THRIFTY AND NIFTY
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Bryan Jarvis tests lveco Ford Truck's Cargo 2424C and discovers an able competitor in the
6 x 4 tipper market
• Tipping work provides some of the most arduous and demanding conditions for multi-axled rigids so power and performance are high on the list of requirements when it comes to replacing tired chassis.
Judging by the road test results of Iveco Ford Truck's Cargo 2424C, prospective buyers will certainly have to look far to find a six-wheeler to match its performance.
Over our two-day tipper route the LT10-250-powered 6x4 proved itself the fastest, most fuel-efficient example of its type tested to date, returning 30.91it/100km (9.2mpg) at an average speed of 66.1km/h (41.1mph).
Much of the credit must go to the 179kW (240hp) 10 litre Cummins engine which performed effortlessly. It is compactly engineered into the 2424 chassis and is a superb match for the Fuller
range-change gearbox and Eaton doubledrive axles.
This most powerful of the 6X4 Cargos was displayed for the first time at this year's Tipcon, going into production at the Langley plant in October.
Unfortunately the 6X4 sector is a relatively small one with around 2,500 new registrations annually. [FT's slice of the six-wheeler cake for the first ten months of this year is just 7%. Most of them are 2417 models with the 134kW (180hp) yee-eight 540 Perkins engine. A few have the more powerful 154kW (206hp) Deutz vee-six motor.
A power-to-weight ratio of 7.3kW/ tonne (10hp/ton) might appear over-indulgent, particularly considering the 2424's 483kg and 2340 weight and cost penalties over the 2417P with its Ford six-speed gearbox and Eaton/Ford axles.
Thanks to the 2424C's excellent fuel economy that initial expense should be quickly absorbed, but its 7,010kg chassiscab kerb weight is only 130kg lighter than the FL7 that contributes towards Volvo's market share of 20%.
By tradition, Leyland dominates six wheeler sales and its 30% share is spearheaded by the 24.23 with the 167kW (224hp) TL11B engine. This weighs in at 6,591kg, giving it a clear 419kg advantage over the 2424C and 550kg over its FL7 rival.
IFT faces stiff competition from other manufacturers too — none more so than Renault and the G24 Dodge which is amazingly light at 6,304kg and, powered by the vee-eight 540 Perkins, also offers good performance.
Seddon-Atkinson's LT10-powered 301 is 340kg lighter and 2810 cheaper than the Cargo 2424C and is another formidable contender. In August, Commercial Motor road tested a 301 six-wheeler with Cummins' 10 litre engine in 157W (211hp) form. It returned 32.11ft/100km (8.8mpg) at an average of 61.3km/h (38.1mph) over our test route.
A 167kW version of this is now available and should make the 301 6x4 even more competitive.
• DRIVEUNE
Our test vehicle has the shorter of the 4.26m and 4.95m wheelbase options within its 7.35m overall chassis length. Its pressed steel frame is a conventional ladder-type design with iivetted and bolted crossmembers and additional flitching over the rear bogie suspension mountings.
With the higher power and torque of the LT10, Iveco Ford specifies the direct-top Fuller RT11609A range-change gearbox — also used in its 3828 38-tonner — and Eaton DSZ400 leading/18199 trailing axles.
These had the faster 4.33:1 final drives. Non-standard 12R 22.5 radials allround add another 2230 to the 234,249 basic price but give it a maximum geared speed of 1081mith (67mph). Base models normally have 11R 22.5 tyres on the rear bogie which restrict it to 96km/h (60mph).
IFT supplied the 6x4 with a sturdy but fairly heavy 8.4m3 (11yd3) steel body that is not typical of those used for general tipping work in the UK.
Its shallow 760mm (2.5ft) depth meant trying various grades of aggregate before settling on quarry bottoms to bring it up to 24.39 tonnes gross.
This called for some very hasty jour neys between the quarry floor and electronic weighbridge at Smith & Sons' Ardley Field site, giving an early indication of the 2424C's considerable pace and excellent handling ability.
