UK EuroTech at last
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• Iveco Ford has launched its EuroTech range in the UK, some five months after the planned October launch.
Spearheading the range are tractive units up to 38 tonnes GCW: it will eventually include 32-tonne GCW lightweight tractors, solo rigids, drawbars and tippers.
EuroTechs will be sold through 46 TFT heavy truck dealers, with a further 35-40 dealers and service outlets handling parts and maintenance. Iveco has invested heavily in after-sales service; the range is looked after by 14 regional parts stockists.
Same-day delivery is part of the VOR service, which includes a 21:30hrs deadline for next-thy delivery Iveco Ford will phone EuroTech buyers every week for the first three months to check on truck performance and dealer service.
A choice of 7.7, 9.5 and 13.8litre engines offer power outputs from 196kW (263hp) to 350kW (469hp) for the EDC-equipped 13.8-litre model. They all meet Euro-1 emissions limits.
There are also three gearbox options: 7.7-litre models come with an Iveco 2895.9 nine-speed box; all other models have a choice of Eaton's 12-speed, constant-mesh Twin Splitter or ZF's 16-speed, synchromesh Ecosplit. The Eaton semi-automatic SAMT is offered as an option on Twin Splitter models.
IFT originally planned to offer ZF AVS automated gearboxes too but dropped that choice to develop its own two-pedal automated manual system, similar to Volvo's Geartronic.
The October 1992 launch was delayed by a redesign of the EuroTech interior: 600 components were changed in four months following its debut in October 1991.
CM has driven a 400E 341 4x2 tractor with 13.5m trailer loaded to 38 tonnes GCW. It was fitted with standard all-steel suspension—Iveco offers rear air or front and rear air as options.
Other options on our test vehicle included the twin-bunk medium-roof sleeper cab and Eaton Twin Splitter box.
Driving position is comfortable with air-suspended seat, a steering wheel adjustable for height and reach, and a well-designed dash. On the move, the EuroTech is impressively quiet with well suppressed engine noise; the greatest source of noise was wind around the high-roof cab.
For a comparatively small engine pulling 38 tonnes, the 9.5litre block ha .s plenty of torque on tap. The long Stokenchurch hill on the A40 didn't present the EuroTech with much of a challenge, showing that it could lug down to around 1,100/1,200rpm cleanly with none of the the rough vibration found on some rivals at low engine speeds.
We experienced one problem with the engine, however. The pipe between turbocharger and charge-cooler became detached at the turbocharger end, leaving us with a loss of power. Iveco Ford assures us that the UK model design has been modified to prevent this happening again. Nine other EuroTechs were in use on the same day and none of them displayed the same problem.
Ventilated front disc brakes are fitted as standard, providing powerful and progressive stopping power. The exhaust brake needs a healthy shove to bring it into operation but, combined with a downchange or two, it offers reasonable retardation downhill.
Despite the air-suspended seat the ride quality offered by the steel-suspended chassis and fourpoint coil cab suspension is not the most comfortable we have encountered. The optional air suspension on one or both axles should offer an improvement, but the standard equipment really ought to be better at smoothing out the bumps.
Iveco has already sold up to 400 EuroTechs in the UK and has staked a great deal on its success. The 400E 341 is the premium fleet model and it is well equipped to take on the opposition with a pleasant environment for the driver with good visibility, low noise levels, good performance and braking.
Its success will depend on fleet orders, however, and whether the fleet engineers can be won over remains to be seen.