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his week's roadtest is unusual in that it centres around
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one component rather than an entire truck. That component is the latest Allison automatic transmission for light-to-medium
trucks, but while we were at it we gave its host vehicle. a 13.5-tonne Iveco Cargo, the full CM test treatment.
Heavy trucks are now well served when it comes to self-changing gears, with most manufacturers offering some impressive automated boxes, whether of their own design or proprietary units from specialist transmission makers. The van end of the commercial vehicle market also has a smaller but reasonable choice of autos as well, but the one sector that has so far had virtually no choice is the middleweight sector largely comprised of 7.5 and 12-tonne rigids, the very type used principally for urban multi-drop duties and which could benefit most from dumping the clutch.
In the past two years, long-established American auto-box specialist Allison has come to the rescue, with the Joao and 2000 Series range of five-speed fully automatic transmissions with epicydic gear-trains and torque converters, available through a growing list of chassis makers. Where these latest transmissions principally differ from full-autos of bygone days is in their use of adaptive electronic control which works in full co-operation with the electronic engine management systems of modem trucks.
The wasteful torque converter slippage of earlier designs is now virtually eliminated by the use of a lock-up clutch which, as its name suggests, provides a solid drive through the torque converter once under way in the higher four gears. The too° Series and a derivative of the 2000 Series, the zoo, also feature a pawl-type parking brake of the type found in conventional car automatics, but this reaches its design limit at 11,800kg GVW. The 2000 Series as tested has a capacity of 13,600kg, just tookg higher than the GVW of the Cargo.
PRODUCT PROFILE
In its latest Cargo -rector guise, lveco's best-selling middleweight range extends from just 6,500kg GVW up to 15,000kg, with enough options in between to cover most requirements. The Tector Euro-3 engine that names the range is Iveco's version of the four-valveper-cylinder European Engine Alliance unit, in four-cylinder, 3.9-litre and six-cylinder, 5.9-litie forms, all fuelled by Bosch common-rail fuel systems. Nominal power outputs range from 150 to 28ohp—this test features the t8ohp six-pot.
Our example is a brand new 13,3E18/P (the P standing for pneumatic°, or rear air suspension in English) and was very generously loaned to us in the week between leaving the body-builder and beginning its working life with AG Barr, makers of such well-known soft drinks as I rn Bru and Tizer. Its GVW oft3,5ookg gives it a useful payload benefit over the more usual 1-tonne rating, while keep
ing within the up-to-15-tonne VED break.
We should also mention AG Barr's choice body, the Don-Bur Slide-a-Side curtainsid which impressed us. Its sliding curtains we quick and easy to operate, and stayed complete flat even at top speed. Inside, the inward-slopil floor, movable mesh bulkhead and roof-hut webbing storage net all added to its well-dev oped fitness for purpose.
We're up against it rather when it comes establishing just how good or bad t Iveco/Allison combination is in comparis, with its peers. We haven't tested any I3.5-tonnc in recent years, and just the one Euro-3 tz-to ner, the MAN 12.185. We would never norma subject such a new vehicle to our test routir even if the manufacturers agreed! Howev considering that the Cargo's odometer had; reached four figures at the time of the test, ai that it was carrying are extra tonne-and-a-ha the figures don't look at all bad.
Around the mixed terrain of our Welsh h route, the Cargo achieved 12.5mpg overall, wi interim figures of 148mpg and rt,6mpg motorway and A-road sections respective Although 3.ompg worse overall than the sin larly-powered but lighter MAN, its motorw figure is much closer Only a controlled backback test between otherwise identical mans and auto vehicles will tell the whole truth, bu. is obvious that the fuel economy issue shot.; not be a deterrent to two-pedal operation.
Payload is another consideration, with t Allison carrying a weight penalty of around 52 compared with the Iveco's standard six-speed and rather less against the nine-speed optic The Allison also carries a chassis-mounted co ing pack, which steals a little bit more paylcg varying according to spec.
As supplied on an Iveco product, the Allis, transmission is effectively a dealer-fit optic D and as such, pricing is more than usually a matter for negotiation. We have, however, established that a cost of L6,700 is typical and is the one quoted in our data. Adding nearly 20% to the list price of the chassis is not something to be undertaken lightly, so the product dearly has to deliver something, and with largely fuel-neutral economy, that something has to be driver welfare, albeit mixed with some largely intangible benefits to driveline Life expectancy. This range of smaller Allison transmissions is backed by a three-year. unlimited mileage, full parts and labour warranty.
