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Flat race contender
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Bulky loads on local or medium-haul distribution work is the forte of this 16-tonner, which Bryan Jarvis has road-tested.
THE 159.17 which replaced lyeco's 159F17 model was first introduced at last year's NEC Motor Show and partners the Deutz-engined 160.16 in Iveco (UK) Ltd's 16-ton range of twoaxled chassis cabs.
It still retains the long-serving Fiat 8360.05 8.1-litre naturally aspirated diesel engine which delivers 1 1 7kW (1 5 8bhp) at 2,600rpm and a maximum 505Nm (372 lbft) of torque at 1,300rpm. At 16 tons gvw, this gives a more than adequate power to weight ratio of 7.23kW/tonne (9.68 bhp/ton), which, by comparison, would be considered more than sufficient for a 38-tonne gross combination.
Iveco has recently received type approval for the 159.17, which now allows it to be used for drawbar duties up to 25,610kg (25.2ton) gcw. Although its power to weight ratio drops to 4.6kW/tonne at this figure, the vehicle in combination is most suited for carrying bulky cargo on local or medium haul distribution work and not maximum loads.
Unlike its Fiat-badged predecessor, the latest 16 tonner is fitted with a ZF S6.36 six-speed all-synchromesh gearbox. This can have an optional splitter fitted, which effectively doubler the number of ratios.
Whereas the previous mode had an Eaton two-speed ax1( lveco has kept the transmissior options to the gearbox end bN
specifying a single reductior 5.125:1 ratio final drive. Wher the splitter option is taken up, z 5.75:1 ratio is supplied.
Iveco's reasoning behind its return to a single-speed axle is that the six-speed gearbox offers an adequate spread of gear ratios for 16ton gvw rigids when used on urban delivery or medium distance work.
The 0.83 ratio splitter is certainly more accommodating on long-distance journeys along good A-class roads and
motorways. The A43 and A34 towards Oxford and the M4 let me make good use of the splitter fifth and sixth gears, mainning an effortless 40mph ximum speed.
he 53-miles of motorway ich make up the first stage of test were covered in just 56 lutes and needed only the top gears to record a good aver
3 speed of 90.75 km/h (56.4 ih) and return 11.62mpg.
his short section illustrates importance of matching a licle's specification to particuoperating conditions.
.:omparisons between the Ives fuel consumption and aver age speed over this distance with other vehicles test results help to make the point. The Dodge 5.18m wheelbase R1G16, tested in CM, October 31, 1981 returned an extraordinary 14.82mpg on the motorway section at an overall average speed of 53.53mph, while the Ford 1615 Cargo's figures were 13.15mpg and 58.47mph (CM September 11, 1982).
Both these vehicles are equipped with turbocharged engines of slightly less power ratings (each 148bhp). The Dodge Perkins T6.354.4 is also charge cooled. For this type of motorway trunking work, the turbocharged engines cetainly appear to be more fuel efficient, as the recently tested ERF M16P2 (CM, September 10) showed with its turbocharged Perkins T6.354.4 engine rated at 141bhp. This returned 11.77mpg at an average speed of 57.38mph over the M4 stretch.
Later, on the A-road section of the test route between Monmouth and into the Malvern Hills, I was easily able to maintain the 40mph limit and keep the engine speed in the lower edge of the green economy sector of the rev counter by making good use of the splitter in the upper gears.
On the timed hill-climb be yond the Monmouth by-pass, the 159.17 cleared the brow in three minutes, 49 seconds using fifth gear low ratio. Later over the sharp hill-climb out of Wantage I was quickly forced to drop down much faster to second low gear, eventually creeping over the Ridgeway path at a speed of around 6mph in four minutes flat. These timed hill-climb performances were comparable with the best at this weight.
Apart from first and second gears, the ZF S6.36 six-speed box operated quite smoothly, with each of the top eight ratios selecting easily and positively. By comparison, the lower synchromeshes were stiffer in operation, this being particularly noticeable journeying through Cheltenham and on the Wantage hill climb where I needed a quick change from third to second gear and met too much resistance. According to lveco the gearbox had only recently been replaced.
