1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136 
ERF drops its frame
Page 14
If you've noticed an error in this article please click here to report it so we can fix it.
• ERF has produced a 16.26 tonne GCW factory-built dropframe chassis for distribution work.
Its specification broadly follows that of the E6 straightframe chassis, using the turbocharged and charge-cooled version of the 5.9 litre, Cummins B series engine rated at 134kW(180hp), driving through to an Eaton 4106 six-speed synchromesh gearbox and onto a Rockwell RI44 axle.
To arrive at even stress distribution and a high level of rigidity the chassis is constructed with single piece side members.
A waisted profile provides tyre/frame clearance for various tyre options, including low profiles.
The 7.28m wheelbase — the longest of five listed — gives a clear 5.6m well length, while the 5.18m wheelbase chassis provides for a ten pallet cargo with a dry unladen weight of 4.590kg.
Any one of three cab types can be specified for the E6 range — a day cab, a short day cab, and a sleeper, with the same dimensions as the day cab, which ERF calls a night cab. All are constructed from SMC plastic around a steel cage The drop frame chassis, offering a load height of 590mm, is not expected to go into full production until October 1987 when ERF hopes it will account for about one third of its sales and increase its . share of the 16.26 tonne market to about 6%.
No prices have yet been given but the on-cost is expected to be substantially less than a typical conversion, which would be upwards of !:3. 000.