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Trying to cover most bases
Page 16
Page 17
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The new Eurocargo range is about to get out and about on the UK's highways, so we grabbed a drive to see if Iveco has all the angles covered.
Words: Colin Barnett BY THE TIME YOU read this, the first customer examples of the new Iveco Eurocargo will be getting entered on to Swansea's computer.
So. just in the nick of time, we've had our first drive in a range of full UK-spec vehicles. As before, the range covers every angle in the two-axle rigid sector, from 7 tonnes to 18 tonnes GVVV.
Nee° has managed to find no less than nine weight ratings between those points, including some we can never foresee being sold, such as the 7-ton ner. Powering these examples are nine engine ratings, all dispensing Euro-5 emissions, courtesy of SCR.
The four-cylinder Teeter 4 comes at nominal 160 and 180hp ratings. the latter with two torque ratings for each side of the 12-tonne mark. The Tector 6 uses its extra pair of cylinders to produce 220, 250, 280 and 300hp ratings. But whichever one you go for, you get one of a range of ZF Eurotronic six-speed automated manual boxes as standard. You can specify a five-, sixor ninespeed ZF manual.
Iveco says the new Eurocargo will cost about 10% more than the equivalent outgoing models, half of which covers the gearbox fitment. The cab has been subject to a complete makeover inside and out.
Stratis theme Outside, the front panel follows the Stralis with an increased space for operator livery, and this theme is continued inside, with many of the big tractor's features being handed down.
Our journey involved going from Coventry across to Stow-on-the-Wold, before switching vehicles and heading south to the A40 at Burford, returning via Oxford and the M40.
For the first leg, we went straight to top weight and a 250 18-tonne box van, running at about 14 tonnes. The first impression really was of a baby Stralis, because it shared so many design features. Sitting at the wheel proved a mixed bag.
While a great seat and fully adjustable steering column made for an ideal driving position, even with only two pedals to accommodate, the footwell was still cramped, and, after a few miles, the contact between door pocket and right shin became a distraction.
More positively, the park brake is still on the engine cover, but far enough forward to be easily reached, and the trio of grey rocker switches that control the transmission are also close at hand.
On the move, the ZF gearchange was as sweet as you'd hope, helping the 248hp to gain speed smoothly.
The full-air, all-disc brakes were not just effective, but had a surprisingly high level of feel. Handling through the twisty Cotswold roads was exemplary, only restricted by the Eurocargo's only significant dynamic downside. The steering is geared such that even going straight ahead at a roundabout involves a high degree of arm twirling. Iveco puts this down to the type approval requirement for the steering to function with a dead engine.
Satisfaction
The two-stage exhaust brake was effective, and was intelligent enough to realise that if you then touched the foot brake, you wanted more stopping power, so it changed down a couple of gears to maximise retardation.
For the inbound run, it was essential to try the mass-market 75-tonner; we chose a 160 tipper lust to be different. Apart from asphalt-tolerant vinyl seats, it still had a high enough level of equipment to satisfy the average driver.
One feature we hadn't bargained on, though, was the 5.125:1 final drive ratio. Combined with the auto box, it seemed to romp from zero to limiter in three seconds flat useful in traffic, but no help to economy. The only time the transmission failed to impress was when rolling to a stop then asking for drive in a hurry to make a gap in the traffic. There was a noticeable delay.
The four-cylinder engine had a much gruffer sound than the six, and also featured a rather musical turbo. I