CAN DO ETTER
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Robbie Burns' warning that the best laid schemes of mice and men "gang aft a' glay" are sadly appropriate to our test of Iveco's EuroTech. Like all manufacturers, Iveco Ford only entrusts vehicles to Commercial Motor's road testers after they've been through extensive trialling and tweeking. Take our SAMT-equipped 414hp (309kW) EuroTech 400E42 38-tonner. First it was carefully run in for more than 50.000km. Then it was used as a customer demonstrator before being pitched into the press test programme.
But when CM's turn came and our Scottish test results began unfolding, a disbelieving light came into the eyes of the Iveco Ford engineer who was accompanying us. By the end of the three days he was searching the ground beneath the truck for fuel leaks. Clearly the 400E42's performance, though quite good by pre-Euro 1 standards, was well below the levels that JET expected from it.
• PRODUCT PROFILE The EuroStar is Iveco's flagship: the EuroTech is billed more as a gaffer's motor; a fleet machine with real earning potential.
For lighter duties, Iveco offers a 9.5-litre engine that delivers up to 370hp (276kW) but the EuroTech 400E42 tractor has the beefier 13.8-litre 8210TCA charge-cooled in-line six. It's rated at 414hp (309kW) and while most are sold in 4x2 format there are tag-axle and twin steer options on offer. For heavy haulage users there's a double drive model which would probably favour either of the normal or medium height sleeper cabs. Operators on regular daily deliveries might go for a standard day cab while drawbar users on the occasional overnights may consider IFT's top sleeper.
Traditionally Iveco has run with ZF's long established Ecosplit transmission, a 16-speed synchromesh unit that is more common on the Continent than here. In recent years though, Eaton's Twin Splitter with its dozen cogs has gained in popularity in the UK which is why Iveco offers it alongside the ZE box. The operator takes his pick according to preference.
With the Eaton unit comes the further choice of an electronic gear selection system known as SAMT (semi-automatic mechanical transmission). It's aimed at reducing driver fatigue and certainly cuts out the long learning curve necessary to get the very best out of the Twin Splitter gearbox.
The only drawback is its price—£3,000 retail—but it certainly focuses thoughts on how far one is prepared to go towards alleviating driver fatigue. One of the SAMT's best ■