ON 11.11E ROAD
So, down to business. Just how much benefit will the driver enjoy for your seven grand? The first step in the driving process is the control quadrant, mounted in the same position as the standard truck's gear lever. The shift sequence from rear to front is 1-2-3-D-N-R, which is the same direction as most car automatic transmissions, but the opposite to many Allison installations which follow the fire service preference of pushing forward to go forward, and vice versa. Our choice is for the car-like option. but buyers can specify their own preferences.
Moving away from rest naturally involves a different sensation to a manual vehicle, with improved comfort immediately coming from the more linear acceleration compared with a series of distinct steps. Response from standstill is no slower than in a manual, with subsequent changes quicker than a manual and much less ponderous than some automated truck transmissions. The constant engine speed during acceleration makes the process feel slower than it actually is, however.
Throughout the up-shift process, the changes are as smooth as you would expect, and are perfectly matched to engine revs. Faced with a hill, downshifts happen right on the lower edge of the green band, and on down grades, the transmission is linked to the engine brake, giving an instant downshift to optimise engine speed. The adaptive electronic brain reacts swiftly to changes in throttle position, giving some measure of driver control, but the ability for the driver to hold on to a gear to deal with a situation that the transmission can't see would be a considerable improvement. In this installation, no dedicated kick-down facility is fitted, which would be another welcome refinement.
The only really negative aspect of the transmission as tested was experienced when running at the 40mph A-road limit, which coincides unhappily with the shift point between fourth and fifth ratios, causing the box to hunt up and down annoyingly. The driver's only realistic option is to cruise at a slightly illegal 42mph, but apparently, this trait can be programmed out.
Transmission apart, the Cargo proved a fine drive. The combination of steel front and electronically-controlled air rear suspension (ECAS) gives a firm but comfortable ride, with reassuring handling helped by having both hands on the steering wheel for more time than usual. Considering they were brand new and nowhere near bedded-in, the all-disc ABS-equipped brakes were very impressive in operation.
CAB COMFORT
It doesn't take a great clairvoyant to see that the Iveco Cargo in its current form is in the twilight of its life-cycle, but that doesn't mean that it's obsolete. Far from it, in fact, as the cab still offers accommodation to match much newer competitors. The only area where the cab really shows itself up is the quality of some of its plastics, as prone as ever to minor rattles and buzzing, and generally looking hard and uninviting. The cloth parts of the trim, however, are perfectly acceptable.
This distribution spec truck includes a fairly basic, non-suspension driver's seat, but apart from a rather short cushion and its lack of head restraint, it proved perfectly comfortable for two-hour-plus driving stints.
The passenger seat features two individually shaped places, complete with a folding arm-rest and a drop-down table-top in the centre seat's backrest. The seat-belt top mounts are fixed in one of two positions, with a i7mm spanner required for adjustment, but the top position set in the test truck was much too high for oi shape, annoyingly.
In its day cab form. the Cargo has plenty oddment space, including a net and a couple briefcase-sized bins on the rear wall, multi-cor partrnent door bins and a couple of good-siD bins above the windscreen, shared with ti Grundig radio/cassette and the spare aud housing. The glovebox, however, is no su( thing, being merely a fuse-box lid ruin table-to The Cargo's instrument panel is the famili flat affair with tachograph and rev counter, wi the usual smaller dials incorporating a dual-ne die air gauge. On the left of the panel are ext switches for the three-position engine brak heated mirrors, body light and the driver-pr grammable speed limiter, together with ti touch pad for the after-market Scorpion imm biliser. Most of the remaining switchgear is ( the three column stalks, two on the left for hea lamp dipping and for indicators and horn, al one on the right for wipers and the £185 crui control option.
SUMMARY
We had a early indication of this transmissh family's potential three years ago (CM 12 AugL 1999) when we tried an unladen Allison roc Series-equipped Daf 45 belonging to Ryder. I taken quite a bit longer than we hoped f Allison to get production fully ramped-up and get a fully working truck available for a prop test, but in the meantime a significant numb of the transmissions have entered service, ho in the rental and distribution sectors. While t daily rental operators are attracted by driver customer) appeal and report strong consum demand for the auto, hard-nosed hauliers ha to consider running costs too. Enough of the are joining the dutchless dub to indicate that f some operators, at least, the sums add up.
Other than the not-insignificant matter oft extra capital outlay, and subject to a little Ii tuning of the settings, we can find no reasi why any urban distribution truck driver shot have to change their own gears. The only qui tion is—quite literally the ten thousand dol one—how much are your drivers worth?
• by Colin Barnett