Iveco draws nearer to the complete package - · PDF file32 COMMERCIAL MOTOR 08/10/09 For today’s news visit: COMMERCIAL MOTOR Iveco draws nearer to the complete package CMO_081009_032

For today’s news visit: www.roadtransport.com32 COMMERCIAL MOTOR 08/10/09

COMMERCIAL MOTORCOMMERCIAL MOTOR

Iveco draws nearer to the complete package

CMO_081009_032 32 5/10/09 14:03:46

For today’s news visit: www.roadtransport.com 08/10/09 COMMERCIAL MOTOR 33

IvecoML75E16S

For all the CM road tests visit: www.roadtransport.com

The success of Iveco’s Eurocargo is based on its

practical reputation. So, for the company to reclaim

top spot from DAF, the Italians need to harness its

ability to deliver both comfort and finesse.

Words: Kevin Swallow / Images: Tom Lee

CMO_081009_032 33 5/10/09 14:04:09

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34 COMMERCIAL MOTOR 08/10/09

Cargo, launched in 1981 by Ford and bought by Iveco in 1986, had the sort of reputation enjoyed by Transit in the van market. It wasn’t attractive, but its effectiveness was instrumental in helping the vehicle grab a majority stake in the 7.5-tonne market.

Iveco moved the brand forward by replacing the Cargo with Eurocargo in 1993 and closing the Langley plant in 1997, thus ending the Ford alliance.

In 2001, the Euro-3 Tector engine arrived, but in 2004, DAF supplanted the Italians as top dog in the UK.

Today, according to figures from the Society of Motor Manufacturers and Traders, DAF holds 36.7% of the 7.5-tonne market, with Iveco in second spot (23.4%) and Mercedes-Benz in third (12.3%).

Market share is one thing, but actual sales figures are something else. Up to and including August 2009, the year-to-date numbers for the 7.5-tonne sector reads 3,739. Last year, 9,668 were registered. The rolling 12-month figure sits at 6,923 units.

Sales are down in all sectors, and the 7.5-tonne market, more than any other in recent times, has been hit by various legislative sticks in the past 12 years. The grandfather licence – anyone passing their car test since 1 October 1997 requires a test

to drive a 7.5-tonne truck – means only drivers 29 and older can hop in and set off at a moment’s notice.

Subsequent speed restrictions have brought the 7.5- tonner into line with heavier commercial vehicles on the motorway. Gone is the fast-track three-tonne load. The poor payload, combined with poor road speeds, and the emergence of the mid-weights up to and including 18 tonnes, hampers its relative productivity (mpg, speed and payload) levels.

Of course, CM isn’t suggesting that the market is dead, but the beginning of the end for the 7.5-tonne market is well under way. Even if it does go belly-up, Iveco is still well placed – the Eurocargo is available at a further six weights: 10, 12, 14, 15, 16 and 18 tonnes. CM’s test vehicle is the Eurocargo ML75E16S, 7.5-tonne

chassis cab with a day cab and Hatcher Components box body, complete with ‘aerodynamic streamlining’.

SPECIFICATIONS

Test comparison data

Vehicle: DAF LF45 Tested: 31/07/08

Vehicle: MAN TGL Tested: 11/09/08

Brief:

Vehicle: Iveco Eurocargo Ml75E16SPrice as tested: £35,320 (plus VAT)Engine: 3.9 litre, 158hpGVW: 7,500kgPayload: 3,020kg

Manufacturer: Iveco Ltd, Iveco House, Station Road, Watford, Hertfordshire WD17 1SR

Web address: www.iveco.co.uk

Model: Iveco Eurocargo ML75E165

Engine: Iveco Tector Euro-5 four-cylinder, with Boschcommon-rail fuel system, and SCR emission system

Cylinders: Four, in line

Bore/stroke: 102mm x 120mm

Capacity: 3.92litre

Compression ratio: 17.1:1

Maximum power: 158hp (118kW) at 2,700rpm

Maximum torque: 530Nm (390lbft) at 1,200-2,100rpm

Transmission: ZF 6AS700 six-speed automation overdrive

Gear ratios: 6.02, 3.32, 2.07, 1.40, 1.00 and 0.79: with 5.58:1 reverse

Final drive ratio: 3.58:1

Clutch: Single plate with servo

Brakes: Vertical split air/hydraulic with ABS

Parking brake type: Spring park brake

Secondary brake power: Standard multi-function

Brake dimensions: Front, 330mm; rear 330mm

Chassis: Ladder construction with pressed steel side members and riveted bolted side members

