That test never actually gave a clear winner. The thing that i thought was odd is when you read the conclusions they mention the ERF and
Scania being the two quickest in the hills but if “the going is really tough” then the Volvo F89 is the choice !
Not sure what they mean by when “the going is really tough” ? I would have thought that meant hill climbing etc.
There is no disputting that the ERF overall was the quickest in the mountains,but if you read the results the Volvo was actually quicker than
the Scania “overall” in the hills. The ERF was 1st at 31.78 mph . Volvo 2nd at 30.73 mph and 3rd Scania at 30.48 mph.
The ERF was the quickest overall on the whole route and the Volvo was quicker than the Scania overall.
The Volvo was quicker than both of them on the motorway section and had the best mpg overall of the three.
The DAF was best overall on mpg.
I never think these tests mean alot as different test drivers will drive different to other test drivers.Plus who knows when trucks are
held up by slower vehicles etc,etc.
Oh, absolutely, Dean! They were pretty vague in the early days and lots of variables were omitted. For example, you rarely see it on TN but M/E drivers found Volvos better on desert work because the Scanias gave too hard a ride. Also, my argument that a constant-mesh box with a Jake brake is better than '70s synchro-box technology still holds good. You mention the DAF being better on MPG, but you omit to mention that it came in 45 mins later than the ERF, so what cost MPG against productivity in 1975?
We do need to stand back and take those tests with a pinch of salt, though, I agree!
I reckon you have summed that up perfectly chap with your last sentance.
Cant remember if we have had this one of Van Steenbergen’s on before. Two of there White Road Commanders’s behind.
Attached a picture of a “ERF Chassis”-cover with Van Steenbergen’s AFU615 #28 showing
all three wipers, whereas (sorry, no copy on hand now) the picture in “Lorries of Arabia” 2
shows the same tractor with only two wipers. Both pictures were taken on a parking along-
side the E34 direction Antwerp, near Wechelderzande.
Buzzer:
One for you Robert borrowed from Bubbs, surprised it was quicker than a 140 Scania in a road test though, Buzzer
Yes indeed - good stuff that, Buzzer! That’s one of my favourite ERF pics. It’s from the first Euro Test Truck mag ran in '75. I posted the whole test early on in the ERF 1975 thread. To be fair on the Scania, the ERF only did better on the gruelling mountain section of the Ardenne test. My theory is that it did better because its 9-sp Fuller was slicker on the upshifts going uphill than the Scania’s synchro box; coupled with the ERF having a Jake brake as standards fitment, which made it much faster on the downhill sections. That’s only my theory and I may be doing the sterling ■■■■■■■ 335 a disservice!
Cheers, Ro
That test never actually gave a clear winner. The thing that i thought was odd is when you read the conclusions they mention the ERF and
Scania being the two quickest in the hills but if “the going is really tough” then the Volvo F89 is the choice !
Not sure what they mean by when “the going is really tough” ? I would have thought that meant hill climbing etc.
There is no disputting that the ERF overall was the quickest in the mountains,but if you read the results the Volvo was actually quicker than
the Scania “overall” in the hills. The ERF was 1st at 31.78 mph . Volvo 2nd at 30.73 mph and 3rd Scania at 30.48 mph.
The ERF was the quickest overall on the whole route and the Volvo was quicker than the Scania overall.
The Volvo was quicker than both of them on the motorway section and had the best mpg overall of the three.
The DAF was best overall on mpg.
I never think these tests mean alot as different test drivers will drive different to other test drivers.Plus who knows when trucks are
held up by slower vehicles etc,etc.
Click on page twice.
0
People who operated lorries, and regarded buying them as a job, read Commercial Motor.
People who understood lorries, but regarded buying them as a job for someone else, read Transport Engineer.
People who drove lorries as a job, and would like to be in a position to buy one, read Truck Magazine.
Attached a picture of a “ERF Chassis”-cover with Van Steenbergen’s AFU615 #28 showing
all three wipers, whereas (sorry, no copy on hand now) the picture in “Lorries of Arabia” 2
shows the same tractor with only two wipers. Both pictures were taken on a parking along-
side the E34 direction Antwerp, near Wechelderzande.
Indeed! Under the picture in Book 2 it explains that early NGCs suffered from failure of the triple wiper mechanism. I suspect the lorry had pulled over to the roadside to rectify this fault because, just as you say, the first picture shows it with a blade missing and the second shows it (newly) in place! Ro
People who operated lorries, and regarded buying them as a job, read Commercial Motor.
People who understood lorries, but regarded buying them as a job for someone else, read Transport Engineer.
People who drove lorries as a job, and would like to be in a position to buy one, read Truck Magazine.
[/quote]
And…
People who had the time to wade through dense print and didn’t need pictures to speak a thousand words, took Headlight mag to bed with them.
People who wanted ‘boys own’ pics with racy text took Trucking International to bed with them.
People who just liked a glossy mag that chatted about lorries, with lots of good pics took Truck & Driver to bed with them.
