Any tractor with a rust-proof plastic cab and well-proven Cummins/Eaton/
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Rockwell driveline must deserve a second look. Combine that with reasonable spares prices and a long service life and its no wonder that secondhand ERF E14.35s are in demand.
Although the revised E-Series broke cover in April 1986, it wasn't until the following year that we got our hands on an E14.35. It was worth the wait, not least as our test tractor had the semi-automated version of Eaton's Twin Splitter gearbox — ERF was the first UK truck builder to offer SAMT as an on-line option.
Our roadtesters found that the 14-litre E350 and SAMT made for a formidable driveline offering ". . . the best combination of performance and fuel economy of any 38-tonner we have tested." The excellent driverfriendliness of the SAMT showed especially on tough hills with its super-fast shifting.
Not that we didn't like the manual Twin Splitter. When we tested the slightly lower-powered E14.320 twin-steer in May 1986 we reckoned: "Eaton's Twin Splitter gearbox .. . permits gear changes so fast that it can have a marked effect on journey times, particularly over severe gradients."
The El 4.35's 261k W (350hp) Cummins, however, had a touch more "brawn", and its flexibility was also remarked upon: "The E14.35 engine is spinning at just over 1,400rpm at the motorway limit, and will pull strongly down to 80km/h in top before dropping away below maximum torque."
The top gear lugging power helped the ERF's exceptional fuel economy on motorways and A-roads and an impressive overall 36. 6lit/ 100km (7.31mpg).
The much-improved E-Series cab ! with its updated dash and revised / instrument layout also got the , thumbs up. i
0 ur niggles concerned narrow entry steps to the cab, and the lack of locking lids on the header rail stowage shelves. Beyond that we really
didn't find much wrong with it. \ Even with the big Cummins the ' E14.35 still tipped the scales at a modest 6.85 tonnes, giving a useful 24.58 tonne payload with a tri-axle eurtainsider.