Until it was replaced by the EC Series in 1993
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it offered power options of 8.3, 10.0, 12.0 and 14.0 litres. Each model adopts the engine capacity and nominal power rating in its badge designation. As standard the E Series is specified with the 12.speed Eaton Twin Splitter gearbox and Norde rubber suspension.
It was introduced with the Cummins L10 250 engine rated at 243hp on two wheelbases at 5.89 m and 6.47m. In May the 290 chargecooled version of the 10-litre unit boosted the power to 275hp. This was offered alongside the 253hp, 12-68 litre Gardner 6LXDT which remained available until the latter part of 1990, In the spring of 1988 wheelbase dimensions were extended to 5.90, 6.50 and 6.80m and the smaller Cummins 8.27-litre C Series engine was added to the list , rated at 245hp for the small steel-cabbed E8. It was soon followed by a charge-cooled LTAA 10.325 rated at 305hp, A lower power option of the charge-cooled L10 arrived in January 1989 and the C Series was boosted slightly that September.
Perkins took over the E12 slot with the TX300 and Tx 325 in September 1989 with installed ratings of 287 and 302hp; Cummins' 14-litre NTE320 was introduced at the same time. In May 1993 the EC range arrived with its new cab and revised engines including the all-electric Cummins L10 350 Celect unit.
• OPERATORS
The Sibleys have been in business in the Southampton area for 97 years. Today Ron Sibley and son John run the business, Material Movements, with 40 vehicles including 30 eight-wheel tippers. They work in the south of England from the Mendips to Kent, mainly hauling aggregates and tarmacadam. The fleet is split about 50/50 between Leyland and ERFs powered by a mixture of Cummins and Perkins power units.
They took delivery of their first E12.325 after ERF exhibited it at the RHA's 1990 TipCon show and it covers an average of 80,000km a year.
"We've got the Rolls Eagle in the Leyland 330s and we like it because it doesn't drink oil" says Sibley. "All of our drivers carry a top up can and five litres lasts for months". To substantiate this he pulled out some computer records for the last quarter which showed an average use of two litres against 14 litres for the Cunimins-engined vehicles.
"Fuel consumption is also very important to us" he added. "Across the fleet it varies from 7.5 to 8.2mpg—the Ens returning about 8mpg . We try to work them over a triangle so they run about 70% fully laden. With the Perkins engine the ERF is down on payload. Most of our customer are geared to receiving 20-tonne loads and now we have uprated them to 31 tonnes we can meet that comfortably. I object to paying the extra £1,000 to run at 32 tonnes but our second 32-tonner is coming shortly. Rubber suspension is reliable but it's very stiff laterally and causes the tyres to
wear faster. But the drivers like the smooth ride, and they have also commented on the fact that the Perkins Tx is a lot quieter than the Cummins engine. There is a premium to pay for the non-reactive spring bogie but it gives better articulation for site work.
"We only fit new tyres. Tarmac is a perishable load and we can't afford to have blow outs. If the load is late then the haulier pays. It used to be our aim to replace after five years but we have extended that to eight. The specification has improved and everything lasts a lot longer today so age is no longer the same deterrent to running them. But we have continued to buy new vehicles through the recession; they are mostly part-exchanged, Both the Leylands and the ERFs are always in demand. The drivers prefer the ERF—they consider it is a better vehicle. We always come out on top of the amount it's been Written down, "We use alloy wheels and torque them up. We had a wheel loss problem when we fitted steel rims. The spigot mounting is more secure and they are a bit lighter. We have just taken on the Edbro agency for the area so it's natural that we use their tipping gear now. All the trucks are sheeted and new ones will be fitted with the Roll Top. It only takes three minutes to cover the load and it can be done from the ground.
"We spend an awful lot of money on maintenance but it pays off in reliability. There have been some problems; the cross-bracing on some of the early radiators cracked. ERF put it right and I can't remember the last one we replaced. The vertical exhaust did more harm to ERF's reputation. It just came apart at the turbo with the movement of the engine and they didn't do anything about it for a long time. Batteries were a terrific problem. They are not covered very well so they get dirty and wet, but Exide helped us out there. Foden have got it right they keep them out of the weather.
"The vehicles are specified with a rest cab. It provides the opportunity for the occasional night out if the occasion arises and the drivers like the extra room for the day job. They are easy to repair. We have even carried out major jobs—a lot of the panels just bolt on.
"A number of parts on the Perkins Tx engine are not covered by the warranty, as we found out when a pump sprung a leak. Our local dealer KL Commercials covered us on that one. From a safety point of view the failure of two steering idler pivot pins was the most serious. They changed them throughout the fleet for our peace of mind," ERF say it is not a widespread problem but it changed the part to suit higher axle weights to maintain customer confidence.
Sibley told us he will continue to buy both Cummins and Perkins engines but believes that the Twin Splitter box is open to abuse if the driver is not given instructions on how to operate it. All of his drivers get training and the company has produced its own induction booklet giving details of items such as driver hours, loading and customer special requirements.
Owner-driver Steve Burdett, working out of Frame, took delivery of his ERF E12 in 1991, shortly after ARC added it to its preferred list. He covers between 400 and 500km a day carrying road construction materials.
