Driver's elight
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No one's ever doubted ERF's ability to build a Gaffers' MI but the folks at Sandbach haven't been noted.for matching til driver comfort of the continentals. Until now, that is, because the EC has been designed with the driver mind from the floor pan up.
But hard-bitten hauliers needn't worry; the desire to woo ownerdrivers hasn't been at the expense traditional ERF buyers. Although 1 top-of-the-range Sovereign trim wouldn't disgrace a Scania or \Tolv the no-frills Stand interior is robt /111111:111-‘' enough to 1
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.4 engineers happy. In between the two ERF offers a sensible compromise with the LX.
ERF stresses that the EC cab is new—not a facelift. That said it shares the same basic construction as the SP4 cab used on the E Series, with non-corroding Sheet Moulded Compound (SMC) plastic panels fixed on to a rigid steel subframe.
The subframe has been beefed up with, for the first time, an integral steel engine cover. The SMC panels have wider flange faces on the joints to give better sealing against the elements.
RESEMBLANCE
At first glance the EC cab bears a more than passing resemblance to the Pegaso/Daf Cabtec cab (from the side) and the Volvo F cab (from the front), but it has a distinctive style of its own, thanks to the aerodynamic styling input of streamlining guru Val Dare-Bryan.
This hasn't only influenced its looks: the cab has a lower drag factor (Cd) than its predecessor, which should help cut fuel bills. Its built-in side deflectors, designed to keep dirt off the doors and mirrors, are particularly neat. A full air management kit, including side skirts, is also on offer and the protruding air intake has been replaced by a neater side intake, reducing the tractor's overall height. If you don't want to paint your own cab ERF will do the job for you, and the company must have listened to operators' complaints about flaking paint because the EC cab features an improved surface finish on its plastic panels which is "as good as steel", according to managing director John Bryant.
If by now you're thinking that the EC range is just a new cab you'd be wrong. Its new chassis and powertrain makes this a new family of 4x2, 6x2 and 6x4 tractive units.
The high-tensile steel chassis, rationalised across the range. is built to accommodate any future legislative demands for front underrun protection. Anti-roll bars are fitted front and rear: the longer, softer front taper-leaf suspension, with long-stroke dampers, incorporates new steering geometry using the ZF 8098 steering box.
At the rear lowrate taper-leaf springs and highperformance dampers are offered as standard with two and four-bag air suspension options.
The Rockwell front axles are carried over from late E-Series models. They have unitised front bearings and are rated at 71 tonnes for 4x2 tractors and 6.7 tonnes for three-axled units. Rockwell is also specified at thereat; again with the quiet, well-proven S153 axle at 32 tonnes; the S140 for 4x2 40tonners up to 260k W (350hp) and the 5180 for the rest, apart from 6x4s which have an RTI53 tandem.
Eaton SAMT, Twin Splitter and synchromesh gearboxes are specified as standard throughout the range to match the various power ratings; only the E,C8.27ST and EC10.30ST 4x2 tractive units are listed with the option of a nine-speed ZF9S109 synchromesh box.
The wide choice of proprietary air-to-air charge-cooled engine options from Perkins and Cummins has been improved, with eight, 10, 12 and 14-litre power units offering outputs from 178kW to 373kW (240hp to 500hp). They all meet the F,uro-1 emission standard.
The revised L10350E and N14500E are equipped with Cummins' Celect electronic injection; Perkins' mechanically-controlled Eagle Tx375 and 400 achieve a matched fuel/air mixture using wastegate turbochargers.
All models have the same slightly staggered step arrangement, and with wellsited grab handles angled either side of the door getting into and out of the EC cab is a doddle. The first step is turned up at the end to prevent a wet rubber sole slipping off and, just as important, the top rung is visible from above when dismounting. The doors are lighter and the handles are lower than before.
Once you're behind the wheel the view is certainly better than in the old ESeries,thanks to a deeper front screen, sloping side windows and lower-mounted mirrors which can be electrically adjusted.
