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26th January 1995
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Which of the following most accurately describes the problem?

III The time is coming when all 38-tonners will be fitted with speed limiters restricting them to 90km/h (56mph). Trucks already limited to 60mph will have to conform to the lower setting from 1996.

This is encouraging prospective buyers to specify higher powered vehicles: because they can reach the restricted limit faster, and hold it longer, they will offset the speed limiters' effect on journey times.

Bigger, more powerful, engines may well be the answer, but the badge on the grille is not always an accurate guide. ERF, for example, tags its trucks using the nominal power output of its proprietary engines: the E14 465 that was introduced in October 1990 had an installed rating of 429hp.

The 465 was dropped from the list by the following February with the imminent arrival of the electronically controlled Celect engine. Only two were sold, according to ERF, so there isn't much chance of picking

If there was a Hall of Fame for diesel engines, Cummins' 14-litre engine would be a likely inhabitant. It helps make the ERF E14 one of the more sought-after tractors on the used truck market...

in May 1991. It was a 6x2; in this case t-lw-e last tested an E14 Series ERF W

Cummins 14-litre engine that gives the model its number

was the 465 model on which Cummins introduced Stepped Timing Control prior to the introduction of the fully electronic Celect fuel injection system. STC is still fitted to some of the Euro-1 engines that power current EC models: it adjusts the fuel injection timing to suit the load on the engine During start up, idling and light load operation a low pressure" signal from the fuel pump allows a control valve to pass sump oil to a hydraulic tappet which advances the injection. This gives a longer burn period which improves light-load fuel economy and keeps the injectors cleaner At medium loads timing returns to normal, avoiding extreme cylinder pressures, and at about 1,200rpm the engine note becomes much smoother and quieter One benefit of running tests over three days is that adverse conditions are less likely to disguise a vehicle's potentiat This was the case on this occasion. Strong headwinds on the first day forced the overall fuel consumption down to just 6.96mpg (40.61W100km), but later sections of the route indicated that the E14 was thriftier than much of the competiton and very poductive. STC and power rating aside, the 465's specification is similar to its E14 stable mates, except that the

Eaton TSO 15612 Twin Splitter transmission is rated to handle 2,080Nm,

i/RF's installation is particu

larly larly good,. with a little Practice all gear changes can be without recourse to the clutch. ERF's use of traditional SMC construction in its SP4 cab might not match the glamour of the big Scania or Volvo but it does meet two of the main criteria of a premium tractor: it is quiet and comfortable. Even more important to many operators, the 410 tractor offered a body/payload allowance that was hard to beat—most of the 6x2+2 combinations at that time were lighter than their 4x2+3 counterparts, if only because they ran with two fewer wheels.

one up secondhand. Talking to operators for this test we found that a far more popular version of Cummins 14litre engine, used by ERF at about the same time, was the NTAA410 with an installed rating of 391hp.

EVOLUTION

ERF's E series tractive units, sporting a facelifted cab, succeeded the C Series in April 1986: skipping the letter D avoided any confusion with earlier Ford nomenclature. There was a whole list of engines to choose from but the Rolls Royce name disappeared from the options after its acquisition by Perkins.

After further development the former Rollers re.emerged in 1991 as the Perkins 12litre Eagle Tx325 and Tx375. Perkins also produced the Gardner 10.5-litre 6LYT and 12.7-litre 6LXDT engines.

They were powering ERFs as late as 1990, but, without the same development commitment the Gardners lost out in the power stakes. ERF chose the lighter 10-litre Cummins engine to cover the lower power options, relying on the 14-litre family from 320 to 450hp.

Eaton nine and 13-speed range-change boxes could handle the increasing levels of engine torque but the light, strong 12-speed Twin Splitter constant-mesh box gained much wider acceptance and became the stan

dard unit. Semi-automated (SAMT) versions of the Twin Splitter were offered as an option, as was a Jake Brake. Rockwell drive axles were used throughout the production run.

The 4x2 and 6x2 E Series tractors were finally replaced by the EC range during the summer of 1993: with them came a new cab, chassis and engines to Euro-1 specification.

OPERATORS

As fleet engineer for AJ Smith of Clitheroe, Dennis Bowman oversees a fleet of 30 units and 40 trailers. The group also includes Steadplan, an ERF main dealership which shares its site on the Salt Hill trading estate.

Tony Smith started up in transport 27 years ago with Atkinson Borderers; today, apart from a trio of Fodens, his fleet is made up entirely of 6x2 and 4x2 ERF tractors. They operate on bulk tipping contracts and cover around 120,000km a year; all are powered by Cummins 14-litre engines.

