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14th August 1997, Page 21
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Which of the following most accurately describes the problem?

Keywords : Fiat, Eurotech, Iveco, Tractor, Truck

AGAIN

There's never been a new truck made that didn't have some teething troubles, and Iveco's EuroTech is no exception. However, Iveco Ford has worked hard at answering operator criticisms and reckons its latest Euro-2 tractor tackles their complaints head-on. We tested the 400E34 to find out.

The arrival of a new truck invariably provides a healthy kick up the derriere to any manufacturer's registration figures. But wise hauliers prefer to let someone else find out what's wrong with the latest 38tanner before shaking hands with a salesman. For no matter how hard truck engineers say they've tested their product, it's only when a vehicle gets down the road that teething problems start to appear.

So it was with Iveco's EuroTech. When it arrived in 1993 the 'Truck of the Year" swiftly helped Iveco Ford boost its sagging tractor sales—helped by some irresistible deals to big fleet buyers. Then came the teething troubles: cracked windscreens, problems with front discs and complaints about build quality. All things to irritate existing users and turn off potential buyers.

To the credit of the folk at Watford, Iveco has made several changes to the EuroTech since its original launch which should tackle

those complaints head-on. Couple those revisions to the advent of Euro-2 legislation and 3 you'll see why Commercial Motor was keen to roadtest the EuroTech again around our Lg Scottish test route. Mind you, we were surprised to be offered one at 340hp. Are opera)i tors buying 340hp 38-tonners nowadays—especially after recent CM road8 tests? So far the only Euro-2 tractors to break the magic 8mpg barrier have had 380 or more horses and engines of 11 litres plus. So where does that leave the 400E34 with its humble 9.5-litre straight-six and a mere 340hp?

According to Iveco Ford, quite nicely thank you. For although the 380hp EuroTech is by far the most popular version, the 400E34 still manages to account for more than a third of all EuroTech sales In 1993 we reckoned the EuroTech had a bright future. Four years on, have the hard lessons learnt out on the road improved its lustre? • PRODUCT PROFILE Several improvements have been made to the EuroTech since its UK debut. These include the adoption of redesigned front brakes with new ventilated discs and calipers, while its cab suspension has been reworked to give a better ride. Revised cab mountings provide greater undercab clearance, too.

Air-suspended tractors now have ECAS on the drive axle while across the range there are new hub seals, a smoother gear linkage, upgraded compressor, batteries and alternator and a thicker windscreen. The '97 EuroTech also boasts an improved cab interior and several other tweaks that make it more driver and operator-friendly.

At the heart of the 400E34 there still beats the charge-cooled 8460 TCA Iveco six-pot. But for Euro-2 it has increased injection pressures, reshaped combustion chambers and revised injectors. The good news is that it's still mechanically controlled and has suffered no significant loss in its power (340hp) or torque (1,450Nm) outputs, delivered at 2,200 and 1,200rpm respectively.

The EuroTech's previously standard Eaton 12-speed Twin Splitter box has given way to ZF's 16-speed Ecosplit synchro transmission. Behind that there's a Rockwell S160E/1 hypoid back axle with a standard ratio of 3.42:1, giving a geared speed of 77mph, albeit limited to 56mph.

CM's test tractor was unusual in having air on both axles. The airsprung steer axle is on trial with Iveco Ford with the aim of using it on a range of special low-height and cartransporter tractors and rigids. The single-airbag setup (costing around £700) comes with conventional leaf-springs, shock absorbers and an anti-roll bar.

The other notable deviation from the standard 340hp EuroTech spec was the inclusion of the twin-bunk medium-roof MP cab. This £964 option not only provides more headroom (1,153rnm over the centre console) but also extra storage space.

With alloy wheels and a full 600-litre tank the 3.8m tractor tipped the scales at 6,9 tonnes—identical to the steel-sprung, Cummins M11-powered Strato 340 which CM tested last November.

• PRODUCTIVITY Three years ago Iveco's head of engine engineering, Giovanni Biaggini, warned operators that Euro-2 could increase fuel consumption. We're pleased to prove him wrong. Around our three-day route the latest EuroTech 400E34 delivered an impressive overall figure of 7.82mpg: more than 3% up on the old Euro-1 model. As our comparison chart

shows, that puts it at the top of the pile when set against Euro-2 tractors of similar engine capacity or output tested by CM On the long M6 drag up to Gretna it delivered over 9mpg and over the gruelling A68 it managed 5.39mpg. While its final easy A-road and tough motorway figures are nothing to write home about, throughout most of the third day we were battling against strong side and headwinds which also offset any advantage the EuroTech might have had running with a lower height trailer than CM's own triaxle Fruehauf.

