AlI in all, 1998 was a pretty varied year for
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Ors adtesters; we encountered a mixture of practical eet machines, specialist wagons and some downght strange vehicles. We tested relatively few topeight tractive units, but those that did come along ere corkers, including Volvo's new FM, a fleet-spec nia P114 and a new record-breaker: ERF's Detroit esel-powered EC127. The trend towards better fuel nsumption continues, despite emissions legislaon, while ever-improving drivelines and cabs mean at drivers have never had it so good.
We also tested a couple of remarkable machines: Iveco EuroStar with ZF's AS-Ironic gearbox, and 1 exceptionally well-sorted ERF drawbar outfit.
The tipper group was rather more coherent, mprising three 6x4s and an BO, In fact. Hino's six d eight-wheelers use the same driveline: can one ze fit all The other contenders were a bread-andter model from MAN and a more powerful Scania. Coming down the scale to the 7.5-tonners, we
We came across an unusually wide range of pickup trucks and off-roaders too, with standard 4x4 pickups from Toyota and Tata. a double-cab 4x4 from Nissan, the latest incarnation of the G-Wagen (now badged as a Steyr-Puch) and the mighty Ford F250, which is 21ft of all-American iron.
Against that lot, the panel vans we tested looked remarkably conventional. The latest version of the Fiat Ducato fought it out against the LDV Convoy, the Volkswagen L135 and two variants of the new Renault Master—a vehicle with a hell of a lot riding on it.
Renault also figured in our group of smaller vans. The Kangoo is an inventive (some would say bizarrelooking) high-cube van, not obviously based on a car design. It was up against heavier models from Citroen. Hyundai and Vauxhall.
As for the rest, it was a diverse group of roadtests, featuring vehicles from the Peugeot Boxer crew-cab to the Scala Frontline municipal chas ONCE AGAM WE HAD A MIGHTY STRUGGLE to winkle test vehicles out of the manufacturers demo fleets and ended last year with just a handful of tractive units and a solitary drawbar. This left us with little option but to lump them all together and then look for our chalk-to-cheese star choice.
The group—four 4x2s from ERF, Iveco Ford, Scania and Volvo; an MAN twin-steer; and an ERF 6x4 prime mover— offered power ratings ranging from the Scania P114's 335hp (250kW) to the Iveco EuroStar's 462hp (344kW).
We were well impressed by the drawbar rig, which came straight out of Entwistle's Lancashire-based fleet and workshop (the owner also bun the bodywork and trailer). The double-drive ERF gave our tester a relaxed and pleasant drive but it fell behind the main group, due mainly to low gearing.
With 41 tonnes in the offing it seemed timely to test MAN's 22.403 FVLT twin-steer. As usual we appreciated the sumptuous Roadhaus cab and the mighty performance of the 12litre engine, but the 6x2 struggled under Its inevitable weight penalty and it trailed the others on fuel economy and baseline price too.
To say we were impressed by Iveco's EuroStar-cumEuroTronic is a huge understatement—our tester was taken aback by its sheer driveability. We had one or two reservations about the cab, and its fuel efficiency was nothing to write home about either. But matched to the powerful 13.8litre six-potter, the ZF-based semi-automatic transmission seems a real advance pity about its .C3,000 price tag.
Considering the Scania P114's relatively high specification, which included standard EDS and disc brakes all-round, the day-cabbed 335hp 4x2 sets a pretty tough target. Yes, the 10.6-litre engine seems a bit on the smallish side compared with the other 38-tonners tested, but it's torquey enough and extremely fuel efficient. Its strictly fleet trim certainly helped bump the Scania to the top of its class on payload, but we thought the P114.3 an excellent value-for-money package. That said, our eve tual Testers' Choice was clearly going to be either ERF's let Detroit-powered offering or Volvo's FM12 380hp newcom both of which were strong on productivity.
At 24,950kg the FM12 has one of the highest payloads in i class, while its new 12.1-litre 012C engine gave a frugal h powerful account of itself. We were also impressed by the w Volvo's latest engine brake performed, and had nothing h the highest praise for the unit's foundation brakes which h it stopping on a tanner and with hardly a twitch.
The FM12 380 may be a little bit high on basic price b we've little doubt that this model is destined to become one Volvo's best-selling fleet machines.
However, ERF's Detroit-powered EC tractive unit takes t laurels, and for all the right reasons.
Although the EC127 Is 590kg heavier than the Scania P11 and 480kg more than the FM12, the ERF's 430hp (321kW) 12. litre Detroit Diesel Series-60 engine snatched the 1998 record from the Cummins M11-380 ERF, and at a very h' overall average speed too, sending it to the top of the class productivity. Its two closest competitors, from Scania Volvo, are much newer models, but our tester liked the w the ERF handled, the efficiency of the standard three-s Jake brake on steep descents, and the hushed atmosphere the roomy Olympic cab.
Add to that a far cheaper basket of parts, reasonah priced contract maintenance and a very competitive bas price and the ERF managed to edge ahead. Our choice? Detroit engined ERF EG127.44,51—but only by a whisker.