Dimensions: 65 mm (height) x 180.5 mm (depth) x 4mm (thick)

Body specification: Hatcher Components box body withHatcher aerodynamic streamlining

Suspension: Front, parabolic leaf, anti-roll bars withshock absorbers; rear, parabolic leaf, anti-roll bars with shock absorbers

Steering: Power-assisted rack and pinion

Turns lock-to-lock: 3.6

Turning circle: 5.68m

Wheels and tyres: 6.00 x 17.5 in steel with 205/75/17.5 tyres

Fuel tank: 115 litres

AdBlue tank: 25 litres

Electrical system: 24V negative earth return system

Battery: 2x12V, 110AH

Alternator: 70A

IVECO EUROCARGO ML75E16S

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08/10/09 COMMERCIAL MOTOR 35

ROAD TEST

Its engine is the Euro-5, 3.92-litre, four-cylinder Tector, producing 158hp and 530Nm torque. Turning power into motion via the propshaft is the ZF-automated overdrive six-speed transmission, with a 3.58:1 rear axle ratio.

Potential body/payload is 4,425kg, but with the body fitted, net payload is 3,020kg.

The list price for Eurocargo is £35,320, and, according to CAP, its future residual values are £9,650 after 36 months and £6,950 after 60. The warranty is 24 months and 200,000km.

Productivity Sunglasses were the order of the day when it came to test the Eurocargo with 17 degrees and a stiff southwesterly wind, which obliged us on the return leg via the A-road.

Eurocargo delivered 21.39mpg heading westbound along the motorway and 21.47mpg on the exhaustive A-road.

Overall 21.45mpg, with 4.5% AdBlue consumption, put the vehicle ahead of the 20.6mpg (no AdBlue) achieved by the MAN TGL 7.150 (CM, 11 September 2008) and just behind the 21.5mpg and 5% AdBlue used by the DAF LF45.160 (CM, 31 July 2008). Overall speed for the

test was 69.9km/h. On the motorway, it kept an impressive 87.6km/h and through the A-road section 64.0km/h.

Having factored AdBlue into the running costs, the Iveco Eurocargo comes out at £14.75 per 100km. With DAF using £14.48 for diesel and £0.28 for AdBlue it works out to be 1p more expensive over 100km than the Eurocargo. The MAN costs £15.08/100km.

On the roadIveco has put the controls for the automated trans-mission on the dash by the driver’s left knee, which is not ideal, especially if you want some degree of in-volvement with the transmission en route.

In action, the automated transmission is a doddle. It inspires the driver to be more confident driving the vehicle through the increasingly busy road network. With close-quarter manoeuvring, or interaction with

DASH DETAIL Controls for the automated transmission are on the dash by the driver’s left knee, and pressing D a second time gives you manual control. You can change gears on the right-hand stalk on the steering wheel column

“It may be some time away before people realise this, but the day cab, regardless of who builds them, is counter-productive”

Manufacturer: Iveco Ltd, Iveco House, Station Road, Watford, Hertfordshire WD17 1SR

Web address: www.iveco.co.uk

Model: Iveco Eurocargo ML75E165

Engine: Iveco Tector Euro-5 four-cylinder, with Boschcommon-rail fuel system, and SCR emission system

Cylinders: Four, in line

Bore/stroke: 102mm x 120mm

Capacity: 3.92litre

Compression ratio: 17.1:1

Maximum power: 158hp (118kW) at 2,700rpm

Maximum torque: 530Nm (390lbft) at 1,200-2,100rpm

Transmission: ZF 6AS700 six-speed automation overdrive

Gear ratios: 6.02, 3.32, 2.07, 1.40, 1.00 and 0.79: with 5.58:1 reverse

Final drive ratio: 3.58:1

Clutch: Single plate with servo

Brakes: Vertical split air/hydraulic with ABS

Parking brake type: Spring park brake

Secondary brake power: Standard multi-function

Brake dimensions: Front, 330mm; rear 330mm

Chassis: Ladder construction with pressed steel side members and riveted bolted side members

Dimensions: 65 mm (height) x 180.5 mm (depth) x 4mm (thick)

Body specification: Hatcher Components box body withHatcher aerodynamic streamlining

Suspension: Front, parabolic leaf, anti-roll bars withshock absorbers; rear, parabolic leaf, anti-roll bars with shock absorbers

Steering: Power-assisted rack and pinion

Turns lock-to-lock: 3.6

Turning circle: 5.68m

Wheels and tyres: 6.00 x 17.5 in steel with 205/75/17.5 tyres

Fuel tank: 115 litres

AdBlue tank: 25 litres

Electrical system: 24V negative earth return system

Battery: 2x12V, 110AH

Alternator: 70A

CMO_081009_032 35 5/10/09 14:05:11


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stubborn motorists, the driver can do it content in the knowledge that the gearbox is on their side. However, if crawling through traffic in second and suddenly a green light allows progress, the transmission does default to first before deciding to kick on.

