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
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IvecoML75E16S
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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
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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
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For today’s news visit: www.roadtransport.com36 COMMERCIAL MOTOR 08/10/09
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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
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08/10/09 COMMERCIAL MOTOR 37
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
For today’s news visit: www.roadtransport.com38 COMMERCIAL MOTOR 08/10/09
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
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08/10/09 COMMERCIAL MOTOR 39
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