robert1952:
We can probably consign the ‘metric vs imperial’ argument as an excuse for the NGC’s demise to the bin then! 
Robert
It was arguably probably more a combination of ever increasing Euro type approval issues ( protectionism ) together with the fast paced recovery and development of the post war European truck manufacturing industry and national customer loyalties.Which eventually, inevitably,left Brit imports there as an irrelevance regardless of their imperial or metric engineering.
That compounded in the NGC’s case by ERF’s obvious insistence that the B series was a worthy successor with much of what customer base there was for the NGC maybe deciding otherwise.Maybe also as discussed previously ERF not keeping up with latest developments in terms of technology like ideal engine and gearing specs.Including standardisation on the 13 speed Fuller.IE I can’t see any reason as to why the Euro road test couldn’t have blitzed the opposition with an intercooled ■■■■■■■ and a decent final drive ratio and a 13 speed rto box.All of which could only have resulted in an even quicker journey time together with an improvement in fuel consumption.In which I’d guess that the resulting sensational headlines in the article might have bought ERF some valuable breathing space in terms of its export and premium domestic market success possibly to the point of at least making the business case for an NGC successor.Leaving the B series as just the domestic poverty spec fleet product it was arguably designed as. 
I mentioned on the previous page that I’d watched a piece of ERF promo film in which the prototype NGC without roof-vent and external rad filler cap is being wind-tunnel tested. This is the unit believed to have become the Estra/Calor unit and later a wrecker/breakdown wagon/recovery vehicle - call it what ye may. In the early brochures it is seen with the ‘jelly-mould’ type of indicators, but the Estra/Calor unit displayed the standard (on NGCs) rectangular ones with very a short stalk. I have looked again at the film and this later type of indicator has been fitted, strengthening my belief that this is one and the same vehicle. 
Robert
robert1952:
Here’s a bit of idle speculation for a Sunday afternoon. One possible factor mitigating against the success of the NGC in Europe was its use of an American driveline requiring imperial tooling for maintenance. Had ‘loose’ metric Continental engines such as the MAN 280 or the 14-litre Fiat been readily available, along with ZF gearboxes; and if ERF had fitted them to NGCs, one wonders if a lot more than 91 might have been sold. Robert
Hey Robert, don’t think, we had fuller and were very loved (but only at a limited group of drivers), at that time Volvo was compleet unified threared, Scania’s wheel bolts and braking system was compleet US thread. Both sweeds were available with simmes fuel pump but nobody liked them
Of course we were more common with metric, But al here preferd Bosch, Hella, bosch fuel pumps, German brake valves, with a break down pieces were Always availiable, US, French or other not.
And I don’t know what was the price of ERF at that time in Europ ■■? comparable or expensive, that’s also why US brands lost ground very pricy, and Europian brands came strong too for off road and service at every corner of the street. And of cource comfort was here priority en service. OK you had ■■■■■■■ service points but about the rest of the vehicle ■■? how was it for parts as electric, valves, waterhoses and so on if you had a break down in German or Italy ■■?
And heavy British truck were already too long absent in Europ.
For example, Setra one of the best coachs could have been sold lots more, but a lek of service points, we all had to go to Brussels, Vanhool was never further away of 30km, and parts could be send to Fiat truck dealers. Leyland and AEC buses were here decades most sold, but every year the dealer/service points dissapeared.
The Transcontinental sold very well but no service, only Neyt( Lokeren) and that’s where most have driven and longest driven. The only thing I never understand is why they were very strong in Germany, and it was a compleet US truck. Opel would try the TM but never was sold, no interest, why Detroit diesel ■■?
My opinion, Eric
tiptop495:
robert1952:
Here’s a bit of idle speculation for a Sunday afternoon. One possible factor mitigating against the success of the NGC in Europe was its use of an American driveline requiring imperial tooling for maintenance. Had ‘loose’ metric Continental engines such as the MAN 280 or the 14-litre Fiat been readily available, along with ZF gearboxes; and if ERF had fitted them to NGCs, one wonders if a lot more than 91 might have been sold. Robert
Hey Robert, don’t think, we had fuller and were very loved (but only at a limited group of drivers), at that time Volvo was compleet unified threared, Scania’s wheel bolts and braking system was compleet US thread. Both sweeds were available with simmes fuel pump but nobody liked them
Of course we were more common with metric, But al here preferd Bosch, Hella, bosch fuel pumps, German brake valves, with a break down pieces were Always availiable, US, French or other not.
