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ROADTEST: ERF EC11.380ST

7th August 1997, Page 24
7th August 1997
Page 24
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Page 24, 7th August 1997 — ROADTEST: ERF EC11.380ST
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DUELLING TOP GUN

It's three years since Volvo's Euro-1 FH12.420 shattered the 38-tonne fuel economy record around CM's Scottish test route with a gob smackin' 8.39mpg. Leyland Daf and Scania both threatened then narrowly missed the 8.2mpg mark, but at long last Volvo's record-holding Red Baron has been well and truly shot down. Enter ERF's 380hp Fuel Duellist...

0 n the face of it ERF's much publicised Fuel Duel might seem to be a cynical means of shoving a foot in the door of operators who wouldn't normally consider buying from the Sun Works. But you have to applaud ERF's nerve for putting its tractive units into the firing line,

Some rival manufacturers have slated Fuel Duel as an unscientific marketing ploy; no doubt unscrupulous operators will use the results as a lever to squeeze a few thousand quid more out of a contra-deal. Whatever your view, the published results do indicate some impressive fuel figures from victor and vanquished alike, with ERF coming out on top— naturally..

To date the Sandbach semaphore shows that the EC11 has won 119 duels out of 123 with many more to come. A fleet of 28 two and three-axled EC1 Is is involved in hostilities; most have 340hp and 380hp-rated M1 1 engines. They all have full cab fairings and aerodynamic side skirts.

One of these was diverted CM's way, and although we weren't able to use our regular Crane Fruehauf curtainsider we were satisfied that ERF's own 4.0m Fruehauf/Boalloy semi matched our requirement.

Fully freighted to 38 tonnes the duelling rig hit the sunshine trail to Dundee and, with a following breeze, promptly took Volvo's proudly held record.

• PRODUCT PROFILE Our test vehicle was a 44-tonne design-rated EC11,38 supplied with its standard sleeper cab draped in a full aerodynamic rig. This adds 921kg and costs an extra 41,365, but judging by the results it's worth every penny.

Unlike more vertically integrated manufacturers like Mercedes, Volvo, Scania or Renault, ERF offers its customer an extensive wish-list of proprietary components.

There are three cabs: day; standard twobunk sleeper (with three levels of trim); and the top-of-the range Olympic penthouse. ERF offers axle spreads of 3.2m, 3.5m and 3.8m— our unit was the longest of the three with an air-operated VI3G sliding fifth-wheel kit; a useful option if you're forever hooking up to different sized trailers. It also helps keep the cab/trailer gap to a minimum.

The EC1 l's Ml 1 engine is available at 305, 340, 380 or 405hp (227, 253, 283 or 302kW), with torque ranging from 1,143-1,4751bft (1,550-2,000Nm). Drive is transmitted via two 394 mm ceramic-faced clutch plates to either of two makes of gearbox. Eaton supplies its 12-speed Twin Splitter, RTX nine-speed range-change or 16-speed S-series. A' fans can choose between eight and 16-speed synchromesh boxes.

ERF matched a 16-speed ZF with our M11.380E engine and added a tried and trusted Jacobs engine brake. The Celect Cruise Control ensures that the Jake brake engages and releases automatically according to the setting.

Another useful addition, and a major pillar in the Fuel Duel programme, is Cummins' integral RoadRelay which monitors speeds, distances and fuel consumption with other relevant factors like engine loadings and time spent in top gear.

At .019 it's not cheap but it's a useful business tool for fleet managers or owner-drivers. Few drivers could resist using it to observe and conserve dery usage—especially if there's a fuel bonus scheme to encourage them.

Rockwell supplies both axles; the two lower powered artics get the S160 drive axle with a beefier S180 for the more powerful duo. Integral diff-locks come as standard and the whole quartet can ride on steel taper leafsprings, like our test rig, or on optional two or four-bag Hendrickson air suspension. Pneumatics may give a better ride but add between 71 and 101kg to your deadweight and £2,500/£3,000 to the bottom line.

• PRODUCTIVITY

We measured the 380hp ECll's overall fuel consumption at 8.47mpg (33.351it/100km). This breaks our 38-tonne fuel-economy record by nearly 11% —and its average speed of 45.2mph (72,31km/h) shows that ERF hasn't sacrificed speed on the altar of thrift.

We're no less amazed by the ERF's performance than we were when Volvo's FH.420, with its sophisticated electronic fuel mapping, took the honours exactly three years ago.

