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75-E.R.F.

25th September 1964, Page 175
25th September 1964
Page 175
Page 176
Page 175, 25th September 1964 — 75-E.R.F.
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E.R.F. Ltd.

Sun Works, .Sandbach, Cheshire

CUMMINS engines make the news on the E.R.F. stand, two new models exhibited having power units of this make. Both these are six-wheelers, the higher-load-capacity unit being the Model 66Cu220 tractive unit, which has the Cummins NI-1220 engine and is designed primarily for the Australian market at 42 tons gross train weight but has home market applications at 32-40 tons g.t.w.

The second is a rigid and probably the more interesting as it has the newer Cummins V8 178 b.h.p. (net) VALE engine which is to be produced in the U.K. Designated Model 86CuV185, this six-wheeler is shown with a wheelbase of 17 ft. 7 in. for a 24-ft. platform body and has a gross train rating of 22 tons. The rear bogie is an EatonHendrickson single-drive unit with the relatively new R.T.320 two-spring suspension and an Eaton 18802 twospeed driving axle.

Braking is by a lull-air-pressure system with separate circuits for the front axle and rear bogie, and there is air assistance to the handbrake, an air valve being actuated by .the rod linkage to allow air to the diaphragms at the rear axles. The same handbrakassistance system is used on other E.R.F. models to obtain the efficiency for a secondary system required by the new regulations. A sleeper-cab version of the 2LV is fitted on the Australian tractive unit.

The three other models shown by E.R.F. include a 54GA4 four-wheeler which has been uprated for the Show from 14 to 16 tons gross by using a heavier front axle and an Eaton 18800 two-speed rear axle. The engine used in this chassis is a Gardner 51W 94 b.h.p. unit driving through an E.N.V. five-speed synchromesh box. This is the first time that this box has been used in an E.R.F. chassis. With the increased rating, the brakes are brought into line with other vehicles in the E.R.F. range by changing to a full-air system with cam-operated brake units and air-assisted handbrake.

There have also been detailed modifications to the braking systems of the other two models shown. These are a 64GXA2 tractive unit which is suitable for a g.t.w. of 28 tons, although it is shown with a semi-trailer van having B.T.C. Four-in-Line running gear. II is possible that changes will be made in the axle design on this tractive unit which will allow the g.t.w. rating to be increased to 32 tons. The final exhibit is a 68GXA4 eight-wheeler, which has an air-assisted handbrake as on the other models. Because of its 17-ft. wheelbase this model is restricted to 24 tons gross under the new Regulations but could be made as a 26-ton gross vehicle.

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