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ERF ECT 420
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IPRICE AS TESTED: £82,950 (ex-VAT).' ENGINE: 10.8 litres, 414hp (309kw). OR: 44 tonnes. PAYLOAD: 28.96 tonnes. AVERAGE SPEED: 72.9km/h. AVERAGE FUEL CONSUMPTION: 7.63mpg (37.01it/100km).
* Includes basic chassis-cab, £74,050 (ex-VAT). Options include: ERF Telematics. £2,150; Alcoa polished alloy wheels, £3.657; Jacobs engine brake, £1,263; Cummins Road Relay 4, £1,000; woodgrain trim, £350; Grundig radio/cassette, £211; TV table, £132; Interior mats. £75; and alarm clock, £62.
The current generation of ERF trucks, which many a German chassis and cab with an American engine, is crucial to the Cheshire brand's survival. With a daunting history of impressive fuel results to live up to, the ERECummins pairing takes
on the challenge of CM s
Scottish test route once more, and the stakes have never been higher.
t's no great exaggeration to say that the very future of the ERE brand may well depend on the performance of this first Cummins-powered ECT presented for press testing. There's little room for sentiment in today's hardnosed truck manufacturing industry, driven more than ever by the bottom line. The recent round-up of 'restructuring' has shown that MAN doesn't intend to carry any ERFbadgeci passengers, so the marque has to earn its survival, and the only way to do this is to sell trucks that wouldn't be sold with MAN branding.
ERF has two real unique selling points. One is its traditional appeal to certain niche markets, most notably the petro-chemical industry, and the other is its availability with proprietary (ie Cummins) power units. The moment these factors and its appeal wane significantly, ERF's destiny is as certain—and as a final—as a choc-ice in the Sahara.
That's the gloomy view, but a more positive one is that the combination of ERF and Cummins has traditionally produced highly impressive results in Commercial Motor roadtests. The €64 million question is how these badges assimilate the new German influence.
PRODUCT PROFILE
There's no pretence that the current ERF range is anything other than what it is—a rebadged MAN range. The ECT is a line-up of tractors and drawbar rigids based on the MAN TG-A in its various forms. The tractor choice consists of 452 and 6x2 mid-lift versions, the latter in regular or 'Lite' specification, while the rigids are either 4525 or 6x2 rear-lifts. On top of these chassis options are four possible cabs. Three of them, the Day, Sleeper and High Roof Sleeper, are based on the narrow cab, while the flagship High Entry Sleeper is based on the full-width cab. What you can't have is a high-roof, high-entry, full width cab like the TG-A XXL, as this would be treading on MAN's toes a bit too muck
Under those cabs is a choice of engines. For 44-tonne operations, the three-axle ECT 11.38 and 11.42 are powered by the ir-litre Cummins ISMe with ratings of 385hp and 42ohp respectively, while the highest output comes in the ECT 1346, with its MANsourced 13-litre, 46ohp unit. They all drive through i6-speed ZF transmissions with Comfortshift—essentially a thumb-operated clutch. Our test was carried out in an ECT ri.42MT, a 6x2 with full-strength 22.5151 wheel mid-lift axle, Cummins 420 engine and the High Roof Sleeper cab.
PRODUCTIVITY
As we said in the introduction, the pairing of ERF and Cummins carries high expectations when it comes to economy. Fortunately for all concerned, it didn't disappoint. Over Commercial 14lotof s three-day Scottish route, the ECT and ISMe joined forces to produce a highly commendable 7.63mpg overall, a figure which has only been bettered at 44 tonnes by Daf's C F85 430, which returned an overall figure of 7.69mpg.
However that was with Daf's own box trailer (as CM's new Fruehauf curtainsider hadn't arrived) and, by our own experience, a box aids fuel economy to the tune of 3-4%. On the three sections of the final day, the tough Aroad figure of 5.16mpg is up with the best seen from a 44-tonner.
The ERF's fuel economy certainly wasn't at the expense of journey times, either, with its figures putting it well into the upper half of the league table. Hill climb times were also highly competitive compared with 44-tonners of comparable power output.