Rack in 1994 we had an independent check carried out on the Volvo and found nothing but a slight over-inflation of the drive axle tyres. Naturally we've scrutinised the ERF EC11-380 in the same way and, yet again, the only factor that wasn't straight out of the spec sheet was a slightly high tyre pressure,which we put down to a high ambient temperature.

The figures are certainly impressive, but they don't tell the whole story. To gain a clearer picture we compared it with Seddon Atkinson's 17.380 Mll Stratocruiser (CM 19-25 June ).

The ERF also benefited from bright, sunny weather with slight tail winds, but despite an early start we were caught several times in convoys of heavies on the M6. Edinburgh was all red lights and tourists; we also encountered our fair share of old tractors, with showers and headwinds south of Darlingtown.

Spec-for-spec the ERF's top gear was slightly higher and its Jake brake was linked with Cruise Control. The Seddon and ERF both have slippery profiles but the ERF's cab/trailer gap was much smaller and its roof deflector's top edge precisely aligned with the roof of the trailer.

Cummins' Celect Pius electronics clearly played a major role in the final outcome, and in terms of overall productivity Euro-2 engines are proving less thirsty than was feared. For example, Leyland Daf's 85A00FTG 4x2 returned 8.18mpg (34.5 lit/100km) at 72.9km/h (CM 6-12 March), and only last month Eddy Stobart's Scania R124-400 matched that consumption at a cool 73.9km/h.

With 400 litres of fuel on board, the EC11 weighed in at 6.98 tonnes to accommodate more than 24 tonnes of payload on the 7.0tonne curtain-sided semi. Despite its large sleeper cab and aerodynamic cladding the ERF is some 200kg lighter than the Scania R124400, and 250kg lighter than the Seddon 17.38.

However, during track acceleration tests the 380hp EC11 lost some of its sparkle—due in part, no doubt, to the a 16-speed gearbox's ponderous eight-on-eight gearchange. ERF's installation with its linkage down the off-side frame rail looks too sharply angled, but CM has been griping about the ZE synchro box's heavy un-assisted shifting for some time.

Service back-up is vital when contracts are threatened so contract maintenance, dealer support and servicing downtime cannot be ignored. ERF's basket of parts is much cheaper than either Leyland Daf's or Scania's and there's not much to choose on contract maintenance costs, but the ERF takes longer to service.

• ON THE ROAD On the level, ERF's engineer recommended pulling away in 3rd high or low and keeping to the green band—which seemed good advice—but until the lube oil has warmed through 2nd high will generally deliver a much crisper start.

The clutch is light enough but felt a bit grabby at first, leaving the ZF box's range change lumpier than ever, especially when block changing down in a hurry. Perhaps the gearshifts will loosen up with use but it has nowhere near the speed or precision of a Twin Splitter change. This artic had a mere 19,000km on the clock so someone has a long wait for it to free-up.

In marked contrast to the awkward gearchange the steering felt somewhat vague, particularly following slight curves at steady speeds or tramlining north on the M6.

We can certainly vouch for the MI 1 's lowdown torque, which will restart you in a crisis as well as ironing out most of the gradients on the M6. While many trucks slowed on Shap and Beattock's sharpest grades the gutsy ERF stayed constant, thanks to an abundance of torque and Cruise Control.

The 3.91:1 final drive gives the ERF a theo. retical top speed of 69mph on 295/80R 22.5s but the speed limiter cuts in at 90km/h. On 50mph limited roads the Mll powers along in top at almost maximum torque while a single downchange, and maybe a split, is enough for roundabouts.

Cruise control is certainly a useful feature, especially over long distances where it makes driving a lot less stressful. As well as pulling up reserves of power on hills to maintain pre-set speeds, cruise can also be programmed to activate the Jake and rein in the rig on long descents.

The Jake aside, the all-drum service brakes are well up to the job of holding back 38 tonnes despite some longish stopping distances on the MIRA tracks and a slight imbalance across the trailer axles.

There's some roll at the front corners but the steel springing and four-point cab suspension delivered a fairly firm, steady ride over undulating motorways and rougher roads alike, which is a great improvement on the nodding dogs of a decade or so ago.

• CAB COMFORT ERF's Fuel Dueller sample came with the pleasing LX trim cab. A lick of burr walnut effect on dash and doors adds a touch of boardroom styling for a mere £475.

Entry's good and easy, even with a longish 457mm hop onto the first step, and visibility is first class, especially through the side windows.