At first he ran at 30.49 tonnes for about 60% of the time returning a fuel consumption of 9.5mpg. Now at the full 32 tonnes GVW, with a payload of 21 tonnes, consumption has worsened slightly to 9.2mpg. Burdett previously ran a Foden with a 290 Cummins and when the time came to change he decided on a bit more power.
'Some of the boys were having a bit of trouble with the Cummins 325 at the time so I went for the E12 with the Perkins 325Tx. I've not had to touch the engine. It's got enough power and so much bottom end torque that I'm never out of the green. It's very good on the hills around here. I pull out of the quarry now in the same gear as I did with 1.5 tonnes less.
"The Twin Splitter box hasn't given any trouble. I've done over 280,000km and I'm still on the same clutch. A fitter does my inspection every four weeks. There was a crack in the turbo pipe and the front tyres were wearing. Lazerline came along and retracked the wheels under warranty and ifs been all right since.
"The rubber suspension hasn't given any trouble" he adds. "Ifs a bit heavy but it gives enough articulation and the ride is far superior to any truck I have driven. The service backup has been good. The local dealer got me a side window down from Bristol the same day and another time got out to me with an air pipe within half an hour, ARC to have \ %It the rest cab," he adds.. "All the boys are looking
r for it now. It's got a blind spot on the near side at the bottom of the screen but I can see the bumper using the idiot mirror above the door. It's a good size, the bunk folds up ,there's a box on top of the engine for your junk and the heater is fantastic. I would have liked an adjustable steering column but that came along just after I got this one. Even with a front end ram there is room behind for a 22ft6in body.
"The truck was specified with an insulated body from Neville Charrold. It's tried and tested and the best" Burdett didn't get on well with the Hytec ram's wet seals make. "I'll make sure I've got dry seals next time and may change to Edbro or Harsh. Fll probably sell it privately sometime next year. It's holding its price quite welt It's dropped about £13,000 in two years. I'll replace it with the EC 335 or maybe with the Cummins 350 Celect".
Martin Cawley of Cawley Brothers, based at Llandrwst, north Wales has a mixed fleet of 25 vehicles which is dominated by ERFs. He bought his first 8x4 E12 on a G registration plate and since then has added another five. They operate nationwide, covering between 2,500 and 3,000km a week, transporting mainly stone , coal and salt. "The payload of 21 tonnes is not as much as some get but they are equipped with specially durable insulated bodies built for us by Stag Bodies of Stoke. We get about 7.5 to 8.0mpg depending on the work and we try to run full all the time. The torque is particularly good for operation in hilly areas like north Wales.
"We do all our own servicing and that includes extended oil changes which are every 40,000km for the E12. Backup has been fine as we have developed good contacts with the local dealer, ERF and Perkins. There have
been no major problems with the vehicles but the two spring non-reactive suspension needs a lot of maintainance so we have gone back to the Norde. The bolsters have to be changed eventually but they are proving very reliable. We normally replace them after seven years and the cabs look as good as they can for their age. There is no rust."
• DEALERS
According to a local dealer "It's all happening down in the West Country with eight-wheelers". We asked Mike Jakeways of ERF Bristol to tell us his secret. "It's just that I'm in the middle of a very strong tipping area" he said modestly. "But you won't find many secondhand El 2.32s around here. Any that do come onto the market are snapped up very quickly. Under normal circumstances I wouldn't expect them to change hands until they are four or five years old. People in the South-West look for higher-powered vehicles to work long distances as well in the local hilly areas. The 320 14-litre Cummins is also a popular choice of engine. Anyone buying now must also consider the implications of the lower speed limits.
"About 98% of operators take the Twin Splitter with only the occasional 13-speed Fuller," he reports. "The E12 is good value for money but how good depends on who had the last price increase. Secondhand the E12 is going well above book, that's if you can find one." Independent dealer Malcolm Harrison has moved back to his old premises at Barlaston in Staffordshire where he has a mixed stock of some 200 vehicles.
"The El0 with the 325 Cummins is what every one is after" he says "It's a good strong lorry. No one wants the smaller capacity E8 but the El0 is a good seller".
Harrison finds no problems with the Twin Splitter and says the E-Series corrosionproof cab is a strong selling point. "Overall the ESeries is aiknown workhorse. It's an operators' truck which is popular with the drivers".
According to Harrison the typical E-Series eight-legger buyer runs about 10 trucks. ""Family operators—they like it.
"I don't have a book," he concludes. "Secondhand trucks always sell on condition and the use of the previous owner".
• SUMMARY
The CAP red book lists an H-registered E12.32 tipper with 310,000km on the clock at 1227,500 retail, while a Cummins-engined E10.32 is priced at ..C500 less. That makes the larger 12litre powered truck good value. The E Series with the 10, 12 and 14 litre engine use the spacious ERF cab and the Eaton Twin Splitter box is a popular choice among tippermen.
Rubber suspension is very reliable and gives a good ride but may increase the rate of tyre wear slightly.
Above all the E12.32 is a very driveable machine, and as used models often go to owner-drivers that must be a good selling point. All in all, it's a hard truck to fault.
by Bill Brock