Unladen weight of the ECT as tested is just 30kg heavier than the Daft with similar alloy wheels, and 69ok8 heavier than the Scania 'Lite' with its 19.5in-lift axle, but if payload is critical, ERF will be happy to provide its own lightweight solutions.
ON THE ROAD
The first thing you notice as you begin to drive the ECT is that the Cummins engine has a pleasantly distinctive sound, so much so that we almost found ourself opening the win
dows through town just to hear it growl away. Although on paper the 2, oioNrn of torque is no more than modest, its result is surprisingly lively acceleration from standstill, quite happy to get 44 tonnes moving off in 2H.
The ZF gearbox consists of four main ratios, with a horizontal toggle switch at the front of the gear lever operating the splitter and a rocker switch on the right changing ranges. Care is needed with the latter to avoid unintentionally selecting low range with the contents of the driver's pockets. Also on the right is the button for the Comfortshift hand clutch. The change itself is fairly heavy but precise. The currently selected gear is indicated in the dash display, as is any pre-selected split and the status of the Jake brake. There's no indication of cmise control engagement, though.
Unlike the first TG-A we drove, ConifortShift now works on both high and low ratios, making it even easier to remember to use. It also makes it easier to forget the clutch, which can be embarrassing when coining to a standstill.) It works well enough, if a little leisurely, but ERF's engineer was keen to point that when the going gets tough, the left leg should get going. On the tougher hills, where speed decays rapidly and every second counts, his case for foot-operated clutch control was proven.
On motorways, the IS Me's torque reserves are such that, as the revs decline towards 1,000rpm and you expect it to fade away, it takes a deep breath and seems to dig in forever, Where the top of a climb is imminent, the occasional drop into three-figure speeds is quickly recovered from. At the other end of the spectrum, even with the tallest, 3.08:1 final drive fitted, the engine is running at a leisurely 1,495rpm at 56mph, well within the L000L6ciorpm economy band. If you're certain not to meet too many hills, an optional 2.71:1 ratio reduces this to just 1,32orpm. Travelling at the 40mph A-road limit means being prepared to split down as soon as the terrain heads upwards.
The Jake brake makes a useful contribution under light to moderate conditions, but if you're regularly operating at 44 tonnes in tough terrain, you really should be considering a proper retarder. The Jake is linked to the cruise control, and starts to cut in at just 2km over cruising speed. After over-running, the cruise begins to cut in early to smooth out the transition back onto the power. As you'd expect from a contemporary electronically-controlled all-disc system, the service brakes were well up to the job.
Precise steering is confidence inspiring on twisting A-roads, but the price paid is considerable nervousness on badly-rutted motorways. The ride comfort is very good, with just an occasional jolt from the worst road bumps.
CAB COMFORT
Three steps lead up to ERF's High Roof Sleeper cab, aided by well-placed grab handles front and rear.
The fixed passenger seat is relatively basic, the only adjustment being for the backrest angle. As you would expect, though, the driver gets a much better throne, with integral safety belt, suspension, and adjustments for cushion length and angle. upper and lower lumbar support and side bolster width—although the controls for the last three were incorrectly plumbed-in.
A big four-spoke steering wheel is surrounded by the MAN Group's usual solidly built but idiosyncratic column stalks. The chunky item on the left controls lights, wipers and horn, with two stalks on the right controlling cruise control and Jake brake. The steering column is comprehensively adjusted via a foot pedal behind the driver's right heel.
Beyond the wheel, the clearly laid-out dashboard is decorated with alloy-effect trim, and consists of gauges for engine and road speed, water temperature and fuel and air tank contents. The panel is flanked by switches for the Jake brake and speed limiter on the left, and hazard lights, headlamp levelling and fog lights on the right. A row of switches mounted along the bottom of the instrument panel toggle between clock and outside thermometer, reset the trip meter and control panel lights and diagnostic display. A secondary switch panel on the driver's door controls window lifts, central locking and mirror heating and adjustment including, when fitted, a full-lock trailer corner view. The door top also accommodates a new design of round swivel fresh air vent, replacing the fragile louvre type previously used.