Naturally the driver gets the more comfort

able air-suspended seat which, like the steering, is fully adjustable. Roth seats and the single bunk mattress have grey/blue-fleck cloth covering. The cab's decked out in light, pleasant colours and from the high quality finish looks to have given the trim fitters plenty of overtime.

The dash is well laid out with the essential switches and controls brought in close, adding to the driver's general well-being. Mind you, there's not a great deal of space in the footwell so the more you use the Cruise Control the less foot shuffling you'll have to put up with.

Just for a change the radio is fitted on the dash to the left of the wheel so it can be retuned without having to strain arm, neck and eyeballs. Very nice too, but how about an on/off switch on the cab's rear wall? Drivers out for the week will find stowage space under and at each end of the bunk with a hanging wardrobe which is OK for strides and shirts. There's more space in the deep header shelf, door and dash pockets while just behind the gearlever you'll find the vital Irn Bru tinny ports.

• SUMMARY

Judging by results to date ERF's Fuel Duel venture looks like paying off, and the EC11's class-leading trip around our Scottish route must underline that success.

Record-breaking fuel consumption, a reasonably quick journey time and excellent payload really rubber-stamps the programme, and what better way to convey self-belief to potential clients?

Once again ERF drew on a proven driveline and the unit was extremely well turned out too. Build quality is to a very high standard and all the panels fit cleanly with no unsightly ripples in view.

Our only real criticisms concern the unduly long stopping distances,rather vague steering and a woolly gearchange Priced at £60,585 as tested the ERF looks very competitive. Its contract maintenance costs are moderate and parts prices won't break the bank. However, those results could become a rod for ERF's back because whenever an EC11.380's results dip below 8.47mpg the Sandbach duellers could find themselves being ambushed from all sides.

Having set new standards the big question is, can ERE and its Canadian masters maintain them ?

0 by Bryan Jarvis

DRIVERS' VERDICTS

With a new Fuel economy record in the bag we were particularly keen to see how some regular drivers got on with the Fuel Duel EC1 1...

Vic Koumbas-Stokes drives a Volvo FLI 0 320 for Brown and Mason Demolition based at Broodstairs, Kent. "This is my first drive in an ERF," he said. The cab is a bit taller than mine but the grab handles are in the right place, so I didn't have to hold on to the steering wheel or the door to pull myself in." After a brief introduction to the controls, he asked: "Does the engine brake come in automatically as you lift off the accelerator?" Only in cruise mode, we told him. Out on the road, he told us: "Visibility is good all round and I can see the instruments clearly. The ride is a bit firmer than on the FLIO but it's not as noisy as mine. I don't have any problem with the gear change. It's as quick as mine and the split is a godsend. The brakes work at the top of the pedal and that's just how I like it. Steering is positive and the engine has a lot more power than my FL10." As we parked, he reversed into the slot on tickover without touching the accelerator. "The cab is very clean and tidy," he remarked. "It's got a wider bunk than the Volvo. Stowage space underneath allows you to hide all your gear away out of sight."

Keith Hatter drives a Scania P113 320 for Tibbett & Britten out of Swindon. "The seat adjustment is similar to the ERFs we have in our fleet," he said. Looking round the cab, he noticed the switch on the dash for the Jacobs engine brake. "The two positions are for light and normal running," he suggested. "The exhaust brake on the Scania works on the brake pedal. It seems a better idea than having a separate button and the brake lights come on when it is being used." He asked if the Road Relay was standard. We told him it was on the Olympic model. Pulling away from rest, he let the Celect engine take the load initially. "Nice take up," he commented. "It is very smooth. The steering is quite a bit lighter than mine, so I'm tending to over-correct." He signalled to exit a roundabout. "That bleeper could be a bit off-putting at first but I like the driver's side mirror. I've got the whole side of the trailer in view and I can see any cars at the side as well. I like the cruise control too. It takes the pressure off your leg on long runs, and the way it drives uphill with it switched in is very impressive. The accelerator pedal is a bit heavier than I'm used to but it's nicely situated. The brakes are smooth and the Jake brake holds quite well downhill if you drop down a cog. I thought the gear change was a bit stiff to start with, but it's getting softer and softer as I get used to it and it's not heavy. There's a bit of headroom in the cab for overnight and enough individual lights so you can read. The controls are very easy to get at once you know where everything is. The vents at the end of the fascia blow fresh air. There's enough stowage space so you don't need to use the bunk."

