Super middleweight class
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by Brian Weatherley
• When is a New Cargo not a New Cargo? When it's a Super Cargo. It's now three months since Iveco Ford unveiled its 17tonne middleweight (CM 14-20 January) and last week we spent some time behind the wheel of a trio of bodied chassis to see how they perform.
Super Cargo has been designed from the outset with the weightconscious UK market in mind. Unlike Iveco's equivalent continental 18-tonner, which comes with the larger, heavier EuroTech cab, Super Cargo uses the same cabin as the 7.5-tonne New Cargo—albeit mounted higher, with a deeper bumper and loftier seating position.
The six-cylinder 5.86-litre Iveco engine powering the Super Cargo comes in three ratings, from the municipal-minded 110kW (147hp) to the 167kW (227hp) version for long-distance operators. Standard gearbox is a six-speed synchro with the option of a nine-speed range-change.
Seven chassis With a choice of seven chassis, eight wheelbases (including two for tipper operations), two clutches, front disc brakes and air suspension for the drive axle, Iveco Ford is stalking the 17tonne market in a big way.
So how do they drive? Iveco Ford provided us with two boxbodied models and a tipper; all were fully laden and fitted with the optional nine-speed gearbox.
Our first taste was of the topof-the-range 170E 23S day cab. Access into the driving compartment is simple enough. The triple-step layout works well, although the low 330mm first step looks just a bit too low on the tipper. A wire-hung first step, like the one on the Maggie eightlegger, would be more practical for mud-pluggers.
Inside it's light and spacious and a repeat of the smaller New Cargo. Haulage chassis get an Isri air seat as standard with neatly installed inertia-reel seat-belts. The general layout of the dash and controls is fine although the two control levers on the left of the steering wheel should be further apart.
Visibility from the Super Cargo cab is good. Our only complaint is the mirrors; they're mounted too high and create a blindspot when you're rolling into roundabouts and tight junctions.
With 167kW on tap courtesy of its charge-cooled straight-six, the 170E 23S 17-tonner is an easy truck to drive. You can comfortably pull away in second gear without caning the clutch and skip shift up to six, revving below 2,000rpm.
The well-positioned double-H pattern gear lever was a little stiff, as you'd expect in a low mileage vehicle, but was very positive. The only criticism we have is that there needs to be more of a space between the five/six and seven/eight planes. But the nine-speed has well chosen ratios and is well matched to the Iveco engine.
The Super Cargo's handling is above average with anti-roll bars front and rear. The steering seemed positive and well weighted: only on the lower-powered box-bodied 170E 18S chassis was there any hint of vagueness in the straight-ahead position.
Brakes are progressive, although the exhaust brake button sits in a rather awkward position neither suiting the left or right foot. But few drivers will complain about the Isri seat which, while firm, is extremely comfortable.
Switching to the turbo-only 130kW (177hp) tipper we immediately noticed the difference in pulling power. The 170E 18K needed first gear more often for pulling away, as well as more revs to get the needle back in the green when changing up. The tipper's slower 5.13:1 back axle also made itself felt on the motorway. At the legal 60mph limit its engine was running at around 2,400-2,500rpm where it was noticeably noisy.
Hilly section Our last drive was in the similarly rated 170E 18S, again with a box on its back. Over a hilly section of the route it paid to change down early above 1,500rpm to keep up the momentum, where the Iveco engine was operating at its best; but the turbo-six is a willing enough worker.
Without any fuel consumption figures it's impossible to give an unconditional all-clear for the Super Cargo. But first impressions are of a driver-friendly truck which should have little trouble taking over the mantle of the old Cargo.