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The marriage of traditional flair and engineering expertise has produced some interesting offspring. Graham Montgomerie looks at the current range of chassis marketed by the new IVECO (UK) organisation
NDUSTRIAL Vehicle Coron, otherwise known as I, was officially formed in ivith the merger of the Fiat iercial vehicle operation he Magirus Deutz part of :lockner Humboldt Deutz e.
hough both companies joint partners in IVECO, in < at least both Fiat and Mawere run as completely rate organisations until when it was announced le two networks were to be ad. Thus chassis with both oled and water-cooled ens are now marketed ghout one integrated r network.
CI points are worth enlarg
ing on here: how the model designation works and how kerb weight is defined. The present IVECO model numbers owe much to earlier Fiat and Magirus practice and can cause some confusion. Taking the Z range to illustrate the point, the Fiat and Magirus six-ton chassis are designated 60F10 and 90M6FI respectively.
The F and M denote which power unit is used (ie water or air cooled from Fiat or Magirus Deutz). The '60' from Fiat gives the gross weight (ie 6 tonnes which also accounts for the '6' in the Magirus type number).
The '10' in the Fiat represents 100 DIN horsepower with the Magirus '90' signifying its 90 horsepower output. Thus the information given is the same — it's just in the reverse order.
Kerb weight is one area where I believe IVECO is more honest than most. All IVECO kerb weights are quoted with a full tank of fuel, which can put the vehicle at an apparent disadvantage if an operator is merely running his finger down a list of kerb weights for a potential vehicle.
In some cases a full tank of fuel is a considerable penalty. One gallon of water weighs 10Ib, the specific gravity of dery is around 0.85, the tank is 88 gallons — you work it out.
The top of the IVECO range is the new Turbo, which becomes officially available this week. This is designated the 170.30, thus being the first IVECO model not to have an 'F' or 'M' in the type number to distinguish the power unit.
The engine in this model is the turbocharged Fiat 8210.22 unit which produces 223kW (299bhp) at 2,000rpm. Never before renowned for their torque outputs, this par ticular Fiat engine puts that one to rest by delivering 1325Nm (977 lbft) at 1,200rpm.
IVECO has gone for a single plate clutch in this model, a 420mm (161/2in) dry plate design from Fichtel and Sachs. The gearbox is the Fuller 13-speed RTO 9513 and, such is the useage of the particular range of transmissions, IVECO is now Fuller's biggest customer.
The equivalent Deutz-engined model, the 290M19FS, is expected early next year.
Only available in sleeper cab form, the 170.30 has a kerb weight of 6.87 tonnes (6 tons 15 cwts) which includes a full tank of fuel (400 litres or 88 gal), fifthwheel, base plate and catwalk.
This model replaces both the earlier 170-series Fiat models, the six-cylinder 26 and the V8 engined 35. This means that there is currently a rather large gap in the power range between the 299 horsepower of the Turbo and the 159 tractive unit at over 100 horsepower less.
The 159 F20 to give it its full title is a 32-tonner pure and simple (as opposed to a 38or 40-tonner, for example) and is fitted with a naturally aspirated 143kW (192bhp) engine thich is thus right on the bare minimum for 32 tons at 6bhp/ton.
This model is due to be replaced at the end of 1982 by the 165F24 which will have a turbocharged version of the same engine developing 1 8 0 kW 1(240bhp). According to IVECO the 165 will be tailored for the UK operation and will feature a Fuller nine-speed gearbox.
Until then, however, IVECO is stuck with a 100 horsepower gap in its range.
The current 159 was a tenspeed Fiat gearbox and a 381mm (15in) diameter plate clutch. The 3.2m (10ft 6in) wheelbase tractive unit has a day cab and weighs 5.33 tonnes (5 tons 5 cwts). As with all IVECO specifications, this kerb weight includes a full tank of fuel.
IVECO is represented in the sixand eight-wheel rigid class by Magirus Deutz with the 232030FK 8x4 and the 232D26 FK 6x4 chassis. There are no water-cooled equivalents. Last year IVECO sold 143 eightwheelers to claim 5.7 per cent of the market.
As the type numbers suggest, the mechanical specification is identical featuring the Deutz F8L V8 engine, ZF six-speed constant-mesh box and hub-reduction axles. The engine produces 179kW (228bhp) at 2,650rpm with 722Nm (530 lbft) of torque at 1,300 to 1,600rpm.
The 8x4 is available in two wheelbases, but it is important to define wheelbase in this context as IVECO does not use the more common standard of centre line of the front axle to mid-bogie. The front axle spread and rear axle spread are 1.6 and 1.38m (5ft 3in and 4ft 6in) respectively with the inner axle spread being either 3.35 or 3.8m (11ft or 12ft 6in).
The six-wheeler is sold in one wheelbase only — 3.85m (12ft 81n) inner axle spread, plus the standard 1.38m for the rear bogie spread.
The 8x4 has a 6.4 axle ratio as standard on the short wheelbase model with a 7.09 option. The long wheelbase chassis is available with one ratio only at 5.66 to 1. Depending on the ratio, the road speed capability varies between 86 and 108 km/h (53.6 and 67.2mph).
The Magirus is one of the lighter eight-wheeler chassis on the market at the moment. As a guide to the kerb weight the short wheelbase version weighs 8.5 tonnes (8 tons 7 cwts) complete with driver, tools and a full tank (300 litres or 66 gal) of fuel.