And I don’t know what was the price of ERF at that time in Europ ■■? comparable or expensive, that’s also why US brands lost ground very pricy, and Europian brands came strong too for off road and service at every corner of the street. And of cource comfort was here priority en service. OK you had ■■■■■■■ service points but about the rest of the vehicle ■■? how was it for parts as electric, valves, waterhoses and so on if you had a break down in German or Italy ■■?
And heavy British truck were already too long absent in Europ.
For example, Setra one of the best coachs could have been sold lots more, but a lek of service points, we all had to go to Brussels, Vanhool was never further away of 30km, and parts could be send to Fiat truck dealers. Leyland and AEC buses were here decades most sold, but every year the dealer/service points dissapeared.
The Transcontinental sold very well but no service, only Neyt( Lokeren) and that’s where most have driven and longest driven. The only thing I never understand is why they were very strong in Germany, and it was a compleet US truck. Opel would try the TM but never was sold, no interest, why Detroit diesel ■■?
My opinion, Eric
Thanks, Eric. You’ve strengthened my view that tooling was probably not a significant issue with regard to ERF’s European venture. Perhaps they got ‘cold feet’! Cheers, Robert
Well, a less frenzied week on the NGC front, I notice on the run-up to Easter. Mind you, that this thread manages to produce any ‘frenzied weeks’ at all about a 40-year old ERF model is a bit of a miracle itself! 
Robert
Interesting thread. Anyone know who operated this UK example of an NGC?
That French NGC operated by R Collin is still there, but now stored safely under cover. I have no further information.
MMG 772P has no roof vent. I wonder if it had done tanker work. Robert
Coupled to a Tri Axle Twin Wheeled trailer , with concrete railway sleepers .
Looks to be in a Costain Concrete plant , possibly Tallington .
Casual Observer:
Coupled to a Tri Axle Twin Wheeled trailer , with concrete railway sleepers .
Looks to be in a Costain Concrete plant , possibly Tallington .
Good observation, old mate, thank you. Come to think of it, those yellow Bedfords etc in the background could easily be British Rail vehicles. Robert
Kenb:
robert1952:
I was emailed this pic off the internet this afternoon. Looks like a dockside pic - Jeddah perhaps? Robert
Hi Robert
Fleet 107 outside Trans Arabia office Jeddah
Loaded x warehouse with packing cases and a reel of cable for Racal Comminications - Spying equipment for ministry of interior!!! Loaded for a multi drop arround the Kingdom at very remote locations - and I mean remote - the drivers were not to keen at the beginning because the Racal guy was ex military (SAS) would leave the driver on his own in the middle of nowhere and go and rest up on his own - things change when Mike Rendall came - he again was ex military (SPS) - still in contact with him in the Falklands.
We did quite a few of these types of consignments - meet the agent at a location, he would then quide the driver - charged at a daily date plus mileage - good earner.
Amazing how these crop up
Best regards
Ken
Apparently, this lad Derek (see pics below) was one of those drivers who took security-sensitive loads to remote posts for the Saudi Ministry of the Interior using an NGC.
Notice this pic is on ebay this morning . Robert
Any more news of that 1:50 model NGC featured a few pages back? Pic below to jog the memory.
Re ^^^^. Oh yes indeed! I’ve sat on some rather fine pics of this for a little while now. The model, along with other ERF models in 1:50 scale, are made by the gifted and talented Swiss truck modeller, Rene Tanner. I understand that he is still pondering the choice of liveries for his final presentation. Here are some images for you to enjoy. Personally, I hope to see these on display one day - perhaps at Gaydon: who knows! Robert
While I am on the subject of talented truck modellers from the Continent; I had a delightful communication from Hans Witte in Holland. He became ‘hooked’ on NGCs right back in 1975 where he took the picture below at the motor show in Brussels. Robert
Hans also found this picture of DB-52-77 on an advertisement in the Dutch magazine Auto en Transportwereld from sometime in 1975. I think this is the only picture we have of it brand new and in the livery of Kooij. If anyone can find and scan the whole advert, it might make an interesting entry in Book 3! Robert
Thanks to Geoff Luther, who has helped us out many times on this thread, here is a picture of KRH 153P, still in the livery of Ted Croswell of Hull, being driven by Fred Travers for Phil Horridge of Poole before the unit was painted in his livery. Robert