Married men took their wives or concubines to bed with them
People who operated lorries, and regarded buying them as a job, read Commercial Motor.
People who understood lorries, but regarded buying them as a job for someone else, read Transport Engineer.
People who drove lorries as a job, and would like to be in a position to buy one, read Truck Magazine.
And…
People who had the time to wade through dense print and didn’t need pictures to speak a thousand words, took Headlight mag to bed with them.
People who wanted ‘boys own’ pics with racy text took Trucking International to bed with them.
People who just liked a glossy mag that chatted about lorries, with lots of good pics took Truck & Driver to bed with them.
Married men took their wives or concubines to bed with them
[/quote]
Just to bust the stereotypes I read all of those and Motor Transport at various times mostly at my employers’ subscriptions expense.
Attached a picture of a “ERF Chassis”-cover with Van Steenbergen’s AFU615 #28 showing
all three wipers, whereas (sorry, no copy on hand now) the picture in “Lorries of Arabia” 2
shows the same tractor with only two wipers. Both pictures were taken on a parking along-
side the E34 direction Antwerp, near Wechelderzande.
Indeed! Under the picture in Book 2 it explains that early NGCs suffered from failure of the triple wiper mechanism. I suspect the lorry had pulled over to the roadside to rectify this fault because, just as you say, the first picture shows it with a blade missing and the second shows it (newly) in place! Ro
10
Cheers for the extra picture…and photoshop didn’t exist in the seventies
More likely, some difficulties with the three-wipers were in early days caused by the fact that the two-wiper-system was installed as in the 5MW-
cab because that part was in the bins and available.
Perhaps not the appropriate thread to input but in 1967 ERF started to be more active towards Europe.
In august 1967 quite some fresh blood came in the sales force. Bob Chardwick (ex Guy Motors) started
as Sales Manager Home-market with Jack Riley as his assistent. Ken Beard was in charge as Sales Manager
Export-market with Derik Bill as his assistent. Later that year Dutchman Peter de Jong was appointed as
European Operations Consultant out of which the “ERF-European” was born with in the beginning the CKD-
assembly by ■■■■■■■ Distributor Belgium (Messrs Denonville) in 1969. Mr. Eddie Deleers (was General
Sales Manager for ERF (and White-Autocar) within CDB-Brussels.
Further some accompanying pictures out of several directories and magazines.
Possibly taken during Brussels’ Motor Show in 1973 to celebrate the first sales in a restaurant?
From left to right, Ken Beard (Sales Manager Export), Eddie Deleers (General Sales Manager of
■■■■■■■ Distributor Belgium), Dai Davies (General Service Manager) and Peter de Jong (European
Operations Consultant) from Holland.
ERF-Continental:
Later that year Dutchman Peter de Jong was appointed as
European Operations Consultant out of which the “ERF-European” was born
I like a good conspiracy theory.Dutch infiltration could explain perfectly why the European didn’t have the 350 ■■■■■■■ and 13 speed RTO as standard from the start.DAF would have hated it v the 2800.
ERF-Continental:
Perhaps not the appropriate thread to input but in 1967 ERF started to be more active towards Europe.
In august 1967 quite some fresh blood came in the sales force. Bob Chardwick (ex Guy Motors) started
as Sales Manager Home-market with Jack Riley as his assistent. Ken Beard was in charge as Sales Manager
Export-market with Derik Bill as his assistent. Later that year Dutchman Peter de Jong was appointed as
European Operations Consultant out of which the “ERF-European” was born with in the beginning the CKD-
assembly by ■■■■■■■ Distributor Belgium (Messrs Denonville) in 1969. Mr. Eddie Deleers (was General
Sales Manager for ERF (and White-Autocar) within CDB-Brussels.
Further some accompanying pictures out of several directories and magazines.
All very relevant A-J! That photo of Peter de Jong has a picture on the wall behind his head showing what looks very much like 12-97-FB, the NGC that went to Groenenboom and was tested for the magazine. I wonder where that picture is now!
ERF-Continental:
Later that year Dutchman Peter de Jong was appointed as
European Operations Consultant out of which the “ERF-European” was born
I like a good conspiracy theory.Dutch infiltration could explain perfectly why the European didn’t have the 350 ■■■■■■■ and 13 speed RTO as standard from the start.DAF would have hated it v the 2800.
ERF-Continental:
Perhaps not the appropriate thread to input but in 1967 ERF started to be more active towards Europe.
In august 1967 quite some fresh blood came in the sales force. Bob Chardwick (ex Guy Motors) started
as Sales Manager Home-market with Jack Riley as his assistent. Ken Beard was in charge as Sales Manager
Export-market with Derik Bill as his assistent. Later that year Dutchman Peter de Jong was appointed as
European Operations Consultant out of which the “ERF-European” was born with in the beginning the CKD-
assembly by ■■■■■■■ Distributor Belgium (Messrs Denonville) in 1969. Mr. Eddie Deleers (was General
Sales Manager for ERF (and White-Autocar) within CDB-Brussels.
