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veco continues to dominate the 7. tonne sector, as it has
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done for many years. Last year the company sold 4,357 units at this weight, claiming a massive 29.49% share of the UK market. This is 6% more than its nearest rival Paccar (Daf) and outstrips the likes of Mercedes-Benz by ii%. All of Iveco's truck production has long since been moved outside Britain to other European plants, which are said to have lower production costs, The 7.5tonne models are bought in from Brescia in northern Italy. Any links that Iveco had with Ford have long since ceased to be apparent apart from the model's name 'Cargo'.
While all manufacturers fiercely defend their league status they have now come to realise that the once-common practice of buying market share is no longer sustainable if the balance sheet is to show a profit at the end of the year.
Iveco's present 7,5-tonne range dates back to 1991 and was updated in 1997 with Euro-2 engines with two versions of the lighter 3.92litre Cummins B-series engine for the 75E that culminated at mihp and similarly three new power units for the 8o E replacing the previous choice of two, hiking the power t 2 o4hp from the previous r77hp maxirnun
Iveco's strength today lies in a basic choic of five Cargo Tector Furo-3 models introduce at the start of 200r. These are the 75E17S wit the 3.92-litre four-cylinder unit and th 75E18S specified with the 5.89-litre six-cylii der unit, which stand alongside the slight] heavier 8oE with the same engines plus th 8oE 21S with a more powerful version of th six-cylinder unit.
All 8oE models are specified with si speeds in preference to the new five-spee transmission used on lighter models. Sleep( cabs are an option and crew cabs are als available on the 8o Ei8D.
Euro-3 called for an improvement on top ( the standards already established by Eurowith a further 49% reduction in carbo monoxide, a 40% reduction in unburi hydrocarbons, a 29% reduction in nitroi: oxides and a 33% reduction in particulate: That's clean by anybody's standards but Fun 4 is not far behind so, for Iveco, as well as th rest of the industry, this meant turning to do tronic engine management. By 2005 we ca expect some local authorities to impose lo.
mission zones in built-up areas where the air uality is poor. With these engines the trucks ho old fit the required criteria to continue to perate there.
In order to reach the latest standards the ngines were radically redesigned to incorpoate new inlet and exhaust manifolds, four alves per cylinder, closed crankcase ventilaon and centrally located injectors to match le common-rail injection system. Vastegated turbochargers give greater torque ver a wider rev range making the engines aore flexible and economical to drive. A sideffect of stiffening up the block, in order to rithstand the higher combustion pressures ceded in future development, is that it has Iso become lighter. Both four and six-cyliner engines share the same bore and stroke imensions that owe their origins to the :ummins B-series engine.
Iveco is the largest producer of diesel ngines over 7ohp and has the capacity to aanufacture some 200,000 Tector units a ear at its Turin engine plant, used for its own :ucks as well as for agricultural equipment nd stationary plant. They are fundamentally ifferent from Cummins-supplied engines as they are equipped with a fuel flow limiter to control maximum revs and Bosch software managing the engine's electronics. The ECU stores diagnostic information as well as managing the fuel flow and injection timing.
Legislation brings in as standard some previously optional items on the latest 7.5-tonne models, such as under run protection, ABS and inertia seat belts. The addition of a new, more powerful alternator, water-cooled compressor and larger clutch is intended to enhance reliability while a programmable speed limiter will help the driver to remain legal while driving in built-up areas. Stowage space in the cab has been increased and an electronic immobiliser makes the truck more secure.
• by Bill Brock