ERF evolves into the GREEN
Page 16
Page 18
Page 19
If you've noticed an error in this article please click here to report it so we can fix it.
• ERF isn't the kind of truck maker to spring surprises on its customers. That's not its style. To quote managing director John Bryant: "We believe in constant evolution and improvement. The new EC range has been spurred on by legislation on emissions and noise." Whatever the reasons for change, the latest Euro-2 truck line-up from Sandbach is undoubtedly evolutionary, and certainly an improvement.
With the first stage of Euro-2 emission legislation only two months away—on new vehicle types it comes into force on 1 October—ERF has revealed its Euro-2 engine line-up which includes new, all-electronic Cummins 11 and 14litre engines. And for hauliers looking for an "unsophisticated solution" to cleaner diesel exhaust fumes there's also the option of the latest "mechanical" 12litre Perkins Tx (CM 4-10 May).
After bravely flying the flag for constantmesh gearboxes for so many years the Sandbach truck maker is adopting synchromesh transmissions across its truck range. By fitting Eaton's SSeries gearbox on EC tractors ERF will now have a new entrée into truck rental fleets which have previously been unwilling to consider an EC with the Twin Splitter.
On top of the latest drivelines the existing EC cab has gained a more practical interior while there has also been some detail changes on the chassis on both tractors and eight-leggers.
The range is officially launched at the Paris Truck Show on 15 September when ERF will be exhibiting lefthand-drive models. Engine changes ERF customers will be able to specify Cummins and Perkins Euro-2 engines in a rolling programme of availability starting from this autumn, running through to 1 October 1996 when all new registered trucks must be fitted with Euro-2 certified power units.
Although ERF has already supplied a limited number of Mll-engined chassis to selected customers, the all electronic. 11-litre, and its similarly controlled 14-litre big brother N range, will not become widely available before November.
With the 10-litre Cummins still a strong seller ERF will continue to offer it at its current 300-350hp Euro-1 ratings in parallel with Mll right up to the final 1 October 1996 deadline (see tint panel, right).
Similarly ERF will also sell the Euro-1 14-litre N range at 410 and 500hp alongside the more powerful Euro-2 N engines—rated at 425,475 and 525hp—until next October.
All Euro-2 14-litre straight sixes will come with full electronic fuel management and Cummins' Roadrelay engine monitoring system; a Jake Brake is standard.
While ERF is happy to offer operators the choice of either Euro 1 or 2 Cummins engines, it intends to drop the existing Euro-1 Perkins Tx engine in favour of the new Euro-2 12litre, rated at 340-410hp, in September when the enhanced EC cab also becomes available.
According to Bryant the mechanically controlled Euro-2 Eagle engine is an "unsophisticated solution that will find a niche in the market with a lot of operators", not least those who do want to give up their own servicing.
Commercial Motor understands that Perkins has also looked long and hard at its pricing structure to make the Eagle more competitive against the Cummins. If this proves true then the Shrewsbury-built straight-six could regain much of the ground that it has lost since the late eighties when it was previously a more popular choice with ERF buyers.
EC tractors and multi-wheelers will continue to be badged according to engine capacity, with Euro-2 models designated EC11, EC12 or EC14s.
The new Euro-2 engines will be more driveable, although Bryant insists: "You have to stop selling horsepower and start selling torque."Truck buyers should certainly be impressed with the torque output of the new M11 which in many cases exceeds that of equivalent Euro-1 12 and 14litre engines (see driving impressions). There are also changes to ERF's engine-line up further down the weight range.
The 6.0-litre B Series and 8.3litre C Series Cummins engines get the Euro-2 treatment too, with revised ratings running up to 300hp.
Both these engines have revised induction and exhaust systems while retaining mechanical injection and throttle linkage. The greener versions of the B and C diesels will start appearing from this December and through to February 1996.
Following changes made by Cummins to the C Series block, Bryant reports that previous durability problems with the 8.3-litre engine have now been resolved.
It will remain as a lightweight alternative to the L10 and Mll on some tractors and multi-wheelers for those operators looking for maximum payloads.
Driveline and chassis changes ERF has revised its chassis packaging for Euro-2 models. EC11,12 and 14 models gain a revised exhaust system with a much larger transverse "dustbin" silencer.
The development of this silencer has been driven by imminent truck noise legislation. Euro-2 models also have metric capacity rectangular fuel tanks and metric brake piping and fittings.
All EC tractive units have an improved catwalk/step assembly with no protrusions above the chassis rails, Revisions to the battery box and fuel tank make for easier mounting of pumping and hydraulic gear on tractors.
The front bogie spread on ERF's eight-legger has been increased by 140mm to 1,750mm so the silencer box can be fitted between the axles—previously it was mounted behind the second steer axle. A vertical tailpipe is now standard. With these changes underfloor tipping gear can now be fitted more easily.
All the chassis revisions appear on production line models from 9 September. According to ERF the revisions for Euro-2 add no more than 90kg to kerbweights, with most of that coining from the silencer.
After having championed constant mesh for so long ERF is to offer a synchromesh option "across the range' with the S-Series Eaton box available on all heavy trucks while B and C Series-engined chassis have six or nine-speed medium duty Eaton transmissions, Cab refinements At the unveiling of the new range Bryant noted that following the launch of the original EC cab ERF has had "a lot of feedback from drivers and operators; some good—some bad. We've taken that on board."
One of the results is the revised EC cab interior which has improved forward vision, better ergonomics, increased footwell space and more comfortable seating. The door handles have also been repositioned and redesigned to keep them cleaner and more durable.
There's also a new heater system and a standard external temperature sensor which uses a dashboard mounted display of lights to warn of freezing weather. The standard and LX trim levels stay, but with an improved colour scheme which won't show the dirt so much. The previous top-of-therange Sovereign trim has been dropped although its individual options remain.
For those who want that extra touch of luxury there are wood-effect door panels and the option of a Connolly leather seat. The air suspension seat in the high-roof Olympic cab has also been improved.
Noise reduction
In order to meet the forthcoming EU noise regulations ERF will be undertaking a variety of measures on all its Euro-2 trucks which could include some noise shielding around the gearbox as well as using the new dustbin silencer. External changes to the exhaust system are also likely to reduce interior noise levels. To meet brake discharge noise requirements air-brake silencers will be fitted as standard.
ERF says that it will achieve the required 80dB(A) drive-by noise requirement on all EC/ES models with Euro-2 engines before the legislative date.
The noise reduction package will also be offered as an option until legislation demands it as standard.