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With offerings from 7.5 to 26 tonnes, Eurocargo is the jewel in the Iveco crown. We test the number two son in Iveco's distribution dynasty – a Eurocargo 180E24S
In 1992 Iveco Ford won the International Truck of the Year title with
its Cargo. From that moment the Cargo became one of Britain’s best
selling medium-weight truck ranges. In the 7.5-tonne sector it became
the generic term for a light truck and outsold all its rivals hands
down.
As part of Iveco’s millennium reinvention, in 2003 its makeover men went to work on the Cargo range. While the men in Turin were addressing the engineering issues, Iveco commissioned Italian designer Stile Bertone to sort out the aesthetics and ergonomics of the cab. The resulting truck range got a new name – Eurocargo.
This month we set out around our distribution test route in Iveco’s 18-tonne Eurocargo. Specified for the rental and contract hire market, Iveco’s maximum wheelbase offering came with a medium-roof sleeper cab, 240hp engine and Eaton six-speed manual transmission.
Our test truck packed the 240hp version producing its maximum power output at 2700rpm. Maximum torque of 810Nm (597ft-lb) is developed between 1250 and 2100rpm, but Iveco recommends it is driven in a ‘super saver’ band between 1200 and 1900rpm.
Specified for the rental market our truck was fitted with an Eaton six-speed manual transmission with a ratio spread of 6.08 to 0.78-to-one combined with a 4.89-to-one rear differential. Iveco also offers a nine-speed range-change box with a 3.91-to-one rear diff. While this transmission may not be the choice of rental companies in terms of flexibility, driveability and probably fuel economy, we suspect it delivers better results than the six-speed budget box.
The Eurocargo rides on parabolic steel all round and is fitted with 432mm ventilated disc brakes on both axles with Bosch ABS being fitted as standard. Full air suspension is available as an option.
Auxiliary braking is provided by a standard multi-function exhaust brake, which means it can be set to actuate on overrun, combine with the service brakes, or be used independently on its own floor-mounted button.
Although Iveco has stuck to a no-frills chassis and driveline with this truck, it did spec a roomy medium-roof sleeper cab and a few extras such as central locking, electric wing mirrors and highline instruments.
Topped off with a dry box body from JC Payne – currently in administration – with aerodynamic kit including side spoilers and side skirts, the whole truck was fully freighted to its 18-tonne maximum.
Iveco was at pains to point out that it has discontinued its association with the JC Payne-built Cargo Plus pre-bodied range. It now uses Boalloy as its preferred supplier for off-the-shelf bodies rebranded Cargo Line.
For refrigerated or pallet work it is a different story and the truck needs to have sufficient grunt to ensure respectable journey times at gross weight. For the rental market it is a case of buying a fleet that covers all the angles. At 240hp the Tector has ample power and torque reserves for all but the toughest 18-tonne work – 13.3hp per tonne to be precise.
The Tector is a cracking engine and delivers the goods right across the torque band. On our motorway leg and on the trunk roads, it managed to hold onto to sixth gear on long inclines even with its overdrive ratio of 0.78-to-one powering a 4.89-to-one diff. But we were struggling for speed and it left us feeling unconvinced. Our question is: has Iveco got the ratios matched for optimum performance in this truck?
Running at 18 tonnes gross, the Eurocargo’s acceleration was adequate, and on a fairly level road the driveline combination stood up. Where it all went horribly wrong was between third and fourth gear on an incline. Anything steeper than about 1-in-40, with a fairly tall diff we found the ratio jump from third to fourth gear – 3.53-to-one to 2.09-to-one – is just too much for the engine. As a result, we had to hang onto third until the road levelled out. The solution, in our opinion, is to specify the nine-speed box if you are buying this truck for your own use.
This is the first 18-tonner we have put around our distribution route and so we cannot compare the sectional or lap timing with other trucks in this sector, but looking at the average speeds they are definitely a couple of mph lower than we expected.
Because parts of this route run over our heavy route we can say that heavier trucks running at lower power-to-weight ratios have done it more rapidly. A 340hp Scania 32-tonner on our motorway section (tested August 2005) averaged 52.5mph at 10.6hp per tonne compared with the Eurocargo’s 51.2mph at 13.3hp per tonne. We run our motorway route with the cruise control set at 54mph.
We raised this with Iveco during the test. The manufacturer said that this driveline combination is what sells best in terms of volume orders, particularly from rental and parcels distribution companies.
The 5.9-litre EEA engine was a joint development between Iveco, and Cummins and a version is used by Paccar in its LF55 18-tonner.
Powering a Daf LF on press tests in 2004, it returned some excellent fuel figures with a nine-speed box, so we were slightly bemused when our Eurocargo, powered by basically the same engine, returned a route average of 13.06mpg.