Further some accompanying pictures out of several directories and magazines.
All very relevant A-J! That photo of Peter de Jong has a picture on the wall behind his head showing what looks very much like 12-97-FB, the NGC that went to Groenenboom and was tested for the magazine. I wonder where that picture is now!
Ro
Well, that picture behind Peter de Jong can’t be the NGC as the picture was taken in 1967 when Peter de Jong was appointed consultant
and he stayed two weeks in Sandbach. As you know, the NGC was not born at that year but around six years later.
ERF-Continental:
Later that year Dutchman Peter de Jong was appointed as
European Operations Consultant out of which the “ERF-European” was born
I like a good conspiracy theory.Dutch infiltration could explain perfectly why the European didn’t have the 350 ■■■■■■■ and 13 speed RTO as standard from the start.DAF would have hated it v the 2800.
A plausible theory CF ! Ro
It would be interesting to find out if Peter de Jong’s say trumped that of Ken Beard’s.The suggestion that the European was ‘born’ out of de Jong’s ‘Consultancy’ seems to confirm that ?.
Which leaves the question of De Jong’s CV.IE is there any connection with DAF within that before and/or after, if it’s known ?.
ERF-Continental:
Perhaps not the appropriate thread to input but in 1967 ERF started to be more active towards Europe.
In august 1967 quite some fresh blood came in the sales force. Bob Chardwick (ex Guy Motors) started
as Sales Manager Home-market with Jack Riley as his assistent. Ken Beard was in charge as Sales Manager
Export-market with Derik Bill as his assistent. Later that year Dutchman Peter de Jong was appointed as
European Operations Consultant out of which the “ERF-European” was born with in the beginning the CKD-
assembly by ■■■■■■■ Distributor Belgium (Messrs Denonville) in 1969. Mr. Eddie Deleers (was General
Sales Manager for ERF (and White-Autocar) within CDB-Brussels.
Further some accompanying pictures out of several directories and magazines.
All very relevant A-J! That photo of Peter de Jong has a picture on the wall behind his head showing what looks very much like 12-97-FB, the NGC that went to Groenenboom and was tested for the magazine. I wonder where that picture is now!
Ro
Well, that picture behind Peter de Jong can’t be the NGC as the picture was taken in 1967 when Peter de Jong was appointed consultant
and he stayed two weeks in Sandbach. As you know, the NGC was not born at that year but around six years later.
Ah yes ! Upon closer inspection it would appear to be an LV-cabbed ERF. Ro
Buzzer:
One for you Robert borrowed from Bubbs, surprised it was quicker than a 140 Scania in a road test though, Buzzer
Yes indeed - good stuff that, Buzzer! That’s one of my favourite ERF pics. It’s from the first Euro Test Truck mag ran in '75. I posted the whole test early on in the ERF 1975 thread. To be fair on the Scania, the ERF only did better on the gruelling mountain section of the Ardenne test. My theory is that it did better because its 9-sp Fuller was slicker on the upshifts going uphill than the Scania’s synchro box; coupled with the ERF having a Jake brake as standards fitment, which made it much faster on the downhill sections. That’s only my theory and I may be doing the sterling ■■■■■■■ 335 a disservice!
Cheers, Ro
■■■■■■■ got good deep down torque matcing gearbox diff axle.will take you up the side of house on tickover
bubbleman:
Hello,heres a clipping from a Classic and Vintage Commercials magazine from March 1996,I wonder if it got saved.,Cheers Bubbs,
Wow, that’s a new pic of it, Marc! This was NGC chassis No.29069. It was fitted with a 290 big-cam ■■■■■■■ and operated by ■■■■■■■ as a test-bed vehicle for that engine. It passed via Vee & Inline Diesels of Daventry to Pountains Heavy Haulage, who used it as a truck-racing transporter round Europe. It then passed to Watts Trucks of Newport who continued to use it for racing duties from whom it then passed to Redcap Transport, again on racing haulage. It finally passed to the sadly very recently late Mick Jones of Jona Transport, who scrapped it.
bubbleman:
Hello,heres a clipping from a Classic and Vintage Commercials magazine from March 1996,I wonder if it got saved.,Cheers Bubbs,
Wow, that’s a new pic of it, Marc! This was NGC chassis No.29069. It was fitted with a 290 big-cam ■■■■■■■ and operated by ■■■■■■■ as a test-bed vehicle for that engine. It passed via Vee & Inline Diesels of Daventry to Pountains Heavy Haulage, who used it as a truck-racing transporter round Europe. It then passed to Watts Trucks of Newport who continued to use it for racing duties from whom it then passed to Redcap Transport, again on racing haulage. It finally passed to the sadly very recently late Mick Jones of Jona Transport, who scrapped it.
Ro
Morning Robert,
I reckon that advert is one of the Hudsons from Telford, explains the missing engine and box as there was a good price for the 14 litre ■■■■■■■ on the export market. The cab was yellow when Jona (R.I.P) owned it? Cheer’s Pete
