[zb]
anorak:
It’s a rendered CAD model. The rendering is better than the modelling- there are a few detail inaccuracies, as you may notice. Very good work, nevertheless.
I know very little about CAD. Here’s a link for anyone else who doesn’t know much about it:
[zb]
anorak:
It’s a rendered CAD model. The rendering is better than the modelling- there are a few detail inaccuracies, as you may notice. Very good work, nevertheless.
I know very little about CAD. Here’s a link for anyone else who doesn’t know much about it:
ERF-Continental:
In Lorries of Arabia 2 Van Steenbergen was mentioned as ex-Krupp- and ERF-dealer. Herewith
a picture taken from the main street with a view on the old house and garage. Pay attention
to the ERF- and Krupp-lightboards above the garage-door. A small remark…Krupp was sold
to Mercedes-Benz in 1968 and Belgian-dealers proceeded business with another marque or
discontinued their business. As known C.D.B. From Brussels (before 1962 Ets. A. Denonville)
were appointed ERF-importer and that had nothing to do with the Krupp-organisation. Krupp
was imported by S.A. Camions Krupp N.V. from Anderlecht at Digue de Canal along the canal.
Van Steenbergen bought all relevant stock in 1968 to serve and service their own Krupp-fleet.
This picture appears on page 32 of Lorries of Arabia 3. The caption appears on the previous page and draws attention to the signs hanging outside. It also identifies the NGC parked underneath. Your additional information about Krupp is also interesting. R
[zb]
anorak:
It’s a rendered CAD model. The rendering is better than the modelling- there are a few detail inaccuracies, as you may notice. Very good work, nevertheless.
I know very little about CAD. Here’s a link for anyone else who doesn’t know much about it:
That’s a nice rotation of the model. Clever stuff eh! I found a site for the company who sells it but the prices are in dollars so it might be American. R
pete smith:
So close to being preserved, must be one of the unluckiest motors to work that long, attend a vehicle rally and still get the chop
I suppose you have to think of it in historical context, Pete. I agree it’s a shame it didn’t get saved. I believe it attended a few rallies before being broken up, some of them sporting a ballast-box, as I have quite a fews pics of it on the circuit incl. a video clip. They’re all on this thread or in my books. I met its driver once, Dave, who furnished me with many pics, and his son Colin posts on here regularly. As I understand it, GEH had had a hard paper-round on heavy haulage work (not to mention its spell on Middle East work) and by the time they were showing it the cab needed considerable work done to it. Also, they were trying to run a haulage business so I expect time and cash may not have been plentiful. Like Jona with the NGC he broke up, with hindsight if they’d known that these were among the last rescuable examples they might have gone the extra mile; but hindsight is a wonderful thing! It’s equally surprising that Willemstein’s NGC didn’t get preserved, as it was working well into the '80s. R
Over my leisurely lock-down breakfast, an idle thought struck me as I leaned across for the coffee pot trying not to trail my sleeve in the yoghurt topping my fresh mango. It was this: ERF offered an optional 8LXB 240 engine in the earlier NGC brochures but dropped it after a couple of years or so. I found no evidence whatsoever of an NGC fitted with one and my informant, the ERF archivist, assured me that no Gardner-engined NGC left the factory.
However, ERF must have tested an 8LXB in an NGC chassis before making it a published option. So, did they trial it and then remove the engine and replace it with a ■■■■■■■ before releasing it? Or did they trial it in one of the pre-production models and then sell it on as a non-factory standard item (thereby not recording it as and ex-factory unit)? And if the latter, which one was it? The wrecker perhaps? I don’t suppose we’ll ever know.
As for the question of why no Gardners were sold in NGCs; it might be worth remembering that at least two optional ■■■■■■■ 250 engines were sold in NGCs. Easier to stick with ■■■■■■■■ then . I imagine they only offered Gardner because you could buy an example of the sister European ERF, the 5MW-cabbed one, with an 8LXB in and those did sell.
ERF-NGC-European:
Over my leisurely lock-down breakfast, an idle thought struck me as I leaned across for the coffee pot trying not to trail my sleeve in the yoghurt topping my fresh mango. It was this: ERF offered an optional 8LXB 240 engine in the earlier NGC brochures but dropped it after a couple of years or so. I found no evidence whatsoever of an NGC fitted with one and my informant, the ERF archivist, assured me that no Gardner-engined NGC left the factory.
However, ERF must have tested an 8LXB in an NGC chassis before making it a published option. So, did they trial it and then remove the engine and replace it with a ■■■■■■■ before releasing it? Or did they trial it in one of the pre-production models and then sell it on as a non-factory standard item (thereby not recording it as and ex-factory unit)? And if the latter, which one was it? The wrecker perhaps? I don’t suppose we’ll ever know.
As for the question of why no Gardners were sold in NGCs; it might be worth remembering that at least two optional ■■■■■■■ 250 engines were sold in NGCs. Easier to stick with ■■■■■■■■ then . I imagine they only offered Gardner because you could buy an example of the sister European ERF, the 5MW-cabbed one, with an 8LXB in and those did sell.
