Chris Webb:
Agreed Malc,I had a “D” 1986 ERF E14 with the Twin-splitter in 1994 on tanker work and it never gave me an ounce of bother.Bags of power and not too thirsty if you handled it right.
Mind you I’ve not had the opportunity to drive some of the newer stuff.
But it must be a bind having 500bhp + and only 56mph.
Me neither, never had anything more than 420 / 440. Don’t see the point when a 290 was considered a big motor 20 years ago
It did strike me as a bit strange when I’ve been back ‘Up Over’ in recent times to see big power (600+bhp) wagons towing <44T at 90km/h (56mph), but I imagine the drivetrains are tuned for specific EU use - down here the big power Volvos, Scanias, Mercs, DAFs etc run higher weights at higher speeds (nominally 100kph/ 62mph limited). In fact the fleet Merc Actros that runs a step-frame tautliner on bulk interstate runs is a “mere” 2644.
Anyway, it occurred to me a couple of weeks back that I could remember when the E290 ■■■■■■■ was first released - at that time in my driving “career” I was still a bit wet behind the ears, but I did gather from the reviews in Truck magazine that it was The Thing To Have. Shortly after they appeared in ERF B series, Transcontis, SA400s - I knew this because I could see the badges on the front in the mirror of the TKs and D series I was in as they whistled past my right ear. And one reason for this (probably pointless and irrelevant) reminiscence is my pondering on the fact that the well-used 8 year old Merc 2328 I’m currently most often in has almost as much peak power and probably a better torque curve while pulling 23T than the various E290-powered ERFs etrc. did hauling 38T a few decades ago. And - apart from my own interminable internal inconsequential thoughts - I’m glad of the progress.
I’ve driven most lorries including most of the so called top dog Scandinavia products which I didn’t rate at all I don’t no what all the fuss is about regarding Scandinavia lorries my favourite lorry of all time was an ERF EC12 with a Perkins/Rolls TX Engine and a Eaton twin splitter the best box ever no big girls blouse auto or synchros my left leg became redundant before that I had a ERF C series with Gardner turbo I had that 12 years other than new injectors it was another reliable lorry good days
144 460 -97 1637942 km still daily work 5l oil on 15000km no big trouble in all years we have it,a other same some small trubble ,143 from 89 still in use ,winters on plowing roads ,142 ,141 all we had ,still happy ,but the r420 was not a good choise,cheers benkku
Gasza401
I’ve got to agree with you about ERF’s. Like you I’ve driven most makes ,home brewed and european but when I climbed into an E or EC series it was like putting an old coat on ,it was comfortable.
Although I drove a lot of ERF’s with Gardners in ,and I must admit my favourite truck was a C series 8 wheeler with a turbo Gardner, I preferred the ■■■■■■■ backed up by a Twin splitter,and if it was a 14 ltr ,so much the better.And you always knew that with an ERF you could go round corners and you could stop ,brakes and steering were always a plus point. Maybe you weren’t first back everytime but you nearly always got back --on your own --not on the end of a wrecker.
As per my screen name my faves were Gardner 6lxb and 8lxb. Wonderful noise, economical and last for donkeys years. I think a big backward step ( and not just in trucks) was when people just wanted the latest new gizmo on a cheap initial deal and lost the plot on whole life costs. I agree with some of the points above on power. With 56 mph limit, and a lot of the steepest drags and tightest bends ironed out over the last 30 years, we should be managing pefectly well on the same power ( real BSau 141 measured net power) there was 30 year ago. An E290, RR290L or F12-304 horse would manage a five axle 40 ton outfit just fine today - does a 500-700 horse really get you there significantly quicker, and earn more real profit? Maybe the marketing boys just got the upper hand. Similarly those diddy mid axle six axle rigs. Just drop 4 tonne off the gross weight, lose an axle, a heavier power train and 200 horse, save a shed load on juice, you’ll still get 27-28tonne on and therefore more profit.
AndrewG:
Scania, Volvo, Daf, Merc etc all have in house designed axles/ gearbox’s to suit each individual engines power/torque characteristics. ERF for one have always used bought in components of all makes which compromises things somewhat. Cab quality is also another contensious point, it wont rust but has very poor shut lines, will craze and crack and strength/fire hazard in an accident is another issue. Sure, ERF have their place in the market but being a long haul durable truck with driver appeal is never going to be a strong point.
I worked for Richards a long while ago now and old man Jack was a die hard ERF man but bought four Volvos in 85 and these were rarely in the workshop other than servicing.
Dont know much about Richards now but theres not an ERF left on the fleet.
There must be a reason for this (unless im missing something here) but i do know an FH12 isnt a cheap purchase…
Ps-nothing personal meant in the above to any ERF fan just purely M.O
AndrewG:
Scania, Volvo, Daf, Merc etc all have in house designed axles/ gearbox’s to suit each individual engines power/torque characteristics. ERF for one have always used bought in components of all makes which compromises things somewhat. Cab quality is also another contensious point, it wont rust but has very poor shut lines, will craze and crack and strength/fire hazard in an accident is another issue. Sure, ERF have their place in the market but being a long haul durable truck with driver appeal is never going to be a strong point.