"We bought the 6x2s when we thought there was a chance of moving up in weight," says Bowman. "The five 410s are 4x2s chassis, but with the 3.8m wheelbase which gave us the prospect of adding a mid lift axle. But by the time we do get a weight increase they will probably be too old to make the conversion viable. Because of the type of work and the very hilly conditions around here we have always taken the most powerful option available. Over the years we have moved up from 350hp through 365, 400 to 410hp and we have just ordered our first ECs with 500hp."

In recent years Bowman has specified air suspension on the drive axle; the last dozen trailers bought by the company also run on air. The single-bunk sleeper cabs are fitted with night heaters, voltage droppers for a TV power supply and an alarm. Tipping gear is fitted in-house and 180-litre top tanks are added to increase the range so that most refueling can be done at base.

"The 410s give us a payload of 24 tonnes," says Bowman. "On average we get 6.7mpg, which includes standing and tipping, but a good driver can get over 7mpg. The trucks work hard and we plan to keep them for about eight years and then scrap them—the breakers give us a better deal than the used truck dealers. They are fetching a lot more at the moment with the Cummins engines. The 13-speed Eaton box is not as good as the old 11-speed. Later models have the Eaton Twin Splitter box. We are having a bit of trouble at the moment with a circlip on the rear shaft; it gets thrown off after about 500,000km.

"The engines are a credit to Cummins," he adds. "We have some that have done over 900,000km and never been touched. The local quarries are not easy places to work in—there are some very steep grades. The normal life for a clutch is about two-and-ahalf years and diffs last about two years."

Bowman operates a tyre policy which he says has proven to be right for the company's operation. He specifies new Goodyear tyres and has them remoulded for the drive axle. After that they're sent away for credit while wide singles are exchanged for credit after the first life. "The 295/80s last longer than the 11R 22.5s because they are wider," he explains. "We get through about four sets a year on the drive axle; they average 32,000km."

The Smith ERFs have been modified to stop mudguards being ripped off and to reduce wear in the cab's shock absorbers.

If the rear of the chassis is allowed to move up too far the wheelbase is shortened and damage can occur to the engine mounts—ERF has since lengthened the splines on the propshaft.

"Overall the specification of the Foden and the ERF are much of a muchness but! don't like Foden's cab," says Bowman. "I feel it's not as strong or as easy to repair because the frame is moulded into it. The ERF has bolton panels so there is a choice of replacing the damaged section or repairing it. The thickness of the laminated screen is now 8mm instead of 6mm which has made it more resilient to stone damage."

On servicing Bowman sticks to the recommended oil-change intervals and makes sure all filters are changed on schedule. "Parts prices are pretty good," he says. "They have to be to stay competitive."

Steve Brown is the vehicle maintenance supervisor for Silkoline based at Belper, just north of Derby. It is part of the German Fuchs Petrolube group. The 23-vehicle fleet includes six twin-steer ERF E14s hauling 20,000-litre tank trailers giving a 22 tonne payload. Five are 320s, with a sole 410. The company is moving to higher power models to offset the effects of speed limiters.

"We have bought seven vehicles this year and expect to replace another three in 1995," says Brown. "Before we buy a vehicle we look at all the options and take the best overall package. That includes contract maintenance, which is usually done on-site in our own workshops. The trucks deliver to customers throughout the UK but we also run into Europe—we arrange return loads a lot of the time. The 410 covers about 130,000km a year and is returning about 8.5mpg. We keep our vehicles for five years and then look at the situation before replacing them. We invite local non-franchise dealers to come and make a bid on them and that gives us up to £3,000 more than the ERF franchise dealer is prepared to pay. There is absolutely no problem in selling them."

"We have been running trucks fitted with the Cummins 14-litre engines for over 12 years," he adds, "and if you had come last week I would have told you that we never had one go down. But only last Friday night an alternator seized on a truck waiting for the ferry at Antwerp. It had to wait until Monday morning for a replacement. Another suffered a loss in power after a couple of years but a pump recalibration and a set of exchange injectors cured that...any other faults have been minor. We had a tank strap break and the clutch actuation switch under the pedal has a leak that comes and goes. We haven't had the 410 long enough for the clutch to be replaced but we did 650,000km with an older vehicle. When we

stripped it down the front gearbox oil seal Among modifications made to later models was just beginning to seep, so we expect the are longer splines on the propshaft.

same from the 410. Tyre wear is good. The second steer axle is still on the originals after 200,000km. Beeches of Stoke-on-Trent do our contract maintenance and we've had no problems with warranty claims.

