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Power for power's sake?

23rd April 1983, Page 56
23rd April 1983
Page 56
Page 56, 23rd April 1983 — Power for power's sake?
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lveco's 190-38 tractive unit looks ideal for heavy-duty work. Bill Brock examined it before it went on display at the Turin Show this week

IVECO brought its powerful 190-38 tractive unit into the UK for the English Commercial Vehicle Show last October. Since then demand has not been overwhelming with only nine sold up to now. However, lveco has now introduced a limited special edition.

In standard form this model is listed at £29,500, but I understand that this is just the starting point from which negotiation on price begins. The 190-38 is plated for 44 tonnes gcw. It is equipped with a Fiat watercooled V8 engine which has an output of 280kW (381 bhp) at 1,900 rpm to give 7.37kW/tonne (10 bhp/ton) power-to-weight ratio at the new maximum weight.

This is more power than is produced by most European vehicles but the torque rating is even more impressive; 1,650Nm (1,2171b ft) at 1,200 rpm remains almost constant between 1,100 to 1,400 rpm.

The vehicle's performance rating should make it an ideal choice for heavy-duty work. Indeed, lveco recommends that only a modification to the spring park brake is needed before it is used on special types up to 59.04 tonnes. Later this year a threeaxle version of this model will be introduced with a lifting rear axle for operation at 38 tonnes.

In standard form it shares many components with other models.

The limited edition special 190-38 is the centre-piece of the Iveco stand at the Turin Show this week. Already three vehicles have been sold, priced at £2,500 more than the standard model.

What do you get for your money? First of all it is available only in left-hand-drive form, so it must be looked upon primarily for TIR work.

The cab is painted red and the chassis and components silver. A roof-mounted spoiler, incorporating a name-plate and below-bumper air dam housing a set of four spot and fog lamps, will assist in some financial benefit through reduced fuel consumption. This is already improved by engine turbocharging and the fitting of a Viscostatic fan.

The air-flow equipment was developed by Iveco engineers using information gained from wind-tunnel experiments. Located on the roof and nullifying some of these benefits are twin Alpine horns supplementing the vehicle's original audio warning equipment.

Also on the roof, a pair of aerials serve a radio receiver and CB outlet.

Two vertical stacks, one for each bank of cylinders, stand erect behind the cab like chromium-plated rockets ready for launch. The air intake, piped to above cab roof level, is said to have no effect upon the performance of the engine despite drawing air from a low-pressure area.

Plastic louvres cover the bunk windows to the rear of the doors. The wheels are adorned by chromium trims. Above the passenger door, a kerb mirror will be of minimal benefit on British roads but may be of more use on the Continent.

Chromium-plated grab handles fixed behind each of the doors are superfluous as those of the standard specification are perfectly adequate.

Along with the suzies, a rearmounted coupling lamp is a useful addition where night drops and trailer collections are to be made. To the front of the vehicle each of the headlamps are fitted with a wash/wipe facility.

Extra locker space is provided inside the cab through what was the centre rear window, and doors and facia have a better than standard level of trim.

Above the header rail a plug-in radio connects to the speakers on either side. The Italian CB set originally to be included in the pack did not comply with British regulations.

An air-conditioning unit is installed on the front of the engine hump, and it Has a cooler section just large enough to hold the odd bottle or two of champagne.

The centre console can hold a clipboard and keep paperwork safe. There is also a map light and a wander lamp for night

time inspections.

Other extras include sunvisor above the side windows and couple of additional cushions fa the twin bunks.

Entry to the cab is good; tw steps, with the grab handles i the right places.

The air-suspended driver's seE could be easily adjusted to th optimum position. The steerin! wheel, too, was adjustable fo height and rake.

A multimesh Fuller 13-spee range-change splitter gearbo claims to give adequate gearin to climb a 1-in-2.2 gradient an allow a top speed of 107 km/ (67 mph).

The gear shift, with a four-or four pattern gate and split on th top set, gave a short positiv movement ensuring a clea selection.

Despite being unladen, th 190-38 gave a most comfortabl and level ride. The brakes on th tractive unit were easil controlled without any hint c the wheels locking even on WE roads.

The French made JeagE tachograph was noisy and, as fi as changing charts, awkward placed at the end of the fac shrouded by the steering wheel A headlamp leveller which ca be used to counteract the effect of spring deflection was one c the nicer touches included in th instrumentation.

Individual gauges indicate th level of air pressure to front an rear axles, oil pressure, fuel an temperature while less im portant functions were covere by a bank of warning lights. Thi had a test circuit so that ever) thing could be seen to b working before starting out.

Corner air deflectors failed t keep the rear view mirrors fre from rain but seemed to achiev better results in keeping th sides of the vehicle clean. Heat( elements were not man enoug to dry out the wet reflectiv surfaces.

While unable to make judgment on the pulling pow( of the engine, I think it has all ( the ingredients which make machine easy to drive. Wheth( additional features are eith( necessary or desirable must left for the owner-driver I decide.

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