ERF goes for broke
Page 18
If you've noticed an error in this article please click here to report it so we can fix it.
in 16-ton market
new lightweight, two16 ton gvw rigid which has on sale since the end of has now been officialy un1, writes TIM BLAKEMORE.
M16 is available in five 3 lbases ranging from mm (150in) to 5,537mm )). The shortest wheelbase I is designed for tipper use the longest wheelbase ver.3an accommodate a body
(to the end of the chassis .) up to 7,417mm (24ft 4in). itrary to the impression light be given by its model nation, the M16 is substanunlike, with different en chassis frame, gearbox ear axle, ERF's earlier M
range of two and three -igids which is no longer This once was to have been Ibled at ERF's now aban
onomy trials
'OURTH annual commerthicle economy trials to be ised by the Institute of Transport Engineers and 'ewery Transport Advisory littee will take place at the Industry Research AssoIn's Nuneaton proving d on Sunday, September ty-eight vehicles in three s — 14.5 tonnes gvw, tonne gvw, and 38 tonne will take part, all running supplied by Shell and all with 82 litre (18 gal) deta.1 tanks which allow fuel mption to be accurately nined by weighing.
first 15 laps of the 25 lap 3TAC trial are on Mira's speed" circuit with five es running at full throttle ot exceeding 60mph), five nph, and five at 40mph. acond 10 laps are run on ower speed "number 2" with five vehicles running aximum of 30mph and five ing six stops on each lap. cloned Wrexham plant.
The new M16 is being built at Sandbach. Its day cab is basically the same smc (sheet moulding compound) panelled, steel framed component that is used for ERF's C-Series model. And the chassis frame sidemembers also are made of the same high-tensile steel and have the same section as those of the 36 and 40 tonne C-Series tractive units. Sixty-four per cent of M16 parts are common to other ERF models.
The 16-tonner's cab differs from the heavier models only in its interior trim, the floor pan which has a shallower engine cover, the headlamp mounting panel (single, rectangular lenses on the M16 in place of the CSeries' circular pairs) and in the
cab's lower mounting. But ERF has pared its weight for the M16 and all ERFs will soon benefit for this. A factory sleeper cabbed M16 is not being made.
ERF has paid considerable attention to weight saving with its new 16-tanner and the chassis cab kerb weights are very close to those of some of the lightest rival models on the market (see road test p31).
The price tag, too, is competitive, as ERF has recognised it needs to be if the company is to improve its present dismal share of this market sector.
In the year to date, Leyland is the clear 16-ton leader followed by Mercedes-Benz, Ford, Bedford, Volvo and Dodge. ERF's aim with the M16 is to improve its market share to five per cent, which current registration figures suggest would mean about 450 to 500 units for the coming year.
The MTh's engine is the turbo charged Perkins in-line six cylinder T6.354.4 with a net installed maximum power rating (to BSAU 141a) of 105kW (141bhp) at 2,600rpm. This engine was chosen, says ERF, because of its good reputation, its low weight and compact size, and because market research had shown that 150hp or thereabouts had become the most popular power rating for 16-tonners in the UK.
The engine drives through a Lipe 330mm (131n) single plate clutch and Spicer T6-400, sixspeed, synchromesh, overdrive top gearbox via a three-piece propshaft, again Spicer, to a Rockwell R144, single-reduction, single-speed rear axle. This axle is a lighter, European version of Rockwell's American R155, 11.5 tonne rated model.
The weightsaving on this axle, which amounts to around 80kg (1761b), and downrating to 10.5 tonnes axle capacity, results from a reduction in axle casing wall thickness from 12.7mm (1/21n) to 9.5mm Rain); a new, lighter differential bowl cover; lightweight 10 ton hubs and narrower drums with offset brake linings; and smaller diameter half shafts. Nevertheless, the axle's maximum design gtw is as high as 3 tons.
The MI6's pressed steel channel chassis frame sidemembers are flat topped, parallel and spaced at 940mm (37in) with bolted crossmembers.
It is probable that more options for the M16 will be introduced in due course, perhaps including more powerful engines and a two-speed axle. A 6LX CT Gardner-engined version is expected to be ready next year.
There is no question of the ERF/Hino 12-15 tonne models, (CM July 2), which are expected to go into production in February 1984, overlapping with the M16, says ERF, except to the extent that they too will be fitted with Perkins naturally-aspirated and turbocharged 6 354.4 engines.