FLEET FLYER
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Iveco Ford's UK truck dealers and salesmen, we suspect, know just how General Gordon's troops must have felt at Khartoum. Like the relief columns, the new EuroTech family of 38-tonners is welcome, but it's been a long time a'coming.
The first ones arrived earlier this year, replacing the ageing TEC and TurboTech generations which were on the heavy side, gulped the juice when pedalled hard and did not have the most popular cab on the market. Even worse, as far as small fleet owners were concerned, they depreciated quickly to leave poor residual values.
The new EuroTechs seem to have addressed just about all of these criticisms.
Instead of yet another cab facelift there's a a brand new model, sitting on top of Euro-1 engines that promise much improved fuel efficiency.
What's more Iveco engineers have pruned unecessary deadweight to give more payload potential. We recently tested Leyland Daf's most recent bread and butter offering, the FT85-360, concluding that it had set standards that only one hell of a truck could match.
After a fully freighted journey around our tough Scottish route, the Iveco faithful can rest assured that this is indeed one hell of a truck.
The flared sides of the 85-Series cab are certainly eye catching but the Latin designers have taken a more boxey route and looked for maximum cube.
The all-steel EuroTech cabs use sheet moulding compound (SMC) panelling for the more vulnerable regions such as the front panel and grille, steps, wheel arches and roof section.
There's a slightly shorter front overhang than earlier models but this is not reflected in entry space, What does seem apparent is that, like the 95-Series, the low front air dam will be prone to damage from high kerbs and the like.
Our MP400E34T 4x2 test vehicle came with the medium-roof cab with twin bunks; this will probably be the favoured option among high-mileage operators. The other options are a short day cab, top pod and standard sleeper. EuroTech tractors come with two or three axles; the triaxle variants are twin-steers and tag axled.
The 3.8m wheelbase on the test vehicle is designed to avoid axle loading problems when pulling the longest semi-trailers. We were unable to use our own Fruehauf test trailer; instead Iveco supplied us with a Boalloy semi running on an air-suspended Fruehauf chassis. The 1358m curtainsider has a useful 2.6m side aperture but stands only 3.94m when fully laden.
This is important when comparing its results against Foden's 4350 4x2 and Scania's twin-steered R113-360 as they pulled 4.12 and 4.2m trailers, both with a larger frontal area. Beneath the EuroTech cab is a 254kW (345hp) 9.5-litre low-emission development of the 8460TCA block which churns out a nut busting 1,450Nm (1,069Ibft) of torque at 1,200rpm. According to its power graph more than 1,400Nm is on tap between 1,000 and 1,650rpm, so the right gearing is vital.
Eaton's Twin Splitter gearbox with its dozen constant-mesh cogs is standard on UK models with the 16-speed ZF synchromesh Ecosplit and an SAMT semi-automatic as options. However, if all the Twin Splitter boxes are as well set up as this one—and drivers are well versed in their use—gaffers will soon lose their whimsy for the Ecosplit with its high shift loads and long stick throws.
The old chestnut about agency or large fleet drivers having no experience on them is not good enough. It's important that they have, and their pay packet should reflect it.
Iveco sticks with Rockwell's proven S160E/1 hypoid single reduction drive axle and a choice of diffs. Ours had the fastest 3.07:1 unit with maximum speed set at 60mph; options run to 3.73 and 4.10:1. It also had the diff-lock as standard with steel suspension front and rear but air springing is available for drive and/or steer axles.
If traction control on low-grip surfaces takes your fancy you can add ASR to Wabco's ABS system for just £327.
Our Used Truck Report of two years ago on the old TEC tractor (CM 5-11 December 1991) uncovered some doubts about the old twin leading shoe brake systems, so the EuroTech's discs must be a positive step.
One of the biggest and most painful overheads for owners is the fuel bill—our threeday trial of the fully freighted 400E34 showed why fleets are taking it so seriously.
flelped by perfect driving weather its overall return of 37.32 lit/100km (7.57mpg) is excellent, placing it marginally ahead of the 85-Series tested last month but at a slightly slower speed of 72.8km/h (452 mph), compared with the more powerful 85's 73.3km/h (45.4mph).
Few units in its class can match the EuroTech's sprinting with the Daf it stand out from the 38-tonne crowd. However,if absolute pace is unimportant then Scania's R113-360 also has a place in the sun. Its overall average speed of 71A km/h (442mph) was well down on this pair and its 0-80km/h acceleration was slower too but a L2% saving on fuel can't be ignored, particularly at the end of the month when the bills roll in.
A high payload goes hand in hand with economy which is why the EuroTech's build spec has produced a lighter tare weight. Fuel tanks, air reservoirs, catwalk, steps—even the Twin Splitter casing—are all aluminium. Its lithe 6.88 tonnes could be reduced further by lashing out £1,000 or so on alloy rim& The steel-suspended EuroTech hardly has the sophistication of an air-sprung Scania 143 Topline package, and when driven over some road surfaces it shows.
Over the M69, concrete sections showed up a resonance that was felt right up to the steering wheel; on the rough road dropping down to Shotley Bridge near Consett the suspension was working overtime. For a better ride you'll have to lay out £545 for rear air suspension: a further £800 will make the cab float on air too.
But all the comfort in the world is no substitute for true feel at the wheel or in the seat of the pants, and the EuroTech will not short change you in this department. In general it rides well. The air-sprung Isri seat with its integral safety belt and four-point mechanical cab suspension both play their parts and the ZF power steering is precise too.