Ah well! Back to the asylum!
Ro.
I doubt they would have built an 8LXB-engined chassis with a 7MW cab. They already had experience of that chassis with that engine in it.
I said earlier that I thought an 8LXB/7MW ERF would have been an ideal UK- market riposte to the Continental influx, but Sandbach brains work differently, so it seems.
ERF-NGC-European:
Over my leisurely lock-down breakfast, an idle thought struck me as I leaned across for the coffee pot trying not to trail my sleeve in the yoghurt topping my fresh mango. It was this: ERF offered an optional 8LXB 240 engine in the earlier NGC brochures but dropped it after a couple of years or so. I found no evidence whatsoever of an NGC fitted with one and my informant, the ERF archivist, assured me that no Gardner-engined NGC left the factory.
However, ERF must have tested an 8LXB in an NGC chassis before making it a published option. So, did they trial it and then remove the engine and replace it with a ■■■■■■■ before releasing it? Or did they trial it in one of the pre-production models and then sell it on as a non-factory standard item (thereby not recording it as and ex-factory unit)? And if the latter, which one was it? The wrecker perhaps? I don’t suppose we’ll ever know.
As for the question of why no Gardners were sold in NGCs; it might be worth remembering that at least two optional ■■■■■■■ 250 engines were sold in NGCs. Easier to stick with ■■■■■■■■ then . I imagine they only offered Gardner because you could buy an example of the sister European ERF, the 5MW-cabbed one, with an 8LXB in and those did sell.
Ah well! Back to the asylum!
Ro.
I doubt they would have built an 8LXB-engined chassis with a 7MW cab. They already had experience of that chassis with that engine in it.
I said earlier that I thought an 8LXB/7MW ERF would have been an ideal UK- market riposte to the Continental influx, but Sandbach brains work differently, so it seems.
Not quite accurate. The 7MW occupied a significantly new and different chassis from the one occupied by the 5MW, though I take your point that essentially, ERF would have accommodated the difference. The 8LXB/5MW ERF adequately covered the UK market, bar the tilting cab variable. Ro
[zb]
anorak:
I said earlier that I thought an 8LXB/7MW ERF would have been an ideal UK- market riposte to the Continental influx, but Sandbach brains work differently, so it seems.
Not quite accurate. The 7MW occupied a significantly new and different chassis from the one occupied by the 5MW, though I take your point that essentially, ERF would have accommodated the difference. The 8LXB/5MW ERF adequately covered the UK market, bar the tilting cab variable. Ro
I’d go with the third way that a rhd 7MW with a derated 290 small cam would have done the job.Customers didn’t generally go over to the imports because they wanted to stay with Gardner power.
Honestly, I am not thoroughly informed about the UK-market but the 8LXB was by no means suitable
for the Export- (read Continental)market. Not to be negative but Gardner was hardly represented in the
BeNeLux apart from some small bus-companies working locally with only day-trips. For ■■■■■■■ and
Perkins it was a total other situation with also customers in the fields of construction and marine.
For the interested herewith a leaflet on the 8LXB from 1978
[zb]
anorak:
I said earlier that I thought an 8LXB/7MW ERF would have been an ideal UK- market riposte to the Continental influx, but Sandbach brains work differently, so it seems.
Not quite accurate. The 7MW occupied a significantly new and different chassis from the one occupied by the 5MW, though I take your point that essentially, ERF would have accommodated the difference. The 8LXB/5MW ERF adequately covered the UK market, bar the tilting cab variable. Ro
I’d go with the third way that a rhd 7MW with a derated 290 small cam would have done the job.Customers didn’t generally go over to the imports because they wanted to stay with Gardner power.
There is a whole chapter in my 3rd book about why it wasn’t necessary to build RHD 7MWs for the home market. As for engines: NGCs were built with 250 ■■■■■■■■ 290 small-cam ■■■■■■■■ 290 big-cam ■■■■■■■ and 335 small-cam ■■■■■■■■ ERF also built the 5MW which had a huge range of engine options. Job covered. Ro
ERF-Continental:
For the interested herewith a leaflet on the 8LXB from 1978
I seem to remember a disagreement elsewhere that BMEP doesn’t equate to specific torque x 2.464.That torque curve seems to confirm my claim that it does.
They were a relatively small company, CF, working in cramped quarters. The cost of completely reconfiguring a purpose-built LHD Continental unit for the domestic market would have been prohibitive, given the probable number (low, given the likely price) of buyers. Look at the problems Volvo had creating a UK F88 and not managing to create an F89 for us; and they at least enjoyed the economy of scale that ERF didn’t have a cat-in-hell’s chance of achieving. Just thought, in answer to your considered opinion. Ro
Just put a picture that appears in my book, taken by the then owner, Richard Pountain, on another thread so I thought I’d better do the decent thing and pop it on here too. It shows HNV (big-cam 290) on European race-truck circuit duties. Ro
Registered, I’m told, in 1975, this example of a French NGC was snapped by Wobbe Weitsma in the village of Quettehhoe when was travelling on holiday in July '86. The owner is not known. Ro