The area to the left of the panel is dominated by the row of rotary heater controls. Below them and above the rather smart Grundig radio-cassette unit, DO less than 20 switch positions control such functions as seat heaters, axle lift, traction control, roof hatch and assorted lights, with one also housing the integrated microphone for the ERF telematics system. Two DIN audio housings live above the screen, occupied here by the electronic tachograph and the Cummins Road Relay 4 unit. The telematics display unit is surfacemounted to their left.
The centre of the dash doubles up on almost everything. Pairs of ashtrays, pop-out cupholders, storage bins and fresh air vents are crowned by the optional TV table, just one but extremely useful given the sharply sloping dash-top. This significantly aids visibility, as do the small side windows aft of the doors. Sun protection to the front is by pull-down roller blinds, with cord pulls to retract there's no protection when the sun is attacking from abeam, however.
The hard parts of the interior trim are primarily blue-grey plastic in the driving area, ours coming with the optional 'walnut' trim, with the blue-ish theme continued through the soft furnishings, including matching cloth door panels and arm rests, and a pair of scatter cushions for the bunk. The bunk area is differentiated from the work area by light-grey walls.
Storage space is generously provided. Above the screen is a double-deck facility, with open-fronted shelves beneath large lidded lockers, across three quarters of the width, the remainder cut away for enhanced standing room, but still providing an elasticated oddments net. There are other assorted nooks and crannies around the roof lining and reasonably-sized door bins.
The two bunks feature wide and firm mattresses, with the lower one offering a long, thin storage bin across the rear edge which can be filled in with a specially-shaped cushion strip to provide extra sleeping width. Bunk area controls amount to reading light upstairs and down, and a removable alarm clock.
The top bunk is easily to move, thanks to gas struts that raise it to 45° and remote handles to release it for lowering. Although the bunk area gives up some space on the left rear corner to accommodate the air intake trunking outside, the effect is minimal.
The lower bunk would be a reasonable height for sitting on if the folding safety rail and the front of the fridge didn't get in the way.
Easily reached from a recumbent position in the lower bunk is an auxiliary switch panel behind the gear lever and park brake. From here, the night heater, windows, roof hatch and interior lights can be operated, although turning off the radio involves a stretch to the dash.
This area also has more cupholders and some elasticated straps to restrain oddments. Under-bunk storage centres around the slide' out coolbox, with refrigeration optional. This is one of the few items to reveal its true origin, being clearly badged MAN.
On this low-floor cab version, most of the space behind the seats is occupied by the external lockers, with the left one also accessi
ble from inside, although there is room for a decent sized holdall behind the cool box.
The area above the right-hand locker, under the bunk, houses a fitted tool area, which includes a torch and first aid kit, while the towing eye, tools and triangle are inside the locker.
Moulded rubberised floor coverings are a good idea as far as easy cleaning is concerned, but get expensive when they eventually wear out and have to be replaced. The ERE has a sensible compromise with separate replaceable footwell sections. Fitted carpet mats add to the comforts of home.
The left end of the dash is secured by three quick-release screws and removed to access all of the electrical systems, while all fluid top-up points are located behind the locking front grille panel.
SUMMARY
We have to admit to as much cynicism and sadness as anyone at the demise of the last 'true' EREs, the composite-cabbed ECX, in favour of the badge-engineered ECT.
As it happens, the MAN cab has nearly as much plastic in its construction as the ECX, on the surface at least. Now is the time to take a deep breath and swallow those doubts.
Proving that there's a lot to be said for tradition, the tradition of economic Cumminspowered ERFs survives intact.
The ECT might not be what ER Foden had in mind in 1932, and the unfortunate events of the past few years certainly weren't, but the end result is a product in which the whole is arguably greater than the sum of the parts.
Blending the highly-efficient Cummins engine with the well-developed MAN cab and chassis has created a tractor which should appeal to a wider audience than ERF's traditionally loyal but specialised customer base.
If ERF's brand future is determined by product rather than politics, then its future is safe for a while yet.
• by Odin Barnett