• PERFORMANCE
Acceleration tests at MIRA showed that with a starting sequence of 3rd, 5th, 6th and 7th gears it would accelerate from 080km/h in 61.5 seconds. This was 12 seconds faster than the SA 301 and Dodge G24, and 17 seconds quicker than the Constructor 24.21.
Whereas neither of these would accelerate between 64 and 96km/h within the measured mile, the 2424C achieved it in 49 seconds with some distance to spare.
Its lively, economical performance was just as apparent on the M1 and M69 motorway between Milton Keynes and MIRA where all bar the top two gears were redundant.
Rarely was it necessary to let it lug down, and here it returned its best figures of 83. 2km/h (51.7mph) and 30.21it/100km (9.4mpg).
On 'A' roads the 2424C was really in its element with the smooth gearchanging of the Fuller box accentuating its speed off the mark.
It took just two minutes 38 seconds to ascend the 16% (1 in 6.25) Edge Hill climb, dropping to second gear at the sharp elbow. This knocked almost half a minute off the time of the 301 with its down-rated LT10 engine.
Here as for most of the test the LT10's gear-driven fan cut in and out quite regularly. It was never noisy but reacted quickly and efficiently to any sudden rises in coolant temperature.
• BRAKING
If the 2424's driving performance was outstanding, then so too was its braking. It pulled up quickly and in straight lines at speeds up to 64km/h without any dramatics.
On the 33.3% (1 in 3) test hill the park brake, which acts on the front and rear axles, held firmly facing up and down hill.
Unlike many exhaust brakes, Cummins' Turbobrake proved to be easily operated and most effective, supplementing the full air brakes on long downhill runs.
• HANDLING
Driven at speed over MIRA's demanding ride and handling section the 2424C tended to roll quite a bit despite good load distribution.
It clung to its line, even on sharp bends with adverse cambers, but such aggressive cornering drew a grinding noise from the front of the body as it strained against the chassis rails. There was also a sharp clunking noise from the front springs as they flexed.
While the suspension absorbed the worst of the circuit's varied surfaces, every one of its lOmm corrugations was transmitted into the cab.
The 2424C's suspension is clearly designed to handle rough conditions. It absorbed the worst of the course at speeds of up to 70kmiti without any ill effect.
• OFF ROAD
Although the six-wheeler is supplied with inter-axle and cross-differential locks as standard there was little opportunity to try them out in heavy going.
Both the PT-0 and pump are mounted low on the side of the gearbox but, like the rear axle brake chambers, they looked quite safe. The 2424C's 200mm ground clearance also seems adequate.
At 17.7m between kerbs its turning circle is one of the tightest of comparable six-wheelers. With its light positive power-assisted steering, laden manoeuvering on-site could hardly be made easier.
• CAB COMFORT
For daily tipping duties the Cargo day cab is of adequate proportions, comfortable and, with its washable rubber matting, practical, too.
It is fairly easy to enter, by way of wide vertical steps, in spite of having only one grab handle. There is a wide field of vision from the driver's cloth-covered Bostrom seat which is firm and fully adjustable.
With noise levels of 78dB(A) the fiveyear-old cab's insulation is less effective than on the 301 6 x 4, but is nonetheless quite acceptable.
A full-width compartment at the rear of the cab can hold a considerable amount of odd items to keep the cab looking tidy. The centre stowage box, which costs another £26, is useful but fiddly to use.
• SUMMARY
Fuel cost is one of the biggest headaches to operators, so any six-wheeled tipper that can deliver better than 31.4lit/100km (9mpg) along with fast journey times is worthy of close scrutiny.
Ford promised one earlier this year, in the shape of the Cummins LT10-engined Cargo 2424, and now Iveco Ford has delivered the goods.
It has the best performance of any 6x4 that we have tested so far but falls some way behind its competitors in terms of price and payload potential.
The Cargo 2424C is not short on appeal to both drivers and the public in general. Its penny-pinching ability may well turn the heads of tipper men who have a stable outlook and are normally faithful to their chosen marques.
El by Bryan Jarvis E pictures by Peter Cramer