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Euroirakker set to climb charts

18th March 1999, Page 16
18th March 1999
Page 16
Page 17
Page 16, 18th March 1999 — Euroirakker set to climb charts
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• by Cohn Barnett

The most significant change to the Spanish-built Iveco EuroTrakker range of construction vehicles is the adoption of the new Cursor 8 engine which already powers the EuroTech range.

A number of chassis changes have also been made to reduce weight and make bodybuilding easier, including bolted chassis brackets. The frame is designed for mounting a tipper body without an intermediate subframe, allowing a potential saving of up to 400kg (composite bumpers and alloy fuel tanks are available as options to lose extra weight).

All models have a new, lighter propshaft; 8x4s have a revised parabolic suspension system with reinforced anti-roll bars an the first and fourth axles. Electrical take-off points are provided at strategic points on the chassis to eliminate the need for bodybuilders to tap into odd bits of wiring harness.

However, the braking system remains the all-drum Simplex system.

Iveco will begin accepting UK orders

in April with first deliveries scheduled for mid-summer. The UK range wilt comprise three tipper chassis models. Mainstay of the range will be a 347hp (259kW) 34tonne 8x4 chassis, backed up by a 306hp (228kW) 26-tonne 6x4. For specialist applications there will be a 4x4 with a 19tonne design GVW and a 268hp (200kW) engine.

lveco's EuroTronic is expected to be available with the 310 and 350hp engines from this summer onwards. On the Continent the EuroTrakker is also available as a 4x2 rigid and tractor or as a number of dedicated mixer chassis. As well as the engines mentioned, some of the Continental models use a 240hp (179kW) version of the Cursor 8 engine.

Driving Impressions

To allow us to sample the EuroTrakker in its natural environment, Iveco laid out a challenging series of tracks within an opera tional quarry on the outskirts of Verona, Italy. It would have been even more challenging had unseasonably mild weather not meant that dust was more of a problem than mud.

Even so, there were sufficient hills to challenge engine brakes and torque reserves, and enough loose gravel sections to test traction.

During the test drive we concentrated our attention on the 350hp 8x4 which Iveco Ford expects to be the most significant model on the UK market. Access into the cab was easy, thanks to the wide opening doors and well-spaced steps (the lower step is flexibly mounted). The cab looks familiar with only minor changes for the new model.

The first part of the route was a 20% drop into the Quarry base, complete with some evil potholes. The engine brake, controlled by a dash switch but operated on left-hookers by a button next to the clutch pedal, held the 34 tonnes back in a very impressive manner with no need for the service brakes. Although we were only travelling at a brisk walking pace, the suspension smoothed out the potholes comfortably.

Once in the quarry proper we set out to cross a large area of loose gravel. The Cursor engine's broad torque curve and the drive-axle dill-locks made light work of this section. But where the new engine really impressed us was on the hill climbs. Approaching the steepest exit hill (a daunting 30% on a loose sandy surface) the Iveco representative in the passenger seat suggested a technique which seemed doomed to failure. With a sharp bend and some nasty bumps at the bottom of the hill limiting the speed of approach, he advised us to floor the pedal in 3L and stay there. From the bottom of the hill there seemed no way it would get up, but the Cursor just dug into a seemingly bottomless pit of torque and stormed up as if it had miraculously acquired 50% more capacity.

We weren't able to try the EuroTrakker on the highway, so the ZF 16speeder never got out of low range, but from our limited experience the Cursor 8 lives up to lveco's claims of big truck performance from a small, lightweight engine. We look forward to hitting the asphalt and getting into high range.

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Locations: Verona

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