A frustrating cocktail of heavy motorway traffic, abnormal loads (twice) and gridlock in Edinburgh clobbered our average speed although the EuroTech has nothing to be ashamed of, as its hillclimb times show. However, if you're looking for a tractor with more go you'll probably be buying one with more than 340hp on tap.

Payload-wise the EuroTech sits in the middle of its rivals, matching the Strato 340, beating the MAN 18.343 but falling behind the Volvo FL10-360, • ON THE ROAD Your average 400E34 EuroTech buyer is unlikely to be running at 38 tonnes all the time. But if they are then its driver will have to be prepared to get the whip out to the 9.5-litre engine.

Over normal terrain the little six-pot pulls surprisingly well, especially at around 1,5001,60Orpm, which is smack in the middle of the green economy band. Indeed with conscientious use of the splitter you can happily drive it within the 1,400-1,600 sweet spot without compromising performance.

Despite its modest power, once you're up on the limiter it trundles along nicely on the motorway although we needed to drop a gear to beat Shap, while a 400hp tractor would probably take it in top.

But when it comes to tough hills, or when pulling out in busy traffic, you've got to keep the engine spinning and the revs up at around 2,200rpm if you're to make any progress. Don't bother letting it lug below 1,100rpm if you want to keep going forward. Conversely, the only time the exhaust brake shows any sign of doing anything is when you rev up to 2,500rpm. Otherwise it does sweet FA.

Over decent road surfaces the EuroTech's ride is smooth, roll-free and, for an all-air tractor, reluctant to wallow. But when the surface starts to get a bit rougher a fair amount of road shock comes up through the front end and the steering column—a criticism we've levelled at Leyland Daf's 85 Series.

Our test tractor also suffered from a knocking noise from within its column whenever we hit a bump. Something was obviously out of kilter with the system, which has three LIJs to keep properly aligned and greased. That said, overall we appreciated the EuroTech's light, precise steering and we also liked the biggerthan-average wheel.

In the past Iveco tractors have taken some stick over interior noise levels but the EuroTech was well on a par with its rivals in this respect. A double-H shift pattern may not be everyone's cup of tea but the ZF box proved slick and quick with generally acceptable shift loads. Iveco's work on shift quality has paid some dividends.

• CAB COMFORT Access into the EuroTech is easy thanks to the deep, well-placed steps and grab handles. However, getting across the cabin is more of a struggle; one obvious drawback of its low mounted cab. The predominantly dark-grey interior trim is sombre but definitely fleet friendly and shouldn't show the dirt.

Visibility from behind the wheel is good. The mirrors are solidly mounted and out of the way when you're coming in to roundabouts. The steering wheel adjusts to suit and the controls are generally well placed, although the indicator stalk and lights lever are still too close together.

But what really endeared us to the EuroTech was its air-sprung lsri driver's seat. Our test route includes some pretty bumpy sections, and in terms of providing support for the driver's back and neck it was one of the best we've encountered for a long, long time. The seat squab looks a little thinner than some, but we had no complaints in that department either. A nice pull-forward headrest completes a comfortable package.

Bread-and-butter fleet tractors aren't renowned for their storage capacity. The EuroTech's MP cab isn't too bad in this respect, but why doesn't Iveco offer the option of a single, high-mounted bunk in the MP cab (as in the 85 Series), in place of twin bunks to provide even more luggage space to one driver on long-distance work?

Our overall impression of the latest EuroTech interior is that it addresses previous

criticisms of Ivecos being "plasticky and rattly". Ours seemed well screwed together and, in its use of plastics in the dash, no worse than the competition.

• SUMMARY

Two words sum up our encounter with the EuroTech: pleasantly surprising. A classic example of reality not matching mythology. Clearly Iveco has had problems with EuroTech in the past but, if our results are anything to go by, the strength of its driveline remains undiminished. As a no-nonsense gaffer's motor the 400E34 offers good economy, good productivity and good driveability. But you may have to lose some preconceptions if you're to find that out.

You probably won't be buying a 340hp EuroTech for round-the-clock 38-tonne work. Its appeal will be with operators needing a lightweight, modestly powered trunker running between 28 and 36 tonnes with the occasional top-weight job. On that basis it will certainly deliver the goods.

At £77,770 the EuroTech doesn't look particularly cheap but right now a published list price is no indicator to what you'll pay. Whatever you pay includes an attractive maintenance package under the company's Millennium scheme.

Some question remains over residual values, never the strongest suit for Iveco tractors, but if Iveco Ford keeps on improving their trucks there's no reason why re-sale values shouldn't rise too. After a break of four years we've noticed the changes in the EuroTech. So will operators-if they give it a go.

by Brian Weatherly

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Locations: Edinburgh

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