Iveco Ford's clean-breathin` Euro-2 Cargo 7.5-tonner is a consistent performer
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in almost every sense and last year finished top of this lucrative sales league, yet again. We've run our rule over the 134hp version and can see no reason why it shouldn't hang on to its title, long after production switches to Italy in May.
Apart from the twin oak leaf Euro-2 symbol, lveco's Cargo has remained virtually unchanged since its arrival on the UK market nearly six years ago. So has its popularity: the Cargo has headed the sales chart for most of that time.
All UK Cargos have been built at Langley using driveline and body parts sent over from Italy but this will cease at the end of May when, sadly, the British robots will be exterminated and UK production stops. From then on right-hand-drive Cargos will emerge with their continental counterparts from Tveco's Brescia plant near Milan. This will no doubt please the Latin locals; not so the Langley craftsmen. But from the operator's point of view supplies should not be affected and UKbound Cargos will follow the same sea route as EuroTechs and EuroStars.
• PRODUCT PROFILE The Cargo ranges from the 6.0-tonne rarity to the equally mysterious 15-tonner but the star of the range is the best selling 75E 7.5-tonner. Most sales at this weight are to rental fleets which tend to take the 75E155 with its beefier 143hp 5.9-litre six-cylinder engine, probably on the basis that the smaller four has to work that much harder than the six—that and the fact that residuals are better for a six than a four. They're obviously not worried by the 207kg weight premium and extra £.1,150 on the bill. Finding the right wheelbase is not such a clear-cut choice. There are 3.1m and 3.3m options which are only available with a day cab; the 3.7m, /1.2m, 1,5m and 4.8m options can be specified with a sleeper cab.
Power options are restricted to the aforementioned beefier 5.9-litre in-line six that comes in at 143hp (106kW), and the 3.9 litre four-cylinder engine rated at 116hp or 134hp (86 or100kW). All engine options are chargecooled; they head up an al]-Iveco driveline.
There's no price difference between wheelbases or the five or six-speed transmissions. Many fleet buyers opt for the six-speed box but if if you're on local deliveries there's certainly a case for speccing a five-speed transmission behind the smaller four-potted engine. Our Ecotek -bodied and streamlined 75E14S test vehicle was a smooth blend of the 134hp four and six-speed Iveco 2845.6 synchromesh unit with a 12.2in (310min) singleplate clutch transmitting the drive this plate