The clutch pedal seemed un necessarily high and despite having an air-assisted hydraulic actuation and being light to operate by the time I had reached the end of the test my left leg had begun to ache. Power steering from the fami liar ZF 8043 recirculating ball unit with integral assistance gave a good feed back through the steering wheel to the driver at speed, while the light control made manoeuvering quite effortless. For a vehicle of the Ivecors size this, and its precise steering movement, are important assets.
During the specific tests at the Motor Industry Research Association test track, the suspension gave a very even ride around the ride and handling circuit. I pushed the vehicle much harder than would be possible on public highways yet the body roll was not excessive with the semielliptic leaf springs (single rate at the front and dual at the rear) coping well. These are aided by large hydraulic dampers and the anti-roll bars at both ends.
Maintaining 40mph along the rough 15 mile stretch between Burford and Wantage produced an effect that was reminiscent of Mira. It flexed the cab's fourpoint suspension and had the Isringhausen 5000 suspended seat working overtime to com pensate for the uneveness of the road.
The full air Stopmaster brakes operated extremely effectively around the test route while at Mira maximum brake stops on the dry surface produced straight line braking on all four wheels. At 20 and 30mph all wheels were locking and the vehicle pulled up straight. There was a tendency to pull slightly towards the right at 40mph as the left-hand rear wheel showed signs of imbalance.
For a 16-tonner, its all-steel day cab is an extremely comfortable workplace with a high driv ing position. A large windscreen and good sized side windows ensure adequate views to front and sides.
The cab is mounted at the front on two rubber bushes and two rubber supports at the rear, and gives a very smooth ride. It is trimmed out with soft red cloth and pile carpeting while the roof is lined with a moulded grey coloured material. The grey seat covering is relieved with soft red and white stripes.
Instrument panelling and dashboard surfaces are finished in mat-black vinyl covering. Three levers control the heating and ventilation system kept the inside of the cab warm and dry while opening quarterlights in both doors allowed an extra fresh-air-flow.
The left-hand side of the dashboard comprised a capacious compartment with a hinged lockable cover. A smaller hinged cover in the centre pulls down to reveal the electrical fuses and circuits. Any electrician would be happy to carry out fault findings on this vehicle as the connections are clearly numbered for easy identification.
Column-mounted controls for windscreen wipers, lights, direction indicators and the hazard lights are all within easy reach. The two spokes on the steering wheel are set at four and eight o'clock and should allow a clear view of all gauges and warning lights. Unfortunately some thoughtless fitter had failed to return it to its correct position, leaving it at three and seven o'clock obscuring one of the gauges.
The park brake, located left of the driver and to the rear of the gear lever, operated easily with a momentary delay on release, found this quite acceptable once I was aware of it.
Externally the cab has a plain yet neat appearance with a wide flat panel that companies will emblazen their names upon. Beneath it is the large Iveco sign.
Daily servicing checks on engine oil, coolant and windscreen washer fluid can be carried out with the front panel pulled down. For more detailed work the cab can be hydraulically tilted to 52 degrees using the hand operated two-way pump.
With the cab tilted, a remote start facility can be used by a fitter, safe in the knowledge that the tilt mechanism also cuts out the normal key start. A warning light on the panel warns the driver if the automatic cab lock is not set correctly.
Summary.
Despite a thirsty performance across the short motorway section, the 159.17 with its Boalloy 24ft body returned better than average journey times and fuel consumption figures for flat-bodied vehicles of 16 ton gvw.
It has an attractive £17,995 (excluding vat) purchase price, which includes the extra £540 for a 5.55 wheelbase (the 5.9m option adds a further £125 to this price), while the splitter gearbox costs a further £300.
Despite its moderlate 10.09 ton payload, it is an easy to drive vehicle with a roomy, comfortable cab and might well provide healthy competition in the volume 16 ton gvw market.