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Page 33
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ooked at in isolation, the UK eight-wheeler market is so small that you have to wonder why so many manufacturers go to the expense of participating in it. Last year the 2,958 units sold were shared among nine manufacturers. After Paccar, Volvo and Scania had taken the major share of almost 75% between them, there were only a few crumbs left for the others.
lveco, which was sixth in the pecking order, only managed to claim a 4.6% share of this market, with 136 chassis—and that included all 34 Strato 8x4 rigids sold by its subsidiary Seddon Atkinson. The fact that they are
riot produced in isolation—
because they share many common components with the six-wheelers, tractive units and even 18-tonners—makes it worthwhile to produce them and increase 'volumes overall.
Iveco inherited Seddon Atkinson within the Pegaso takeover in 1991. The corne, pany survived for many years as a separate F. entity within the lveco group making specialist trucks and had modest success with its range of six-wheel EuroMover refuse chassis, becoming the market leader in its field.
Despite such achievements, overall sales 2cc volumes proved to be too small to support the § high overheads of an operation that had lacked the necessary investment over the long term. At the end of March this year it was IE announced that production of all the Seddon Atkinson range between 18 and 44 tonnes, which numbered fewer than Goo vehicles a year, would be moved from Oldham to Iveco's Pegaso plant near Madrid.
Seddon Atkinson, uniquely in the group with Cummins power, developed the Strato on/off-road eight-wheel chassis for the British market, offering an alternative to Iveco's heavier EuroTraldrer range.
Iveco's smaller Cursor 8, a 7.8-litre engine, was introduced at 310 and 35ohp in 1999, contributing to a 200kg payload advantage, but the Cursor 13, introduced this year with VGT (variable geometry turbocharging) on the