The 16-ton rigid UK market is a comparatively new one for IVECO, with the 159 Fiat being launched in 1977 followed by the Magirus equivalent in 1979 when the two member companies were operating more or less independently in this country. From a peak of 491 units (3.9 per cent) in 1979, the IVECO fortunes have declined slightly in the current depressed market to 89 chassis (1.9 per cent) for the current calendar year up to the end of August.
The Fiat 159 F17 is powered by a Fiat 8.1-litre (494cu in) naturally aspirated engine which produces 118kW (158bhp) at 2,600rpm. The maximum torque is 505Nm (372 lbft) at 1.300rpm.
The present gearbox (which is shared with the equivalent Magirus) is the five-speed ZF S5-50 although this is due to be changed next year to the sixspeed S6-36, again an all-synchromesh design. The Magirus has a two-sp axle as standard, whereas optional on the Fiat. The rea for this variation in specifica is because of the differing tor outputs and engine speech the respective power units.
The Deutz BF6L 913 tui charged engine in the Mag 168M 16FL chassis has a m mum torque of 492Nm (363 I at 1,700rpm and a top end pa of 120kW (161bhp) at 2,650rp, The Magirus is available one wheelbase only at 5.5 (18ft 2in), whereas the Fiat ht number of options. The 159 s is to change next year, howeN with the introduction of a 5. (19ft 4in) long wheelbase sion. The 3.8m (12ft 61n) vers will remain for tipper use alo side the 5.5m (18ft chas; which is ideal for a typical 24ft body. The other wheelbi variants will be discontinued.
In all other respects, the F and Magirus chassis are id, tical including the cab, fra, and steering.
The Z range covered the 6 7.5-tonne range until last yeE gham Motor Show when )F13 was introduced. This traduced in two forms at Innes and 10.6 tonnes but since then IVECO has d the latter to 11.2 tonnes ay changes in the suspen 100F13 uses the Fiat six 51/2-litre (335cuin) enNhich develops 92kW [p) at 3,200rpm. A Fiat eed gearbox is fitted and ier version of the Z-range :le.
ough outwardly looking similar to the other Z s, the 100 does have a of different features. araking system, for )le, is air/hydraulic cornI with the vacuum/hy; of the lower weight S.
100 F13 (there is no airI version) is marketed in Nheelbase derivatives at 3, nd 4.4m (9ft 91n, 11ft 9in, ft Sin). The kerb weight of /la version, as a guide, is )nnes (3 tons 14 cwts).
I says that most have been ar use as boxvans, though have also been chassis for fridge bodies and tipThe 100 is now built at a, though it started out beisembled at the Unic facITrappes.
7.0 is the only manufac turer to offer an integral van in the 7.5-tonne non-hgv category. In fact it could be argued that the company has two such vehicles, the 79 F10 Fiat and the 9011117.9FL Magirus, both of which are also available in chassis cabs form.
The vans are made at IVECO's Suzzara factory (near Mantua) whereas the chassis cabs come from Brescia.
The 7.5-tonne Fiat uses a fourcylinder engine of 4.57 litres (278cu1n) which produces 70kW (94bhp) and drives through a single dry plate 280mm (11in) diameter clutch to a ZF fivespeed gearbox. The Magirus version, confusingly, uses a Fiat 128.28 box because of the different torque characteristics of the F4L 913 Deutz engine at 250Nm (185 lbft) at 1,600rpm. In contrast, the Fiat maximum torque is 295Nm (217 Ibft) at the same speed.
Otherwise the two vehicles are the same.
Both vans can be supplied with a 3 or 3.6m (9ft 10in or 11ft , 10in) wheelbase, whereas the chassis cab has these two in addition to a 4.42m (14ft 6in) version.
IVECO lists two body height variants for the van at 1.75 and 1.9m (5ft 9in and 6ft 3in) which are available in the short and long wheelbase models respectively.
The sales split between the chassis cab and the van variants is interesting although in the case of the Magirus this is distorted by the early lack of a van version. The 1980 figures to August show a 74/26 per cent split for chassis/cab van for the Fiat 7.5-tonner and 98/2 per cent for the Magirus.
In the six-ton category, the picture is completely different with the proportion being 37/63 for Fiat and 69/31 for Magirus.
The same air-cooled Deutz and water-cooled Fiat engines are used in the six ton versions.
The market sector is a typical one where the products were introduced via the separate dealer networks rather than by IVECO as a whole. The air-cooled integral van was in fact the first product of the rationalisation scheme being a Deutz engine in a Fiat OM75 chassis and made its international debut at the 1975 Frankfurt show.
The vehicles became known as the IVECO Z-range when the tilt cab was introduced.
Fiat's contender in the non-car derived light van category is the Daily — this is one case where the Magirus and Fiat identity does not cause confusion as there is no equivalent Magirus, due to the lack of a suitable Deutz engine —which has a gross weight of 3.5 tonnes. Available in chassis cab and integral van form, the 35 F8 is powered by the Sofim 2.5-litre diesel engine which develops 51kW (69bhp) at 4,200rpm with the very high engine speed being due to the indirect-injection design.
As yet, no petrol-engined version is on sale in the UK, but this situation will change next year with the introduction of the 35 F9 which will use the 2-litre engine from the Campagnola (Fiat's challenger to the Land-Rover).
Currently, the split between integral van and chassis cab is running at round 50/50. In 1980 Fiat sold 513 Daily variants to take 19,5 per cent of the market, This year the company has improved its penetration up to 27 per cent as at the end of August.
While on the subject of statistics, the Daily currently accounts for one quarter of total IVECO sales worldwide.
The Daily has a wheelbase of 3.2m (10ft 6in) and a kerb weight in integral van form of 1.86 tonnes (1 (1ton 16cwt).