Semi-auto easy EuroTech
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by Danny Coughlan • A 420-horsepower tractor is no longer reserved for heavy haulage: it's now regarded as almost mainstream, and regularly appears in two-axle form. For Britain the Iveco Ford EuroTech 400E42 represents a more suitable flagship than the previous IFT offering, the lesser powered 190.36 TurboStar.
Iveco Ford says the Eurotech range, with its Giugiaro-styled high-roof cab and Eaton Twin Splitter box, satisfies the conflicting demands of the operator who wants a vehicle tailored to him, with the cost advantage of a mass-produced item.
This would be a doubtful claim were it not for the choice of three engines, from 263hp (196kW) to 414hp (309kW), with a mass of cab and chassis variants in between.
The 400E42P appears almost at the top of the line-up. The P denotes an air-suspended rear axle. The 3.5/3.8m wheelbase tractor is plated to 17 tonnes and has a 38-tonne GCW limit. However, it is designed for 18/44-tonne operation. The spec sheet claims a 6.46-tonne kerbweight for the 3.5m wheelbase sleeper-cab model.
The 420 engine is Iveco's own 8210.42L six-cylinder 13.8-litre unit which, in a previous life, powered the 190.36 TurboStar. Our factory demonstrator in which it was fitted also had a semi-automated version of the Twin Splitter (SAMT).
Commercial Motor tested a 400E:34T EuroTech late last year (CM 21-27 October 1993). This time round the vehicle was nearly new and not quite ready for our full Scottish roadtest.
Driving impressions
CM likes the big brother; a good truck made better by the inclusion of SAMT. We also praised baby brother, the 400E34T. for delivering excellent fuel economy, more than adequate performance and the promise of a pretty fair payload.
Our day in the 400E42 left us feeling the same way, with perhaps higher marks for its performance. The provisional fuel figures we were able to record show promise.
Like most highly tuned sixes, excellent economy and pace is possible given the right gearbox, and (;,14 has always liked the Twin Splitter. Importantly the chassis' inherent balance, along with precise steering and good brakes, helped sustain momentum, too.
On the road we found the Eurotech to be quiet, comfortable and quite distinctive to drive. With SAMT you only use the clutch when pulling away or coining to a full stop. Otherwise clutch work and engine speed control is handled electronically. To move up and down the box you simply push the selector knob forward and backward. A dash-mounted display indicates the gear selected and advises on whether to change up or down.
It all adds up to an extremely lazy drive with the driver left free to concentrate on steering and braking while sAnfrr keeps the constant-mesh Twin Splitter in order. SAMT still has a clutch pedal, but a two-pedal version similar to Volvo's Geartronic is expected soon.
We like the EuroTech's high roof, the wide access to the cab and the driving position. We're not so keen on some of the switch gear and dials and the oddments tray that clutters the engine cover.
The semi-wrap-round dash is another mistake.
On previous Ivecos seat knobs and other plastic items had a habit of dismantling themselves in your hand. Those niggles are being attended to with the latest EuroTech range.