV91 is rather new and can be seen as a compromise between the more known ZF products like the GV90 and GV110. In the tables one can see that the 1932S has the biggest engine (15,9) litres and is also the heaviest tractor at 7360 kg’s. At the Motorway the Merc was the most frugal of all and a pretty high average speed, but in total he had to give the frugal reward to the DAF (see table C).
Saviem
The Saviem SM 340 was the only one with the gear lever at the steering column, which was a bit heavy in the lower gears. From the drivers’ point of view he thought that the Saviem was perhaps the most ideal tractor. Although the Saviem had the lowest HP and that was noticeable in the results.
Scania
With 350 HP the Scania was the strongest tractor of the group. The road holding and suspension was below his likings and therefore he found the separate seat suspension a must. To climb in and out of the cab was very easy. Mechanical wise (drive line) it was all very smooth and quiet, also when the engine had to pull hard at low revs. Because of that comfy feeling, the bad and stiff suspension was even more noticed. Kennett suspected the arrangement of the steel springs.
Volvo
In the cab it was very noticeable that the design of the F89 was from some years ago. The interior felt a bit cramped but nevertheless very comfortable. There was quite a lot of engine noise. He thought the wiper installation very out of date. In the rear positions he felt that the gear lever was too much out of reach. The Volvo was a rather quick machine, not because of its performance but because of good road holding, stability and precise steering even on bad surfaces. He found the Volvo the ultimate truck to prove his qualities in difficult circumstances, on long distance trips through countries with bad roads. The truck also braked quick and powerful.
Only the DAF and the Volvo made the brake test without blocking any wheel, while at the others all the trailer wheels blocked during heavy braking.
Pat Kennett did not venture to rank the tractors in a list. Each single truck has his own strong and weak points. He was right when he said that it’s not only the kind of work to choose the right truck, but one has also to consider the quality of service and quantity of workshops along the planned routes. In this aspect there is definitely a big difference between the service organizations of the six brands here in Holland and abroad.
At the pictures page 1307:
(Above)
To measure acceleration, braking performance and noise levels we could use a former military aircraft base in the region of Antwerp. The long and wide runway was an ideal place to do the test under safe and undisturbed circumstances.
(Middle / right)
All the tractors and the trailers were equipped with Michelin tires. A service team with specialists from the tire manufacturer examined the tyres and took care of the prescribed pressure in relation to the measured weights.
(Below/left)
All tractors were carefully weighed under the front and rear wheels; the results can be found in table B. There was quite a difference between the weights of the tractors, the Mercedes was 550 kg’s heavier than the DAF. The same table shows the almost 1 ton difference in weight between the Trailor and the Van Hool trailer. So the Volvo had to pull something more than a ton as the (lightest) DAF.
Tables
(Note: on my copies you can see that in some tables I wrote the rankings.)
Table A = technical specifications of the tractors
Note: the V engines from Scania and Mercedes were (still) relatively high revving machines.
The Mercedes had the biggest engine but the lowest torque (together with the Saviem).
One year later (in 1976) Scania learned the world the high torque-low revving concept with the with the introduction of the 141 series.
Table B = weights
Leeggewicht enkele trekker = weight of single empty tractor
Vooras = front axle / achteras = rear axle
Oplegger = trailer
Totaal treingewicht = gross combination weight (GCW)
Table C = fuel use, time and speed (page 1306)
Autosnelweg = Motorway
Heuvelachtig traject = hilly terrain
Doorgaande wegen = A-roads
Hoeveelheid brandstof = quantity of fuel
Benodigde tijd = time in hours-minutes
Ltr’s per 100 km = litres/100 km’s
Gemiddelde snelheid = average speed
Table D = special hill climbs
Table E = acceleration
Table F = brake test
(A pity they did not measure the braking distance. Although the time says something relevant about the distance.)
Table G = noise in db(A) in the cab, at the height of the right ear from the driver.
Stilstaand = standing still
Rijdend = while driving
Stationair = stationary
Met opvoering van het toerental tot maximum = revving up until maximum revs
Versnellend vanuit ± 50 km and 1500 revs to maximum … = building up speed from ± 50 km’s/hour and 1500 revs, to max revs in one gear:
Bij een constante snelheid … = at constant speed of 80 km’s/hour in top gear
Table H = prices at August 1, 1975
This is very theoretical …
It is no surprise that the ‘premium’ brands calculated the highest prices (on paper).
And a matter of calculating by the importer: look at the Scania, where the prices for a sleeper cab and 10-speed gearbox are shown separate, while they should be included in the standard specs of this particular tractor.