The 5.9-litre Tector engine is free revving and this may lead to the assumption that it could be thirsty, but at 54mph it is turning over at 1650rpm, which is well within the economy super saver band.
Over the motorway section the Iveco returned a slightly disappointing 13.32mpg – but route results were wind-affected. On our 40-mile A-road section we averaged 14.47mpg, which is respectable and proves what levels of economy the engine is capable of when things are in its favour.
But on the sections where the truck had to work hard – such as the heavy going around Basingstoke to Newbury and the demanding A3 from Petersfield to Hindhead – there was no doubt in our mind that the engine’s valiant attempts to defy gravity were being made harder by the less than helpful gearbox and differential ratios.
We feel that in addition to the wind factor on the day, the questionable gearbox and differential ratios match did the truck no favours in terms of fuel economy and, although the manufacturer accepted the result, we would be very keen to run the route in an identical Eurocargo fitted with the nine-speed gearbox to test our theory.
Starting with the anchors, Iveco’s set of 432mm disc brakes provide powerful and consistent retardation and all that is required to achieve this is a gentle press on the middle pedal.
There are three ways to activate the multi-function exhaust brake: a switch mounted on the dash to the left of the steering wheel allows drivers to select the mode they want. The exhaust brake can be combined with the service brakes using the brake pedal to operate it. It can be set to actuate on overrun when the right foot is lifted, or it can be used independently of the service brakes via a floor-mounted button in front of the steering column.
Like most exhaust brakes it is only properly effective if the engine revs are high and in the Eurocargo’s case this means selecting a gear ratio that results in the motor spinning in excess of 2200rpm. When the cruise control is set, the exhaust brake will cut in if the vehicle speed exceeds that set, to help maintain the desired road speed and when running at the vehicle’s maximum limited speed it will cut in at 3kph over the limited speed. We tested the exhaust brake’s effectiveness to hold the speed on one steep descent and were not disappointed.
The Eurocargo’s ride is first class and we had no complaints even on the most uneven section of our route. This was thanks to a steel parabolic spring set-up. In our opinion the performance is more than adequate and would question the need to invest in air suspension with this truck for normal operation. The handling is precise and the truck has a good lock. Bearing in mind that this 4x2 rigid is on the limits of permitted length, we had no difficulties negotiating tight spots around town.
The bunk is level with the engine tunnel storage box and seats so access is easy. The engine tunnel is designed in such a way that the front is cut away, allowing cross-cab access.
Iveco’s highline instrument dash means that from the driver’s seat the console is easily read, but three things did not meet our expectations. The controls for the electric windows are mounted in the centre of the dashboard and not in the logical place of the door furniture, like Eurocargo’s larger sibling Stralis.
On the Eurocargo it means the driver has to take his eyes off the road to find the correct switch and reach across to activate it. The same can be said for the exhaust brake control switch – we feel this would be better integrated into a column-mounted stalk, as found on other marques.
The air-sprung driver’s seat is comfortable and a forward driving position leads to excellent visibility. Why Iveco lists the £150 radio cassette as an extra on a £40,000 truck is, however, still a mystery to us.
But this truck is aimed at operators wanting high cube for multi-drop operations or a general all-round distribution vehicle, so its payload of 10,350kg should suffice.
Its overall performance combined with its payload will have reduced its overall productivity/tonnes rating and we expect this will be bettered in the future. But, looking at the bigger picture, R&M costs are reasonable and parts prices are competitive so it should and does appeal to rental companies and large fleet operators.
The drivers of these sort of trucks are continually changing and are often sourced from agencies and the trucks have a hard life, subject to abuse on stop/start work around town. Some drivers are first rate, but there is no guarantee that a range-change box will be looked after so with a gearbox exchange price of £5215.41 for the six-speed box, you can see why rental companies and big parcels distribution fleets shy away from the more expensive nine-speed transmission as it is the most likely part of the truck’s driveline to suffer.
If this vehicle is being operated for maximum volume, ruggedness, reliability and lower maintenance bills then keeping it simple will make the rental companies happy. The vehicle is a very acceptable place to spend the working day and the sleeper cab is comfortable and roomy. The inclusion of a sleeper cab will ensure improved residual prices and this, linked to its competitive purchase price, makes a sound case for the 18-tonne Eurocargo, despite our reservations surrounding performance and productivity.
On the outskirts of Newbury we head south for the A34, joining the trunk road at Tothill Services and following it to the end at the M3 near Winchester. From here we follow the A31 and A272 to Petersfield and then the A3 to Hindhead.