I worked for Richards a long while ago now and old man Jack was a die hard ERF man but bought four Volvos in 85 and these were rarely in the workshop other than servicing.
Dont know much about Richards now but theres not an ERF left on the fleet.
There must be a reason for this (unless im missing something here) but i do know an FH12 isnt a cheap purchase…
Ps-nothing personal meant in the above to any ERF fan just purely M.O
Sure he got the last Erf built in his collection
Brinley told me that Clive and him spoke to Jack Richards at a do, and he had got the last ERF Andrew.
Cheers Dave.
I had an ex nivens of palnackie erf e14 320 6x2 reworked it turned it into a 6x4 plated it for 60 tons at the time ,only trouble I had was cam shaft crumbleling changed it once problem sorted was a firm at Barnsleyk&d diesels changed injectors and fuel pump uprated to 400 hp pulled amazing used to play with scanias on m62 running fully freighted returning from Ireland with 360sdiggers put some photos on when I find them
Back in the mid 90s when ERF/■■■■■■■ were running that Fuel Duel thing the one we had, though not at our Depot, wiped the floor with the Euro mob running as we do 24/7 with any driver.All our tackle is on contract hire and as I predicted they didnt get the order which may well have been to do with the Hiring deal,thats fair enough but the foreign tackle we did get though good, was not at all up to the standard claimed by the manufaturer. We still had an EC 380 come in occasionally on spot hire around 2001/02 and it was used at a couple of Depots and it was noticable how many drivers were impressed by its overall performance, some seemed almost embarressed to admit how much they liked it.I had to smile in the early hours this morning as on an M6 sliproad a clearly dead Renault artic was up on the lift of a B/C or E series six wheeler about to be dragged to its no doubt mega repair bill. I was in a Renault to but I’m told its a Volvo underneath.
I know Bassman I’m about to buy a late 88 ERF E series fitted with a 290 Gardner and a Eaton twin splitter it’s my latest restoration the missus doesn’t know yet so watch this space
I trust it’s got a sleeper cab, you might need to make use of it!!
Never driven a Gardner with a twin-splitter at the back of it, should be easy to keep Percy in the right rev. band with that.
Hello all, in these days of a shrinking truck market, it would be intresting to hear Drivers comments about good and bad experiences with their current and former trucks. Everybody has their favorites past and present, wether it be the dependable Gardner 180,240 ect or the mighty Scania V8 in early 140s or the the later 143s, it would be intresting to hear yours views on what was your favorite or your worst trucks you have driven.
Some drivers back in the day reckoned that having an E290 BigCam under their Transcontinental made them king of the road, and likewise drivers of F88s had the same views, whats your view??
Caterpillar 3406 for me.Had gobs of torque and an awesome engine brake.The ‘E’ series (electronic) was probably the best.Later on they ruined it by turning it into the C15 with it’s awefull simese turbo set up.
Caterpillar is out of the truck engine market for now.
I think a 14 litre ■■■■■■■ takes a lot of beating, they are a different animal to drive with the Fuller Rockwell driveline and a ■■■■■■■ will not let you down.
The modern engine with computers and electronics will be probably more economical and even more reliable.
Of course the installation means a lot, a Sudden Accident with exactly the same engine, axle and box was never going to be an ERF
We had a 3406 in a White Road Commander 2 on Heavhaul, that was a tremendous engine for a while, dont drop a gear, just put ya boot down!- it was that sort of lump. But, after the 1st re-build it never lasted long before it needed another one, and another one, ect ect! Good lump when it was fresh though, even if a bit thursty.
I had a 3406B (425) very good engine never failed to start so long as you had Battery.
Also had two 8 Wheelers with 14 litre (350 s) ■■■■■■■ in them fab they were also.
Wheel Nut:
I think a 14 litre ■■■■■■■ takes a lot of beating, they are a different animal to drive with the Fuller Rockwell driveline and a ■■■■■■■ will not let you down.
The modern engine with computers and electronics will be probably more economical and even more reliable.
Of course the installation means a lot, a Sudden Accident with exactly the same engine, axle and box was never going to be an ERF
Agreed Malc,I had a “D” 1986 ERF E14 with the Twin-splitter in 1994 on tanker work and it never gave me an ounce of bother.Bags of power and not too thirsty if you handled it right.
Mind you I’ve not had the opportunity to drive some of the newer stuff.
But it must be a bind having 500bhp + and only 56mph.
Farming Supplies (Maldon) Ltd of Essex had 4 ERF B series with Gardner 8LXB 240s in them, my father had a W-reg from new, not the quickest motor on the road (65 tops fighting the govener spring!), but that motor went on to do 16 years front line work before being sold to a showman still on its original crank! With a Fuller Roadranger behind em, they were bullitt-proof motors, with exeptional economy.
They also had a W-reg Seddon 400, that had a ■■■■■■■ 14L 250, it went like a train, but it was thirsty and didnt suit the Blowwing equipment very well, But that too went on for over 12years before being used as a shunter for a year or so. The cab was a big problem on the 400, just kept disolveing!