"The extra power has paid off in journey times," says Brown. "and the driver loves the Twin Splitter box, although he has complained that the overall gearing is to high. The ERF cab has more room than the Volvo's with the sweep-around dash. The bunk is wider and thicker but because it is high, to give the stowage space underneath, some drivers feel they might fall off."

Thames Valley EGGS operates more than 100 vehicles collecting and delivering from four depots. Two of them work out of its Woolhampton depot, one of which is an ERF E14.410 on a an L-plate which must make it one of the last off the line.

Assistant packing manager Paul Evans says it is double shifted and covers well over 100,000 miles a year coupled hauling a triaxle box trailer, It runs back empty and returns 9.00mpg overall. Maintenance is handled at the company's main depot at Newbury; so far the E14 hasn't caused any problems. The company operates a sevenyear replacement policy.

When the time comes will it be replaced with another ERF? "Its not my decision," says Evans, "but the drivers seem to like it. I don't mind what make the truck is as long as it is reliable."

DEALERS

Richard Dingle used to work in ERF's repair shop, When he was made redundant in 1992 he and some of his colleagues set up Sandbach Commercials. Their knowledge of the marque gave them the ideal background to buy and sell ERFs but the dealership is an independent and they do deal in other makes too. The company also runs a contract hire fleet. "There is nothing about under two years old," says Dingle. "You have to go back four or five years to find anything and they are mostly 320s, 350s and 365s. The Cummins 14-litre is what customers want; there's no interest in the Gardner now—it's too expensive to keep on the road. Perkins are good but not as popular. We have sold trucks with the 10-litre Cummins but it's the reliability of the 14-litre they mostly go for. We've just bought a vehicle back from a customer with 900,000km on the clock and it's still running well. They haven't any major faults even after so great a mileage but when it does need attention it's so cheap to rebuild.

Dingle's partner, John Appleton, says that the only problems they've encountered with the 14-litre Cummins engine involved the E365. "Some can be very thirsty," says Appleton, but it's a sporadic problem. If we find one that is. we re-calibrate the pump and fit new injectors That usually does it. Some people who've had a 320 and then a 365 don't like it but others think they're brilliant. Anyway we're prepared to buy any 14-litre ERFs; that's how much we rate them."

"The E14s ride and drive as well as any used truck," adds Dingle. "The SMC cab stands up well. It's not going to be rusty and there's a seven-year warranty on the frame. If it does get a knock then the damage is restricted to the point of impact. What damage you can see is usually the full extent of the repair. It's nice to see them come in with radios and night heaters but they don't generally have many extras on them.

You would expect to pay £19,000 to £20,000 for a 1990 E14 410," he adds, "but an '88 model with the 14-litre would only set you back £11,500, or £15,000 for a twin-steer."

ERF's Bristol dealership is one of four it owns in the UK. Sales manager Allan Bennett says that 11 of the 19 used trucks he has in stock are tractive units, but he adds that it is unusual to have such a high percentage of units as he also sells a lot of tippers.

"The Cummins 14-litre is the most durable engine fitted by ERF," he says. "We sell them with the 10-litre power unit and with Perkins engines just as easily, but you can expect to pay a little bit more for the big Cummins engine. Gardner engines were good 20 years ago but not so reliable at the end. There weren't many new models being sold two years ago so they are even more difficult to find now. Any we do get are turned round very quickly—we don't have to advertise them. All trucks break down at some time and ERF is no different, but in the used truck market I rate them at the top with Scania and Volvo above Mercedes-Benz and the rest. If

there are any extras needed such as a night heater. PTO or tipping gear we can fit them in our workshops.

"Most operators fears about plastic cabs are to do with fiberglass," says Bennett. "The ERF cab uses SIM. It's quite a different material which is very strong and light. As you'd expect, prices go hand in hand with age and mileage. Bennet recently sold a G-registered 6x2, rated at 320hp, for 4:24,000: an H-reg 4x2 which had fewer miles on the clock fetched £26,500.

SUMMARY

The heart of a truck is its engine, and in the 14-1itre Cummins the El4 really does have a heart of gold. There have been a few problems with the E365 but in general the 14-litre has earned an enviable reputation for its reliability, service life and fuel economy. No wonder it has become the most popular ERF engine option.

Its Longevity helps makes the E14 much sought after on the used truck market, but the credit shouldn't all go to the proprietary engine. Eaton's Twin Splitter and Rockwell's robust drive axle are also well liked; fuel consumption is good and the payload allowance completes a productive package.

Fleet operators appreciate the ease of repair associated with the bolt-together cab; its corrosion-proof construction also helps maintain residuals.

No wonder dealers and operators alike find clean used examples easy to sell. If you're looking to buy one don't dither; they're generally snapped up fast.

by Bill Brock


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