At Hindhead traffic lights we turn left following the A287 to Farnham Station and rejoin the A31 taking its A331 branch to Farnborough where we rejoin the M3 to return to Fleet Services.
A total distance, around a topographically demanding route, of 136 miles.
As part of Iveco’s millennium reinvention, in 2003 its makeover men went to work on the Cargo range. While the men in Turin were addressing the engineering issues, Iveco commissioned Italian designer Stile Bertone to sort out the aesthetics and ergonomics of the cab. The resulting truck range got a new name – Eurocargo.
This month we set out around our distribution test route in Iveco’s 18-tonne Eurocargo. Specified for the rental and contract hire market, Iveco’s maximum wheelbase offering came with a medium-roof sleeper cab, 240hp engine and Eaton six-speed manual transmission.
| Test Specification | Iveco Eurocargo 180E24s# |
|---|---|
| Manufacturer | Iveco, Watford |
| Model | 180e24 medium roof sleeper |
| Engine Type |
Tector F4AEO681A*C |
| Capacity/Cylinders |
5.88-litre, in-line six, common rail, unit Injection |
| Compression ratio |
17-to-one |
| Bore x stroke |
102mm x 120mm |
| Power at rpm | 240hp at 2700rpm |
| Torque at rpm |
810Nm at 1250-2100rpm |
| Gearbox type |
Eaton 5206B 6-speed overdrive |
| Ratio spread |
6.08 – 0.78:1 |
| Drive axle |
Meritor MS13-165 hypoid |
| Ratio |
4.89:1 |
| Axle capacity (design) |
|
| Front |
7500kg |
| Rear |
11,500kg |
| Clutch type |
380mm single plate pull type |
| Suspension |
|
| Front axle |
Parabolic leaf, anti-roll bar |
| Rear bogie |
Shock absorbers all round |
| Brakes |
432mm ventilated discs all round |
| Chassis rails |
278 x 80 x 7.7mm |
| Auxiliary braking |
Exhaust brake |
| Tyres |
295/80R22.5 all round |
| Wheelbase |
6570mm |
| Total length |
10,729mm |
| Max body length |
7700mm |
| Width |
2390mm |
| Cab height |
3500mm |
| Body |
JC Payne dry box |
| Chassis list price |
£40,940 |
| Extras | Medium
roof cab, hatch £1400; central locking £225; Highline instruments £150;
electric heated mirrors £200; centre storage tray £100; radio cassette
£150 |
| Chassis price as tested | £43,015 |
Specification
The 18-tonne Eurocargo is powered by the Turin-built European Engine Alliance (EEA) six-litre Tector six pot. The engine is offered at 180, 210, 240 and 280hp and employs common rail unit injection at Euro 3.Our test truck packed the 240hp version producing its maximum power output at 2700rpm. Maximum torque of 810Nm (597ft-lb) is developed between 1250 and 2100rpm, but Iveco recommends it is driven in a ‘super saver’ band between 1200 and 1900rpm.
Specified for the rental market our truck was fitted with an Eaton six-speed manual transmission with a ratio spread of 6.08 to 0.78-to-one combined with a 4.89-to-one rear differential. Iveco also offers a nine-speed range-change box with a 3.91-to-one rear diff. While this transmission may not be the choice of rental companies in terms of flexibility, driveability and probably fuel economy, we suspect it delivers better results than the six-speed budget box.
The Eurocargo rides on parabolic steel all round and is fitted with 432mm ventilated disc brakes on both axles with Bosch ABS being fitted as standard. Full air suspension is available as an option.
Auxiliary braking is provided by a standard multi-function exhaust brake, which means it can be set to actuate on overrun, combine with the service brakes, or be used independently on its own floor-mounted button.
Although Iveco has stuck to a no-frills chassis and driveline with this truck, it did spec a roomy medium-roof sleeper cab and a few extras such as central locking, electric wing mirrors and highline instruments.
Topped off with a dry box body from JC Payne – currently in administration – with aerodynamic kit including side spoilers and side skirts, the whole truck was fully freighted to its 18-tonne maximum.
Iveco was at pains to point out that it has discontinued its association with the JC Payne-built Cargo Plus pre-bodied range. It now uses Boalloy as its preferred supplier for off-the-shelf bodies rebranded Cargo Line.
Performance
Distribution18-tonners tend not to be about outright performance. For multi-drop parcels work it’s all about ruggedness and reliability. Cube is king and there are not many occasions when the trucks are loaded to gross weight so they tend to be specced at around 230hp.For refrigerated or pallet work it is a different story and the truck needs to have sufficient grunt to ensure respectable journey times at gross weight. For the rental market it is a case of buying a fleet that covers all the angles. At 240hp the Tector has ample power and torque reserves for all but the toughest 18-tonne work – 13.3hp per tonne to be precise.