The sleeper cab comes with a choice of glazing and optional back glass. The new dashboard follows the wrap-around binnacle pattern that's become the industry standard-it's simple, effective and puts the hand controls within easy reach, Steering wheel and column can be raised and angled to suit individual choice by releasing the column clamp. The fascia is designed without protrusions but the horizontal column adjustment lever is placed badly, at just the right point to hit both shins in a shunt.
The multi-function stalk controlling indicators and wipers has been moved to the right-hand side of the steering column, so long-legged drivers will no longer hit it with their left knee when they use the clutch. The headlight switch has also been changed and, while the main instrument panel is the same size as before, there are two fewer air gauges to distract the driver. Our only complaint is that the top left of the wheel tends to obscure the furthest dial, but we can live with that.
EC tractors with the latest electronically controlled Cummins Celect engines have an extra bank of idiot lights to the driver's left along with the cruise control and idle adjust switches. The main fascia is made up of five sections, allowing easy access to instruments should they need repairing.
Electronic gauges mean there are no holes drilled in the front bulkhead to let draughts in. The heating and demisting system has been uprated too: overall this is a workmanlike package which drivers will take to.
The adjustable steering column allows you to find a comfortable position while the resited foot pedals are easier to use. The handbrake has been moved to the engine hump which is another improvement on the E-Series. There's also a shorter gear lever on EC artics with the Twin Splitter constantmesh box ensuring crisper, quicker changes on what is already a slick transmission. The actual sealing of the lever around the cab floor has been revised, reducing noise levels.
There are 33 new tractive units in the EC range; we have been able to drive four models which typify the wide choice of cabs. engines, transmissions, axle configurations and suspensions.
ON THE ROAD
On the road the EC range is certainly easy on the ears with the exception of the Cummins E8 tractor we tried: it suffered from a penetrating whistle which appeared to be a fault with the manifold trunking. The seating position and general feel of the EC is easily on a par with the best of the Continentals. The interior colour scheme of shades of light grey and brown is attractive yet practical and the fire-resistant trim could be a first.
Moving up the cab trim range brings extra goodies (see table) with the Sovereign sporting a sprung interior mattresswe tried it and it's certainly comfortablealong with a fully carpeted floor, velour trimmed air-suspended seats , an electric roof vent, hanging wardrobe and plenty of storage space with internal and external lockers.
As expected the twin-steer tractors on air or steel suspension give a smoother ride than the 4x2s but four-point cab suspension backs up the long, low-rate springs fitted at the front and generally softens the ride. Anti-roll bars restrict sideways movement of the cab.
A wide choice of power with performance to match meets all requirements, and Eaton's semiautomatic transmission offers a degree of sophistication matched by only a few other chassis manufacturers in the world.
A powerful compressor ensures that air pressure is maintained, providing plenty of reserve for the brakes, suspension and steering controls. The 5(X)E Celect-powered unit in the EC14.5017 6x2 twin-steer gives
smooth, rapid acceleration, making some of the Twin Splitter's lower gear ratios redundant for normal road use. The Perkins E12 400Tx, coupled to the SA:VIT transmission in an EC12.40TT, makes a happy partnership; this degree of automation leaves the driver in absolute control with little of the effort, At the bottom of the power range the EC8.24ST, powered by a Cummins 6CTAA charge-cooled eight-litre engine, takes Eaton's standard nine-speed range-change box. With a good payload and slick gearchange it will be a good match for the supermarket business, standing up against the likes of the Mercedes-Benz 1831 and Volvo's FI.7 for operation on kmaxles at 32.5 or 35 tonnes.
At long last we have a British cab where attention to detail hasn't been forgotten. In the Sovereign there's even a flat surface on the dash for a television and useful cubby boxes at the ends of the bunk so keys, torches or spectacles are close to hand.
Having lived in the shadow of the Continentals for so long, ERF has finally built a truck for the driver. Few of them will have much cause to complain about the Sovereign sleeper.