This creates a split-second delay and makes a nonsense of keeping the wheels rolling to avoid that stop-start fuel-burning process. With subtle use of the accelerator, you can move swiftly through the gearbox up to flat-out in a little over 30 seconds, according to our track tests.

Manual controlIf you want manual control, you can press the D button (it calls manual ‘semi’ on the dashboard) or you can use the right-hand stalk on the steering column, although the latter will keep it in auto.

IvEcO EUROcARGO ML75E16S

The cruise control is there as well, although the steering wheel conceals the off button.

The same stalk also houses the two-stage exhaust brake. If you want some benefit, you need to get the revs above 2,000rpm to experience any real effect.

There is also a speed-limiter, which you can set to keep your speed down in built-up areas or on A-roads, where you are restricted to 80km/h. Manual intervention, as with all autos, is advised on hillclimbs and on the flat between 40mph and 50mph in order to stop the gears ducking down to fifth. There is enough bottom-end grunt to cope, but on any longer rises, let the auto have its way.

The 158hp that leads the driveline is well appointed, and it copes well with motorway sections and up the first part of the A-road to Hereford. It barely broke sweat up the Monmouth hillclimb, and made the timed hillclimb out of

▲ The automated transmission inspires the driver to be more confident

CMO_081009_032 36 5/10/09 14:05:42




OWNERSHIP COMPARISONSService dataServicing downtime: Recommended standard servicing, 120,000km/year. Contract hire: Figures for three years at 120,000km/year, full maintenance, supplied by Lombard. Contact: 0870 010 5896. Parts prices: Retail total of brake linings (full set), headlamp unit, door mirror, wiper blades, oil/air filters and clutch. Residual values: Trade value, assuming 50,000km/year, in CAP Average Condition. Figures supplied by CAP Monitor. Contact: 0113 222 2000

Fact file: Security

Engine immobiliser ✔

Alarm ✖

Central locking ✖

Deadlocking ✖

Secure bonnet ✔

Locking fuel cap ✔

Fact file: Plated weights

GVW 7,500kgGCW 11,000kgFront axle 3,200kgRear axle 5,200kg

Fact file: Test weights

Kerb weight 4,480kgNet payload 3,020kgBody/payload allowance 4,425kg

ROAD TEST

Wantage in exactly 120 seconds, dropping to 32km/h and fourth gear, digging in at 1,100rpm.

The strength of the Eurocargo is that it handles accord-ing to its size. There’s no elaborate over-steering on the driver’s part, which is a clear sign of a downsized chassis. Through the roundabouts and negotiating Cheltenham town centre, it traded lanes, turned tight streets and avoided obstructive traffic without any exaggerated manoeuvres from the driver.

Cab comfort Day cabs… it may be some time away before people realise this, but the day cab, regardless of who builds them, is counter-productive.

New legislation is required to give the beleaguered driver minimum mandatory space to work in a commercial

Payload: As tested, kg 3,020kg

Servicing intervals 60,000km

Contract maintenance: Per year £2,593.2 (36-month deal)

Parts prices: Basket of spares £1,381.95

Residual value: Three years £9,650

Residual value: Five years £6,950

Warranty: Basic cover, months/km 24/200,000km

List price: £35,320

Iveco Eurocargo ML75E16S

CMO_081009_032 37 5/10/09 14:06:10


engineThe Eurocargo’s 3.9-litre engine has evolved into a finely-tuned workhouse that works well with the six-speed automated transmission

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of what is a confined space. There is a continuous tray across the back wall, and the back of the centre seat folds down to accommodate any extras. There are also two cup-holders in the central part of the dash, and bottle holders in the doors. There is further storage above the windscreen.

The aforementioned transmission switches are a bit of a hindrance for cross-cab movement from the passenger side and the driver’s side. The three switches – reverse, neutral and drive – stick out like a sore thumb.

There is no air-conditioning, windows are electrically controlled, and the mirrors need a helping hand to get them in the right position. The array of mirrors can make it time-consuming to adjust to the right position, especially if the vehicle changes drivers at every turn. ■

vehicle – a workable square metre area to which all manufacturers must adhere.

