Making history
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The ERF B Series not only became the backbone of Britain’s transport fleets, but also helped the Sandbach manufacturer maintain its premier position
Words: John Henderson / Images supplied by John Henderson As well as turning around the
Sandbach manufacturer’s fortunes, ERF’s B Series model became the backbone of Britain’s transport leets. Announced at the 1974 Earl’s Court Motor Show, ERF’s B Series had a great weight of expectation on its shoulders, thanks to the performance of the company’s preceding LV and A Series models. The duo had delivered sterling service to a vast range of customers during the 1960s and early 70s. Their robustness was such that some well-cared for examples would continue to work until the end of the 20th century. ERF’s model selection prior to the B Series was perhaps considered complex to the casual observer, but our featured range seemed relatively simple in retrospect. As with previous trucks from the Sandbach builder, diesel engines from Cummins, Gardner or Rolls-Royce were offered, with various power outputs available up to 280hp. Speciic ERF-type numbers took into consideration the design weight, axle coniguration and power unit and, for example, the 16-ton rigid powered by a Gardner engine with two axles was identiied as a 16G2.
Described by CM as somewhat unusual, the B Series’ new cab design was the biggest talking point of the time, as a revolutionary SP (Steel – Plastic) type was the irst to be manufactured using SMC (Sheet Moulded Compound). Panels were constructed from premixed glass ibre iller, polyester resin and a catalyst, which were moulded at 140ºC by metal presses. Bolted to a substantial steel frame, the SP design was the irst British cab to meet the then new ECE 29 roll-over standard, and tests carried out by the Motor Industry Research Association (MIRA) left little impact on the robust structure. Tilt cabs were a must-have for any new CV in the 1970s and the SP could be hydraulically raised to a maximum of 68 degrees for servicing and repairs. Spring 1975 saw the production B Series appear and eight-wheeled rigids with day cabs were irst off the lines, as no similar A Series chassis had been constructed.
Single bunk conversions
The full, high-roof ERF factory sleeper cab made its debut at the 1976 Earl’s Court event, but by then single bunk conversions had been offered by some well-known coachbuilders. One of these was Jennings, an ERF-owned company, which had previously launched its best-seller adaptation at the Solihull IRTE Conference in May 1976 and it proved ideal for thousands of customers. At the time, Truck magazine raved about Jennings’ conversion, saying “it looks like an integral part of the design, not just a bolt-on goodie” .
For its day, the B Series offered good levels of interior comfort and the brown and tan furnishing trims were complemented by a black vinyl dashboard and a relatively low-engine cover. Instrument design was an object lesson in clarity with the all important tachograph taking centre stage, beside a good-sized rev counter and an array of Smith’s circular gauges for air pressure, fuel and temperature levels. A horizontal line of hefty warning lights rounded off the bottom edge of the plastic binnacle.
ERF offered four-, sixand eight-wheeled rigid chassis in the B Series range, with a ladder frame constructed from high-grade carbon manganese steel. Side and cross members were bolted together using clearance holes and anti-vibration nuts. Well-planned engineering was a constant feature at the Sun Works and attention to detail saw just two different depths of cross member used across the entire B range. Singleor double-drive axles could be speciied on both the sixand eight-wheeler types, with Eaton and Kirkstall components used respectively. Tractor units at the launch came with weight capabilities ranging from 31 to 38 tonnes powered by the trio of pre-noted engine builders. Larger 6x4 prime movers and outputs of over 300hp would follow on in due course, with some established long-distance operators, such as Beresford and Eric Vick, relying on these ERFs for sorties to Europe, North Africa and the Middle East. Back in the UK, Sandbach’s 4x2 prime mover equipped with a 9ft, 10-inch wheelbase was built in serious numbers. Many Scottish long-distance operators liked the Gardner engine, David Brown gearbox and Kirkstall rear axle power train assembly, and, if looked after correctly, this combination would be good for well over a million miles. A 13.75-inch twin dry plate clutch was standard across the B types, while Fuller’s RTO 9509A box was an option ticked often. Rolls-Royce’s Eagle Diesel 280 delivered plenty in the way of power, but some buyers reported disappointing fuel economy igures, while Cummins’ NHC 250 lump was well up to the job, once run in properly.
The introduction of the B Series was not without its problems, and sales did not begin in earnest until consistent production quality had been achieved with the SP cab. ERF’s considerable investment in its new lagship model made a dent in the manufacturer’s balance sheet and the arrival of the newcomer, along with an economic downturn, resulted in a £118,000 loss in the 1975/76 inancial year.
The best of buying British
However, with the comprehensive back-up of Britain’s leading independent truck maker, the B Series’ strong sales saw ERF return a proit of £1.7m the following year. ‘The Best of Buying British’, was the motto adopted by ERF’s Trail Blazers’ marketing department and this together with an eye-catching livery was surely one of the best CV promotional campaigns ever. The Trail Blazer theme began in 1978 and helped double that year’s proit to nearly £3m.
The B Series was considered a handsome truck by many in its time and here for once was a CV that went as well as it looked. The model range and its associated variants helped ERF hold its premier position in Great Britain and other world markets, at a time when European and Scandinavian truck builders were gearing up for global domination. ■