It’s all happening today! I’ve just been into WH Smiths and picked up the May issue of Classic Truck mag. It has an article called Desert Stormers all about the best trucks for the old Middle-East run in the '70s / '80s. It includes the ERF NGC (which it calls an NGX for some daft reason!) and sings its praises. It also includes a B-series LHD unit which it describes as being a sleeper conversion when the picture clearly shows a proper Euro-cab! Rolling eyes. Cheers, Robert
I know UGE 852R is just another ERF with a RHD 8MW cab stuck on it and is therefore not an NGC; but we always include this splendid beast on this thread, that Richard Pountain ran, probably because it really looked the part! Any old road up, Hans Witte had kindly shared scans of the May 1985 issue of the Dutch Speciaal Transport magazine with me. It features UGE pulling a 7-axle Broshuis trailer as you can see below . Robert
ERF-NGC-European:
I know UGE 852R is just another ERF with a RHD 8MW cab stuck on it and is therefore not an NGC; but we always include this splendid beast on this thread, that Richard Pountain ran, probably because it really looked the part! Any old road up, Hans Witte had kindly shared scans of the May 1985 issue of the Dutch Speciaal Transport magazine with me. It features UGE pulling a 7-axle Broshuis trailer as you can see below210
Your having a good week chap ! Mind you its about bloody time ! 
Do you know what issue/month etc that mag was ?
DEANB:
ERF-NGC-European:
I know UGE 852R is just another ERF with a RHD 8MW cab stuck on it and is therefore not an NGC; but we always include this splendid beast on this thread, that Richard Pountain ran, probably because it really looked the part! Any old road up, Hans Witte had kindly shared scans of the May 1985 issue of the Dutch Speciaal Transport magazine with me. It features UGE pulling a 7-axle Broshuis trailer as you can see below210
Your having a good week chap ! Mind you its about bloody time !
Do you know what issue/month etc that mag was ?
Yes! See bold red sentence above ^^^! lol. Robert
ERF-NGC-European:
DEANB:
ERF-NGC-European:
I know UGE 852R is just another ERF with a RHD 8MW cab stuck on it and is therefore not an NGC; but we always include this splendid beast on this thread, that Richard Pountain ran, probably because it really looked the part! Any old road up, Hans Witte had kindly shared scans of the May 1985 issue of the Dutch Speciaal Transport magazine with me. It features UGE pulling a 7-axle Broshuis trailer as you can see belowYour having a good week chap ! Mind you its about bloody time !
Do you know what issue/month etc that mag was ?
Yes! See bold red sentence above ^^^! lol. Robert
Christ knows how i missed that ! 
Better go to spec savers !
Now remember Mr Jack Cooke that ERF pinched from Atkinson. He certainly got about sounds like
he had a cracking job !
Click on page twice to read.
DEANB:
ERF-NGC-European:
DEANB:
ERF-NGC-European:
I know UGE 852R is just another ERF with a RHD 8MW cab stuck on it and is therefore not an NGC; but we always include this splendid beast on this thread, that Richard Pountain ran, probably because it really looked the part! Any old road up, Hans Witte had kindly shared scans of the May 1985 issue of the Dutch Speciaal Transport magazine with me. It features UGE pulling a 7-axle Broshuis trailer as you can see below321
Your having a good week chap ! Mind you its about bloody time !
Do you know what issue/month etc that mag was ?
Yes! See bold red sentence above ^^^! lol. Robert
Christ knows how i missed that !
Now remember Mr Jack Cooke that ERF pinched from Atkinson. He certainly got about sounds like
he had a cracking job !Click on page twice to read.
0
Yes indeed! Jack Cooke was the architect of the mighty ERF NGC and was justly proud of its trouble-free reputation: ‘There aren’t many trucks you can say that about’, he said.
Cheers, Robert
Nice one of Cauvas heavy haulier.
This may be of intrest Robert.
Letter from 1977.
Click on once to read.
DEANB:
This may be of intrest Robert.Letter from 1977.
Click on once to read.
0
Very useful Dean, thanks! I knew ERF had taken Jennings over but I hadn’t realised it was as long ago as the early '60s. Odd then, that ERF’s early B-series sleepers were still referred to as ‘Jennings conversions’ - likewise A-series pigeon-lofts. Cheers, Robert
This week I have received some stunning graphic artwork depicting NGCs from a contributor in Holland. Yes it’s is for the book, but in a few months time I will share some samples with you in support of some good news on the horizon concerning models of NGCs.
In the meantime, I hope to have some other good news later this week. Watch this space! Robert
N.M.P
Robert, is this on a test or race track?