In the existing day cab, there is simply nowhere to go. The driver requiring a 45-minute break and a power nap can’t recline enough. If the driver has paperwork for multi-drop work or needs to stow wet weather gear, the only answer is to lay it out across the passenger seats.

Legislators must recognise the need for space to stow any ancillary equipment, bags, coats and paperwork in a cab that doesn’t have a bunk. Put stuff on the seats and one emergency braking procedure later will consign the lot to the footwell.

Blocking the pedalsEquipment, bags and the like placed in the passenger foot-well or on the engine cover, always have a chance of ending up under the driver’s feet and blocking the pedals, espe-cially after any lateral movements at speed.

An extended day cab with proper storage behind the driver and a single passenger seat has to become standard.

However, all things considered, Iveco has made the most

OPeRATiOnAL ReSULTS

Fuel consumption:

Overall

Motorways

A-roads

AdBlue rate, % of diesel

Fuel cost, £/100km

AdBlue cost, £/100km

Total cost, £/100km

Average speed:

Overall

Motorways

A-roads

Hill performance:

Monmouth

Wantage

21.45mpg (13.17lit/100km)

21.39mpg (13.2lit/100km)

21.47mpg (13.15lit/100km)

4.5%

14.49

0.26

14.75

69.9km/h

87.6km/h

64.0km/h

2min 25sec

2min 00sec

“The real strength of the eurocargo is that it handles according to its size”

ivecO eUROcARgO ML75e16S

CMO_081009_032 38 5/10/09 14:06:58




Kevin Swallow

Iveco still needs to a bit of work in some areas in order to get its Eurocargo into shape.

Topmost on the list must be the con-trols for the

ZF automated transmission. Three buttons retro-fitted to the dash

looks sloppy – MAN and DAF have managed to house the controls for the automated transmission astutely, without making it an obstacle for any movement across the cab.

Iveco also needs an extended day cab, even if it is minimal, to offer drivers and passengers something they can travel in without recourse to dumping equipment on seats, in the footwells or over the dash and into the windscreen.

These are areas that DAF has addressed with its LF – Iveco needs to do the same.

Putting these criticisms aside for a moment, the Eurocargo’s driveline, handling and manoeuvrability, plus that difference on fuel, are strong points in the vehicle’s favour, and those who buy the Eurocargo for its functionality will do so again.

NEXT WEEK

TESTS ON THE WEB...

It’s all about raw power, as Volvo’s FH16.700 is put through its paces

DIMENSIONS xxxxxxxxxxxxxxxx

Xxxxx xxxxx xxxxxxxxx

Acceleration:

(seconds)

Braking distance:

(stopping distance, m)

In-cab noise

dB(A)

In-cab noise

dB(A)

0-80km/h

30.5

32km/h

6.3

48km/h

65.5

96km/h

74.1

32-64km/h

11.4

48km/h

13.3

64km/h

67.5

Tickover

57.8

48-80km/h

16.4

64km/h

22.0

80km/h

71.4

BEHIND THE WHEEL

Overall width 2,300mmOverall length 8,077mmOverall height 3,400mmExternal cab height 3,200mmStep heights 500mmCab floor height 890mmCab length (inc exhaust) 1,628mmCab Internal height (max) 1,550mm

Body length 6,235mmBody width 2,350mmWheelbase 4,455mmFront overhang 1,272mmRear overhang 2,280mmloading height 1,050mmChassis height 843mm

ROAD TEST

You can now find CM’s road tests on the web. We have uploaded hundreds of CM’s in-depth truck and van road tests to www.roadtransport.com – just click on the link at the left, which says ‘Road tests’. There you can search for tests by vehicle type, make and model, or you can go to the manufacturers’ pages listed there.

The tests are complete – with every fact and figure from the print version – and they’re free to access. You’ll also find a list of the road tests on the web at www.roadtransport.com/alltests

Complete CM road tests – all free to accessDIMENSIONS

Fuel consumption:

Overall

Motorways

A-roads

AdBlue rate, % of diesel

Fuel cost, £/100km

AdBlue cost, £/100km

Total cost, £/100km

Average speed:

Overall

Motorways

A-roads

Hill performance:

Monmouth

Wantage

CMO_081009_032 39 5/10/09 14:07:26

Documents

Iveco draws nearer to the complete package - · PDF file32 COMMERCIAL MOTOR 08/10/09 For today’s news visit: COMMERCIAL MOTOR Iveco draws nearer to the complete package CMO_081009_032