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THREE WAY SPLIT

8th November 2007
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Page 45, 8th November 2007 — THREE WAY SPLIT
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Tipper Light 2007 concludes with a selection of tippers rated at 6.5-7.5 tonnes. There's a 'proper lorry', a van that thinks it's a truck and two trucks built like vans.

Three approaches to a single goal... which one won the day?

Weleome to the second leg of CM:sTipper Light 2007; this time we review three 7.5-tonners and a 6.5-tormer. It's a sector once dominated by'proper small lorries', exemplified here by the Iveco Eurocargo. But now two other approaches are represented on the forecourts. Some manufacturers base their tippers on heavy-duty vans to achieve payloads that match a conventional 7.5-tonner but with a much lower gross weight:Ibis philosophy is represented here by the Renault Mascott 65-150 which, as its name suggests, has a GVW of 6,500kg.

The third way is the Oriental way, even if the vehicles are built in Portugal.The Mitsubishi Fuso Canter and Isuzu NOR are true 7.5-tonners but with construction methods (and kerbweights) more akin to the large vans. Which of the three ways is best? Read on... Bearing more than a passing resemblance to Iveco's Daily (they share a cab shell), this 6,500kg GVVV Mascott features a revised gearbox and braking system. It sits firmly at the heavy-duty end of the lightweight sector— the sales literature makes much of the truck-like chassis which is a key feature of a model line-up running from 3.5-6.5 tonnes GVVV with a choice of four wheelbases.

Our truck was powered by a 150hp VGT Euro-4 DXi3; the most powerful version of this four-pot turbo-diesel. It drives the rear wheels via a six speed ZF gearbox with fascia mounted shift which makes good use of the torque spread at 1,500-3,000rpm.

The cab interior reflects the ever-improving standards of comfort that cossets drivers of modern light CVs. The two passengers have plenty of grab handles to aid entry and exit while in this case the driver has the extracost option of a proper 'big-truck lsringhausen mechanical suspension seat. Comfort on our test model is further enhanced by optional extra airconditioning and a sophisticated radio/CD player.

There's a sensible storage basket under the dual passenger seat, plus the usual cubbyholes, overhead shelves and cup-holders.

Digital instrumentation includes many big-truck features, such as tachograph and temperature readouts. An optional onboard computer provides detailed downloadable information on maintenance checks and fuel consumption.

Braking is handled by an air controlled hydraulic system with discs all round and EBD (electronic brakeforce distribution), which senses where the most pressure is required in order to provide a properly controlled stop. The heavy-duty suspension necessary for this role is provided by single-leaf parabolics, telescopic shock absorbers and a front anti-roll bar.

Buyers can choose between a wide range of chassis and overhang lengths with four rear-axle ratios The driving experience in the semi-forward-control cab is akin to that of a fully fledged LGV, including a commanding comfortable driving position, cruise control 'on the button' and the option of a limited-slip differential (with a control mounted next to the handbrake) to assist progress over the tough terrain that tippers are likely to encounter. The beefy chassis makes the Mascott ideal for towing (it can haul up to 3.5 tonnes) while the high ground clearance and twin rear wheels will help keep the Renault out of trouble in moderate off-road conditions.

This little tipper has a decent turning circle of just 5.5m; its fitness for purpose is enhanced by a new, more powerful alternator as well as plastic front-bumper rubbing strips and mudguard surrounds. Service intervals are a commendable 40,000km.

The business end has a wide steel Aire body with dropsides and a ladder rack; it's raised by engaging a gearbox mounted PTO. The Mascott is well suited to the more arduous end of lightweight tipper operation where durability and strength are paramount,

The Isuzu NOR 7.5-tonner was fitted with the company's own 5.2-litre Euro-4 engine which produces 190hp at 2,600rpm with 513Nm of torque between 1,500 and 2,600rpm. It achieves Euro-4 with EGR and a 'Diesel Particulate Defuser'.

Power is transmitted to its dual rear wheels through a six-speed overdrive manual gearbox. The positioning of the gearstick might take a little time to get used to as its neutral position is unlike most others (it sits further to the right); however, after using it for a while this was no problem.

Isuzu is quick to point out that it has a market leading rear axle capacity of six tonnes, allowing a respectable payload. The rear suspension comprises parabolic alloy steel leaf springs with hydraulic double acting telescopic shock absorbers and an anti-roll bar; up front the NOR rides on semi-elliptical alloy steel leaf springs, also with hydraulic shock absorbers and anti-roll bar.

The ride itself feels pretty solid, even when the vehicle is unladen, though it does f irm up to a more comfortable level once there's a load on board.

The NOR is fitted with disc brakes at the front with drum brakes at the rear. They are backed up with an exhaust brake which is easy to use (via a steering-column stalk) and highly effective— it was particularly welcome during some of the descents encountered on our test route.

The interior is pretty basic, but it incorporates all the essentials needed for everyday use. The seating position is comfortable and all the controls are sensibly arranged. The Isuzu cab provides ample seating for three with sufficient space left over for paperwork and other oddments. One aspect which really stands out on the Isuzu is its all-round visibility. The low windscreen, slim pillars and the low side windows allow the driver to see what is going on very close to the cab.

Weather conditions when the lsuzu was being tested were cold and very wet so its windscreen wipers and heating system had to be at the top of their game. And the heating certainly did impress, with the cab feeling like a sauna after a few minutes. This will be a definite plus for operators based Ir the colder parts of the UK.

The Isuzu has an impressive turning circle and its steering is responsive, although at slightly higher speeds it did feel a touch light at times. One area which required little steering but plenty of grunt was our test hill, which the vehicle climbed in a respectable 38.9sec. And it was not only on our timed climb where the NOR impressed—it really does have impressive pulling power, even when fully loaded.

