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As reported in CM last week, ERF has unveiled a range of vehicles and a strategy change.

7th October 1999, Page 14
7th October 1999
Page 14
Page 15
Page 14, 7th October 1999 — As reported in CM last week, ERF has unveiled a range of vehicles and a strategy change.
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Colin Barnett and Peter Lawton have been examining the details...Photography by Peter Cramer.

New chapter in the Ell story...

Cummins and goings

• The ERF EC11 gets a new Cummins engine as the M11 is replaced by the ISM range. The new 11-litre engines (right), which come in six versions ranging from 305-405hp, have already qualified for the Government's reduced poiSution certificates (RPCs) which entitle operators to claim VED rebates.

At the heart of the ISM engine is a new electronic control module which is 10 times more powerful than its predecessor. This allows more precise engine management, including a dual-pulse Injection process for smoother idling and faster throttle response.

Thanks to improved filtration, engine oil change intervals have been extended to 60,000km; an improved thermostat is said to give faster warm-up, The engine is compatible with the Road Relay Remote system, giving access to features such as GSM data downloading, messaging services and GPS tracking. One variant, the ISM305ESP, offers two stages of electronically variable peak torque as required. However, operators must wait for the ISM440.

ISM RANGE AT A GLANCE Engine Maximum power hp (kW)

Maximum torque Nm (Mt)

ISM305 305 (227) g,902rpm

1,250 (922) 1,220rpm

ISM305 305 (227) ®1,900rpm

1,550 (1,43) @1,200rpm

ISM305ESP 305 (227) gi,900rpm

1,450-1,700 (1,069-1,254) @1,200rpm

ISm340 340(254) @1,900rom

1,700 (1,254) @ 1,20Orpm ISM380

380 (283) @)1,900rprn

1,625 (1,346) 1,200rpm ISM405 405(302) @1,900rprn 2,000 (1,475) ?1,200rpm

Moving on up

• Work is continuing apace on ERF's new home at the Midpoint 18 Business Park in Middlewich. Manufacturing director Mike Keeney reports that work 1 on the £25 million project is running ahead of schedule; full production is due to begin on 7 August 2000.

When completed the factory will build up to 30 ERFs a shift, compared with the current 18. Thls is in addition to an Isuzu line assembling 2,040 vehicles a year which is expected to be in action by midsummer.

The move to Midpoint will be a major logistical operation with production stepped up in the weeks before the exodus from Sandbach.

The 28-acre site will house the main factory, aftermarket warehousing, a research and development centre and an administration block.

It's a gas, gas, gas

• ERF trucks are now available with a range of three gas engines using either liquefied natural gas (LNG) or compressed natural gas (CNG).

• The smallest of the trio is the Cummins 11220G, a 5.9-litre unit developing 197hp at 2,800rpm with peak torque of 570Nm at 1,60Orpm.

• Next up is the 8.3-litre Cummins C250G with 251hp at 2,400rpm and 895Nm at 1,40Orpm.

• Top of the range is a Detroit Diesel 60 Series producing 330hp at 1,65Orpm with 1,898Nm of torque at 1,20Orpm—a 400hp version will be available soon.

ERF has collaborated with British Gas dealer AquiIla to prepare 10 demonstration tractors for operators to evaluate. They come complete with a mobile refuelling station which will be towed to operators' sites by Land Rover. Vehicles available with INC or CNG power range from the ES6 4x2 18-tonner to the EC12 6x2 for operation at 41 tonnes.

Rebirth for the ES family

• The latest ERF ES range features enough changes to its chassis, cab and running gear to be described as a new model. There are two main families, the ES6 and ES8, powered by Cummins six-litre B-Series and eight-litre C-Series engines respectively, with power outputs ranging from 215 to 300hp.

There is an impressive range of chassis choices, beginning at 18 tonnes GVW with 4x2 rigid chassis for tipper, tanker, mixer and general haulage applications.

The 6x2s include mid-lift, rear-lift, rear-steer and low-deck versions; double-drive operators can choose from a 6x4 tipper and 6x4/8x4 mixers. There is also a 4x2 tractive unit for operation at 35 tonnes GCW.

Unlike the previous ES, which evolved in many stages, the new models have been designed with many shared components.

The chassis frame is a parallel 864mm width behind the cab, narrowing at the front. All the options use the same engine, transmission and suspension mountings.

The driveline has been uprated to EC spec, using the same Mentor U177E drive axle plated at 9.5 or 11.5 tonnes. Spicer Life Series propshafts are common to the entire range and the electrics have also been uprated, with a standard 70A alternator and twin 170Ah batteries.

The Steyr-built cab has been heavily revised. Improved switch-gear, heating and ventilation and a smaller steering wheel join a muitiacOustable Isringhausen air suspension seat to improve the driver's lot. A lower engine cover improves cross-cab access and makes room for an optional third seat. Crew access has also been made easier.

Other cab upgrades include bigger windows, better trim and soundproofing and extra storage space.

EP6 turns tighter

• As a result of feedback from the operators of the ERF EP6s already in service, a number of detail changes have been made.

The most important change to the Turkish-built chassis involves its steering geometry, leading to a reduction of no less than three metres in the turning circle. The cab has been equipped with softer mounts and revamped doors which now open to a full 900.

The organ-type brake pedal has been replaced by a pendant design and the exhaust brake button has been moved. The final change is that the windscreen washerjets are now mounted directly onto the wiper blades.

The driveline remains the well-proven combination of a Cummins 8215 engine, six-speed Eaton synchromesh box and Mentor axle.

The skip loader version, imported fuhr equipped, can now be supplied painted to the buyer's specification with delivery promised within days. Depending on demand ERF will extend this off-the-peg concept to other body styles, starting with a curtainsider.

To further develop EP6 sales, ERF has launched a "fleet seed" demonstrator programme. Selected potential customers will offered be six months' use of a new vehicle, bodied to their own requirements, with the option to buy it at a preferential price at the end of the trial.

EC lightens up

• ERF's latest EC Lite tractive units are aimed at operators, particularly in bulk haulage, For whom every kilogram counts—and at that growing band who need extra fuel capacity without sacrificing payload.

On the 6x2, the main weight saving has been achieved by adopting a lightweight mid-lift axle plated at five tonnes and fitted with 285/70 tyres on 19.5in wheels. Other savings come from detail work in areas such as engine mounts and fifth wheel attachments— these are also applicable to the 4x2.

ERF says it has shaved more than 100kg off the weight of a standard EC11. One useful side effect of the smaller wheels is the extra space made available for load-discharge equipment or fuel: buyers can specify an 1,140-litre tank which is said to be the largest available on a production 6x2 tractor.

We have driven the new lightweight and the small wheel set-up caused no problems. Running through some twisty Cheshire lanes at 41 tonnes the handling remained as accurate as you would expect from a more conventional layout. The Lite concept was developed in conjunction with Wincantom P&O has already ordered 60 examples for its Shell Fuels distribution contract.


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