Simon Stokes drives a Renault Manager 340 for Samat out of Manchester. "The last ERF I drove was an A Series," he said. "It never let me down, but this looks a lot better. The cab is nice and airy and it looks really easy to get to the bunk from the passenger side." Seat adjustment took a little time to get right—you have to lean forward to alter the position of the backrest—but we were soon on our way. There was a slight incline to overcome as we pulled out of BP's truck stop at Crick and Stokes noted: "Clutch control 15 a bit difficult when you're not used to it. The gearbox 15 nice. The gate is quite close, but it's very positive. The engine pulls well from about 1,100rpm. You don't have to try to make progress and it digs in on the hills. It seems so effortless—I wouldn't have believed it's fully loaded: it drives like a 14-litre. The cab rolls a bit more than my Manager, but the ride is comfortable. The cab trim looks substantial; it's nicely finished and should be easy to keep clean. My only complaint is with cross-cab access. For overnights the engine hump needs to be lower, if not got rid of altogether." Vic Koumbas-Stokes: "The gear change Dlit is a godsend"

Keith Hatter: "Cruise control takes the pressure off your leg on long runs." Simon Stokes: "My only complaint is with crosscab access."

SPECIFICATION

ERF EC I i.38ST4x2 sleeper-cab tractor Design GCW44,000kg, Design GVW18,000k9 Manufacturer ERF, Sun Work, Sandbach, Cheshire CW11 3DN.

ENGINE Cummins M380E charge-cooled direct-injection

diesel with four valves per cylinder and Cummins Celect Plus electronic engine management system.

Cylinders. Six, in-line.

Bore/stroke: 125x147mm.

Capacity 11 litres.

Compression ratio 16.11.

Maximum net power 374ftp (279kW) oil,90Orpm.

Maximum net torque: 1,3.461b8 (1,825Nm) ot 1,200rpm.

TRANSMISSION Opflonal ZF 165 181 16-speed all synchromesh with range-change and splitter lEalon RTSO 14316A I 6-speed synchro-box standard fit) Rockwell 5180 single-reduction drive axle with cliff-lock Final drive: 3.91:1; optional ratios, 4.56,4.30 and 4.101 . Clutch: Twin dry-plate, ceramic-faced with servo assistance; diameter, 394rnm.

IMESIMMEI Full-air dual-circuit system with drum brakes front and rear. System incorporates Category 1 ABS and heated air dryer Air reservoirs: 4 x 30 litres capacity.

Parking: Spring brake actuators on both axles.

Exhaust: Jacobs engine brake.

Broke dimensions: 410)4200mm; total friction area,

6, 276cm2.

iiiMME 71 8090 with integral hydraulic power assistance.

CHASSIS Pressed-steel channel-section with channel-section cross-members. Side-member section270x85x7mm. Suspension: Steel taperleof springs [Iwo-leaf front/three-leaf rear) with hydraulic dampers and anfi-roll hors front and rear. Wheelbase: 3 Om Axle design weights. front 7 I tonnes Rear 11 5 tonnes Wheels and tyres: 295/80R 22.5 tyres on 8 25 x 22 5in rims Fuel tank: 400 litres ELECTRICAL SYSTEM 24V insulated double-pole system. Battery: 2x12 volt, 165 A/h.

Generator: 55A alternator.

MEIMISIBoalloy Tautliner on Crane Fruehauf chassis, Triple RO-R axles on Fruehauf air suspension.

TERMS OF WARRANTY Two-year unlimited distance on whole vehicle, 10-year ash warranty against corrosion ERF Freeway roadside assistance or recovery free for 12 months.

DEALERS AND SERVICE POINTS ERF has 18 distributors offering sales, parts and service, 27 dealers and 41 service repairers.

OPERATIONAL TRIAL RESULTS Scottish test route: 1,180km.

Day 1 (348km): Average speed, 80.01 km/h; fuel consumption, 9.62 mpg (29.3714/100km).

Wind direction, WNW, 6-16 km/h, dry, 18'C.

Day 2 (402km): Average speed, 68.18 km/h, fuel consumption, 8.08mpg (34.971it/100km).

Wind direction, 5, 5-15 km/h, dry, 23°C. Day 3 (430km): Average speed 70.42km/h; fuel consumption, 8.06mpg (35.18 lit/100km).

Wind direction, 5 to SE, 5-9km/h, some light rain, 22'C.


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