The tip itself went smoothly and was completed in 20.9 seconds. Easy-to-use tailgate and in-cab controls meant there were no complications anywhere and the person operating the tipper was well clear of any moving parts.

The Isuzu NOR is well worth a look. It has good power, great turning capabilities and a spacious interior. Once you're used to the gearbox it should turn but to be a good workhorse for any business.

A pair of 7.5-tonne Mitsubishi Fuso Canters were presented for test, featuring identical drivelines but rather different bodies. The first Canter stood out by virtue of its crewcab and the mesh cage on top of its Aire Bodies tipping body. In deference to this design (which was clearly built to carry volume rather than weight on jobs like urban waste collection) we decided against bucket loading with aggregate and ran it round the course empty.

The three-litre Mitsubishi engine, which meets Euro-4 courtesy of EGR, coped easily with the steep hiiIclimb but even on the flat it had a tendency to 'chug rather noisily. A six-speed gearbox made the best of the 150 horses under the floor, although first gear is a dogleg with such a low ratio that it would only be useful as a crawler.

At 3,850mm our test truck was near the top end of the seven wheelbase options, but fitting the seven-seater crewcab still entailed the loss of its tilt function. Inside it's fairly Spartan, and you need to be careful not to bump your head on the low-height door aperture when getting in.

Air-conditioning is an extra-cost option and there's reasonable, if not generous, storage space. Our test model sported the optional air suspension seat though it wasn't particularly supportive. Disc brakes all round and ABS are both standard at 7.5 tonnes (but optional at 3.5).

On the road the four-cylinder engines delivers enough torque to take roundabouts in fourth gear, and above 3,000rpm the exhaust brake coped tolerably well, given the engine capacity. Early versions of the Canter, when they were sold by Volvo dealers, gained an unhappy reputation for appalling rear suspension. Mercifully this shortcoming has been addressed with beefed-up leaf springs and other modifications.

The body is tipped by a Mariz electro hydraulic underfloor ram.

Our second Canter 7C15 was a single-cab version equipped with a more conventional tipper body courtesy of Tipmaster so we were able to load this example to its full GVW. Given some work to do the Canter became more pleasing to drive.

On our Fosse Way test route it dropped a couple of ratios quite quickly on the notorious Half shaft Hill, but once the revs had fallen to around 1,600rpm it dug in and found surprising reserves of torque.

It wasn't quite so impressive dropping down the other side of the hill, however, as the exhaust brake hardly repaid the effort of changing down to optimise engine speed. The gearshift was not exactly user friendly either; it felt tight, though presumably it will free up with use.

The ride was firm and quiet, and the general feel in some pretty awful weather was confidence inspiring. The overall package proved effective, although we were disappointed not to have a chance to sample the latest 180hp engine.

Mitsubishi claims the highest payload in the 7.5-tonne sector (it certainly led the field here). Its tippers are pitched squarely against lsuzu in the municipal, utility and recovery markets where they tend to have more fleet than retail customers thanks to R&M contracts and financing deals via their parent organisation, Mercedes-Benz UK. The Iveca Eurocara was by far the most truck-like vehicle i-i this test group which should come as no surprise as it is in fact a truck that has been shrunk rather than a van on steroids.

Its 3.9-litre in-line four-cylinder common-rail turbo-diesel engine relies on SCR to meet Euro-4 (or Euro-5, depending on how much AdBlue you want to use).

The lveco lump produces 160hp at 2,700rpm with 530Nm of torque between 1200, and 2,100rpm. In our test vehicle that power was transmitted to the wheels via a five-speed ZF manual gearbox with a 5.125:1 axle ratio.

Staying with the truck theme, stopping power is provided in the form of vertically split air/hydraulic brakes with disks front and rear. Like the other 7.5-tonners on test it also boasts an exhaust brake, which in this case is operated by a large rubber button on the cab floor.

Suspension comes in the form of multi-leaf springs front and rear, and in addition the cab is suspended on rubber blocks and dampers.

The Eurocargo's interior is very truck like— and therefore the most spacious cabin in the group. The seating and driving position are comfortable, helped by the adjustable steering column and dash-mounted gear lever.

Unlike some of its counterparts the Eurocargo has a typical air parking brake. Though having it is often a joy, the positioning of the lever is not— we tracked it down to the rear left of the driver seat. On the subject of controls, we were equally unimpressed by the three stalks behind the steering wheel; two of them are a bit too close together and might take some getting used to. Apart from these two issues the controls are well laid out and there's plenty of storage space.

The Eurocargo felt well planted on the road, whether running empty or loaded. The steering was responsive and the vehicle felt stable running on or off-road. For most of our test route the engine had sufficient grunt for the gearbox not to be over-used, although the lack of cubes was noticeable on our treacherous hillclimb. The Eurocargo crawled to the top in 48.9 seconds, which is significantly slower than some of its rivals. But this does not mask the fact that overall it is a comfortable and capable workmate.

The Brit-Tipp Delux Tipper Body is constructed of a 3mm steel floor with aluminium double dropsides, an aluminium tailgate and steel box-section corner and centre posts. The tailgate is easy to operate and all controls are operated from the cab; the Edbro air-controlled tipping gear did its job in 43.9 seconds.

On the road the lveco Eurocargo 75F16K tipper feels like a truck and that impression is maintained on the inside. The engine could do with a bit more grunt and we'd like to see some of the interior controls moved to more convenient place. But overall this vehicle offers a solid, comfortable drive with the added bonus of excellent visibility all round due to its height.

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Organisations: Mercedes-Benz UK

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