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a willing workhorse
1E 32-ton ERF B-Series has en updated since we last sted it two years ago, so we ok the opportunity to drive round our new Scottish test ute.
The Rolls-Royce Eagle 285L k Ill direct injection turboarged diesel engine coupled a nine-speed range-change, Eller gearbox driving through e 5.04 to 1 double-reduction iton rear axle gives the vehicle fequate performance and )od fuel returns, claims the anufacturer We largely confiled ERF's claim, though as e shall see, performance was fected by bad weather.
This Rolls-Royce 265L Mk I, like the Cummins Big Cam, is ot a high revving engine. laximum revs on the over-run -e only about 2,100rpm. With iaximum torque at 1,200rpmnd maximum power at ,900rpm, it is most conomical operating in the ,300 to 1,700 rev band.
It is not always convenient or ossible to run at this engine peed; for example, 60mph on the motorway required almost maximum revs. In hilly country, too, it is sometimes better to hang on to the revs a little longer, but where it was practical, mainly on the A-road section of the route, I ran the engine as prescribed.
We returned an average consumption of 38.8Iit/ 100km (7.3mpg) over the complete route.
Though quite respectable, this figure was achieved under the worst weather conditions I have ever experienced on a road test. Wind speeds of over 98mph were measured in Cumbria on the second day. Police were ,stopping high-sided vehicles and escorting them, at slow speeds, in convoys. I counted six vehicles overturned at the roadside.
We also faced heavy rainstorms at times. At the start of the third day we encountered snow on the hills during the first 50 miles, and once clear of this the strong winds persisted. These sort of conditions are not conducive to good fuel economy but just how much of an effect it had on this occasion is a question for which I do not have an answer.
For what they are worth, a typical A-road figure of 36.2Iit/ 100km (7.8mpg) and a motorway figure of 38.7Iit/ 100km (7.3mpg) were recorded.
Even under such bad conditions, the steering was beyond criticism. ERF's policy is to have two separate suppliers for each bought-in component, and it has for some time been looking for an alternative to the ZF power steering.
The test vehicle had HFB integral power steering from Cam Gears with a gear ratio of 23.4 to 1. This gear permits lock-tolock steering while the vehicle is stationary.
The unit fitted is the Mk IV. ERF rejected the earlier versions because they did not meet its requirements for feel and effort. It is not yet in production, but will be soon. It will then be fitted as an alternative to the standard ZF unit rather than as an option. I was particularly impressed with the ER F's hill climbing performance. There seems to be a gear to suit every hill.
Maximum torque is low down at 1 ,200rpm so maximum use can be made of each gear when climbing. Gear spacing was good and onIV. on the steepest parts of the A68 did'. I need to drop two gears at a time. The time taken to cover the sections from Rochester to Neville's Cross demonstrates its hill-climbing ability.
By today's standards, the cab looks a bit dated, but its construction is as up-to-date as anything else available. It is mounted relatively low on the chassis so that the engine cowl divides the cab into two.
Designated the SP cab, it is built up from seven steel subassemblies into a welded frame and covered in sheet-moulded compound exterior panels. It is said to be very strong: the roof will withstand a weight of 17 tons without serious deformation and the whole structure meets British and EEC safety regulations for crush and frontal impact. The strong SMC panels really only serve to protect the driver from the elements but add little to the total strength of the structure below. Damaged panels can easily be replaced.
Since our vehicle was made, the cab interior has been revised. The heater and central console have been re-located so that they now blend into the facia panel, which is covered in soft skinned foam moulding material. The noise level in the test vehicle was quite acceptable.
Access to the driver's seat is not particularly easy, though. The door opens to almost 90 degrees but with the steps positioned in front of the wheel arch, movement in that area is restricted.
Multi-pin electrical connectors located beneath the front hinged panel simplify fault finding, a boon if it is ever necessary to remove the cab, but for most jobs the 65 degrees of tilt allow ample access to the engine.
Track performance
The braking test, done on a dry but windy day at the MIRA test track at Nuneaton went off without a hitch. On every full application of the service brake, the complete unit pulled up straight without any of the tractive unit's wheels locking up. The overall stopping distances, average for a vehicle in this weight class, have improved little since our last test in 1976. The EFlF restarted easily on the one-in-five gradient. The technique used was partially to release the park brake lever before taking up the drive so that any delay in the brakes releasing was minimised.
In the driving seat
A shallow front-to-rear cab depth of just under Sft allowed sufficient room for comfort behind the wheel. The driver's suspension seat is supplied by Chapman and uses Cox sliders.
A treadle-type accelerator pedal replaces the old pendulum type, which was•perhap4 too high above the floor. Also new is the exhaust brake which can be engaged by releasing the, pressure on the throttle pedal A switch on the instrument panel or the slightest pressure on either the clutch or throttle pedal overrides the micro-switch located on the throttle linkage, providing absolute control over its operation. This gave a useful check to the vehicle's speed on some of the downhill sections of the route.
The instrument panel; with air pressure, water temperature Below: The turbocharger fitted io the Rolls-Royce 2651 engine is and fuel gauges positioned hardly audible from within the cab. directly in front of the steering
Above: Bumper to back-of-cab measurement is just under 511. wheel, is dominated by the centrally-mounted tachograph.. Three windscreen wipers clear a large proportion of the screen, leaving a narrow un.swept • curved portion just ahead of the nearside pillar.
The good-sized mirrors fitted either side are, I am Told, only just large enough to satisfy EEC legislation on visibility, The main junction box for all. the electrics is housed on the nearside below the facia, mounted out of the way of wet weather, but is easily reached with the nearside door open and the cover removed.
Summary
At a time when some much larger companies have seen a decline in sales, ERF has increased its production from eight units a day, when the 13; Series was introduced, to the present output of 14a day. After spending three days in the vehicle, I can understand why. Although cab space is limited, it is comfortable. The Controls are close to hand and it is an easy, relaxing vehicle to drive. It's no hot-rod but when it comes to hard work, on hills for example, there are few with a payload of over 21 tons that will get the better of it.
Full retail price is given at £18,700, but with a fifth wheel (E383), rubber rear wings (E106) and an exhaust brake, the price as tested is El 9,424.