L ES S F or most engine manufacturers the move to Euro-2 and
Page 13
Page 14
Page 15
If you've noticed an error in this article please click here to report it so we can fix it.
Euro-3 meant higher power coupled to an increase in engine capacity. Iveco took a different tack and decided to squeeze more power from the same capacity while making its engines more fuel-efficient to meet the strider emission standards coming into force.
To achieve this Iveco took the radical step of applying variable geometry turbocharging (VGT) to a large CV diesel engine for the first time. The principle was not new but had previously been the preserve of small, high-performance car engines.
Iveco's first engine to be improved in this way was a 7.8-litre Cursor 8 unit, as used in the EuroTech tractor, with ratings from 266hp for operations at 32 tonnes and above. Electronics and VGT helped produce a massive maximum power output of 352hp, which gave an overlap with the least powerful of Iveco's 9.6-litre engines. This seems all the more remarkable as only a few years before Cummins, with engine life in mind, had set the limit of development for its to-litre engine at 35ohp.
While Iveco is recognised throughout the world as a leading vehicle maker, with a range extending from 2.8-44 tonnes, it is less well known as one of the world's largest producers of diesel engines over 7ohp, so perhaps we should take more notice of the advantages claimed for VGT.
Conventional turbochargers, introduced on CVs in the mid-seventies, give their best over a fairly narrow rev range so the boost-aiding performance at low revs was relatively poor. Electronic engine management originally only controlled the volume and timing of the fuel injection but here it also manages the VGT, varying the size of the turbine's air intake to increase power and enhance the level of torque dramatically over a much wider rev band.
It was originally intended that the Cursor 8 would be specified on a lightweight tractive unit rated at up to 38 tonnes but the launch
W Waugh Road Services has been in business for more than 30 years; MD John Arkk took the company on about 15 years ago. The general haulage fleet grew to more than Go vehicles at one time but has now settled back to 44, and they're all running profitably. Arkle had previous experience of Fodens and Seddon Atkinsons while running a distributorship and since he has been in the haulage side of the business he has tried most other makes of truck.
"We have settled mainly on MANs and Ivecos," he reports. "MANs are very good hard working trucks. With the F2000, fuel consumption in the past was not so good but it is much better now and even better with the new generation of TG-A. Around 36 of our trucks trunk from one end of the country to the other. What we need most of all is good back-up at dealer level and we get super aftersales service from North East Truck and Bus who supply our lvecos.
"Some we had with the 345hp 9.5-litre engine in the past started off well on fuel but quickly dropped away to below the average for the fleet. Just over 58 months ago we tried out a EuroStar demonstrator with the new Cursor so engine. It was rated at 43ohp and came with the Eurotronic transmission, which the drivers think is superb.
The big, high-roof cab has double bunks and all of the facilities they need. We've taken delivery of one a month for the past 18 months. Half of them we purchase and the others are on a five-year lease which gives us known, fixed operating costs without the worry of residual prices or disposal.
"They are covering s6o,000km a year. All are running on six axles with twin-steer tractors in front of high 16ft trailers. The average fuel consumption across all rg vehicles is 8.1mpg and they run laden for most of the time. At 45 tonnes gross we get a payload of 25.7 tonnes.
"We have had one engine failure—we were down south and a piston packed up. We were towed in within a couple of hours. There was not a replacement engine in the country so one was flown in. We were given a replacement vehicle until ours was delivered back to us, six days later.
"The transmission has never given us a spot of trouble and it makes the truck very Olaxing to drive. We don't specify a transnifission retarder but it does have an engine brake. It can be a help in hilly terrain but 1 i 's not very impressive—nothing matches
1. p to the Jacobs brake for me. Air suspennon gives a good ride and is never a problem. Sometimes a light flashes up on the dash and the driver stops to check it out in lie book and then is usually able to carry T.. On our next one we may have a look at al lift axle for the second steer. I think it could save us a bit of tyre wear." N coincided with the increase in maximum weight With a 40-tonne rating the new engine was going to be hard pushed to work at that weight in the UK Fortunately, Iveco followed the Cursor 8 with the to.3-litre Cursor TO engine, giving more power and still more torque, but it is still considered a lightweight among mostly 12-litre units offering similar power. When it was announced in October 19 99 it was nominally rated at 390 and 43ohp for Euro-2 and last year the Euro-3 model arrived, rated at 400 and 43ohp. Hard on its heels came the Cursor 13 engine at 380 and
ohp. Initially it has only been available in the EuroTrakker eight-wheeler but no doubt it will be included in Iveco's line-up of new tractors-due to break cover any day now.
Taking rohp/tonne as an industry yardstick, 35ohp would be scorned by many operators as not powerful enough to move even a two-axled tractive unit at 40 tonnes, but Cursor 8 has proved itself up to the job in selected applications. Meanwhile, the 430hp Cursor TO is proving a more than acceptable option, not least in terms of fuel economy with top weight operators.
miry Bill Brock RECALLS
The Vehicle inspectorate has issued the following recalls for safety related items on the EuroTech and EuroStar from 1999 onwards:
iu Sept 1099: Eurorech automatic engine brake may cause rear wheel to lock up on unladen vehicles not fitted with ABS.
• AprIl 2000: EuroTech and EuroStar tilt cylinder bracket may fail and cause cab to drop.
III 26 April 2000: EuroTech and EuroStar brakes, possible imbalance due to the fitment of an incorrect brake cylinder.
III 30 May 2001: EuroTech rear brake calliper retaining bolts may have been under-torqued.