EuroTech takes to the road
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• Iveco's new EuroTech trucks (CM 7-13 May) will be phased in over the next two years from this October. They are to replace the TurboTech heavy truck range above 16 tonnes.
The line-up will include 180E34 and 180E38 rigid drawbar chassis in addition to 400E34; 400E38 T/P; 400E42 TIP 4x2; 400E34 TX/P and 400E38 TX/P 6x2 tractive units — but the inconsistency of the designations could lead to some confusion.
The first set of numbers, ie 180, relates to the gross solo weight for the rigid chasis, but 400 indicates the gross combination weight for tractive units. The second set identifies the power output in horsepower; T is for tractive unit and P for air suspension at the rear, while the X indicates that the unit has three axles.
The EuroTech cab panels are pressed in Italy but assembled at Ulm, Germany and Madrid, Spain. The 17-tonne rigid replacement for the Iveco Ford Cargo and Seddon Atkinson's new 17-tonnner are also expected to use this cab, which bears a strong family resemblance to the smaller EuroCargo cab, but in fact only the doors are corninon to both.
At 2.28m it is slightly narrower than a full-width model, but the sleeper versions allow sufficient room inside for a 2m bunk. There are four versions to choose from — two short cabs with low or high roofs and two long cabs with low or medium-height roofs.
The use of some SMC panels in the cab, aluminium fuel and air tanks, an alloy gearbox and a stronger but thinner steel chassis contribute to weight savings of up to 450kg over the current TurboTech model.
ZF 16S-151 16-speed rangechange synchromesh and Eaton TS 11612 12-speed constantmesh Twin Splitter transmissions are offered with the new 9.5-litre engine (CM 26 March-1 April) rated at 257 and 280kW (345 and 375hp). The stronger 16S-220 and TS 13612 gearboxes are matched to the 13.8-litre engine rated at 313kW (420hp).
We were able to try out the EuroTech on a 180km round trip from Istanbul, Turkey across the Bosphorous.
The three steps start low and make access easy. Grab handles just inside the doors are well placed where they will be used for support in preference to the door trim. The grey plastic interior trim looks hard wearing and is certainly more robust than on the TurboTech predecessor. The centrally located document box, for example, is designed to be stood upon, which it inevitably will be if the bunk is used. The fully adjustable air suspended driver's seat is fitted with seat belts and is complemented by a steering column which allows the 500mm steering wheel to be raised 80mm and tilted through an 18° arc.
Slightly lower gearing on the ZF 8098 power steering system makes the wheel easier to turn and cuts nearly 2m from the TurboTech's kerb-to-kerb turning circle.
Iveco appears to have taken a conscious stand against the dogleg binnacle and fascia. The result is easier movement inside the cab.
The main light switches are separately mounted on the centre console.
Pedals are all the same height, and are as low as any we have encountered which makes them particularly convenient. The new 406/431mm pull-type clutch is easy and smooth to operate while the braking system, incorporating front discs and larger rear drums, is just as progressive as in the past.
The stubby park brake lever, located on the engine cowl, is accompanied by a second hand control in the 400E42 which operates the trailer brakes.
Turkish roads, like the traffic that runs on them, are erratic. Our route included some long downhill drags as well as stiff climbs. The larger engine's power was certainly an advantage up hill, but the high torque of the smaller units allowed them to hang on well and they often needed only one lower gear.
Engine braking was slightly more effective with the larger engine, but both needed the assistance of the gearbox to obtain worthwhile retardation. Neither transmission was difficult to use, even with the stick on the right, but we fancy the Eaton box is slightly quicker and it can be used without the clutch for almost all changes.
The cab's four-point mechanical suspension, supplementing the chassis' road-friendly steel suspension, tended to shunt slightly back and forth over rough roads on the 4x2, but on the longer 6x2's wheelbase it seemed impervious to all but the very worst road conditions.
With the electrically controlled window closed against the hot Mediterranean weather the ventilation system kept the interior comfortably cool and the insulation also suppresses noise levels to a claimed 70dB(A) at 80Icm/h.
The EuroTech is substantially better finished than earlier Iveco models, but Iveco Ford still faces an uphill struggle to overcome UK market resistance to heavy trucks from that particular stable.