The Tector is a cracking engine and delivers the goods right across the torque band. On our motorway leg and on the trunk roads, it managed to hold onto to sixth gear on long inclines even with its overdrive ratio of 0.78-to-one powering a 4.89-to-one diff. But we were struggling for speed and it left us feeling unconvinced. Our question is: has Iveco got the ratios matched for optimum performance in this truck?
Running at 18 tonnes gross, the Eurocargo’s acceleration was adequate, and on a fairly level road the driveline combination stood up. Where it all went horribly wrong was between third and fourth gear on an incline. Anything steeper than about 1-in-40, with a fairly tall diff we found the ratio jump from third to fourth gear – 3.53-to-one to 2.09-to-one – is just too much for the engine. As a result, we had to hang onto third until the road levelled out. The solution, in our opinion, is to specify the nine-speed box if you are buying this truck for your own use.
This is the first 18-tonner we have put around our distribution route and so we cannot compare the sectional or lap timing with other trucks in this sector, but looking at the average speeds they are definitely a couple of mph lower than we expected.
Because parts of this route run over our heavy route we can say that heavier trucks running at lower power-to-weight ratios have done it more rapidly. A 340hp Scania 32-tonner on our motorway section (tested August 2005) averaged 52.5mph at 10.6hp per tonne compared with the Eurocargo’s 51.2mph at 13.3hp per tonne. We run our motorway route with the cruise control set at 54mph.
We raised this with Iveco during the test. The manufacturer said that this driveline combination is what sells best in terms of volume orders, particularly from rental and parcels distribution companies.
| Route results |
|||
|---|---|---|---|
| Distance |
Av speed | MPG wind affected |
|
| Motorway Fleet Services to M3 J7 via J9 |
37.4 miles |
51.2mph |
13.32mpg |
| Heavy Going M3 J7 to A34 Tothill Services |
23.5 miles |
34.8mph | 11.68mpg |
| Mixed A-roads A34 Tothill Services to A3 Hindhead Lights |
52.6 miles | 42.6mph |
13.30mpg |
| Easy Going Hindhead Lights to Fleet Services |
22.3 miles |
35.21mph |
13.95mpg |
| Overall |
135.8 miles |
40.95mph |
13.06mpg |
Measured tests |
||||
| Climb 1 A272 12 per cent Petersfield |
A roads A34 Tothill A272 to A3 |
A3 climb Borden to Bramshott |
Urban/Rural Hindhead to Farnham Station |
|
| Distance |
1.29 miles | 39.31 miles |
2.98 miles |
8.45 miles |
| Time |
Balked |
56min |
4min 57sec |
19min |
| MPG |
Balked |
14.47mpg |
6.98mpg |
14.36mpg |
At the pumps
Our test route is becoming recognised as one of the more challenging ones, so taking that into account we would expect an average of just over 13.5mpg from a Euro 3 18-tonner.The 5.9-litre EEA engine was a joint development between Iveco, and Cummins and a version is used by Paccar in its LF55 18-tonner.
Powering a Daf LF on press tests in 2004, it returned some excellent fuel figures with a nine-speed box, so we were slightly bemused when our Eurocargo, powered by basically the same engine, returned a route average of 13.06mpg.
The 5.9-litre Tector engine is free revving and this may lead to the assumption that it could be thirsty, but at 54mph it is turning over at 1650rpm, which is well within the economy super saver band.
Over the motorway section the Iveco returned a slightly disappointing 13.32mpg – but route results were wind-affected. On our 40-mile A-road section we averaged 14.47mpg, which is respectable and proves what levels of economy the engine is capable of when things are in its favour.
But on the sections where the truck had to work hard – such as the heavy going around Basingstoke to Newbury and the demanding A3 from Petersfield to Hindhead – there was no doubt in our mind that the engine’s valiant attempts to defy gravity were being made harder by the less than helpful gearbox and differential ratios.
We feel that in addition to the wind factor on the day, the questionable gearbox and differential ratios match did the truck no favours in terms of fuel economy and, although the manufacturer accepted the result, we would be very keen to run the route in an identical Eurocargo fitted with the nine-speed gearbox to test our theory.
| Productivity | |
|---|---|
| Unladen weight (full tank + driver) | 7650kg |
| Payload | 10,350kg |
| Quoted chassis weight | 5595kg |
| Overall productivity | 535 |
| Overall payload productivity (tonnes) | 5536 |
| Gross weight as tested | 18,000kg |
Ride and handling
Every cloud has a silver lining and the Eurocargo’s was its ride and handling.Starting with the anchors, Iveco’s set of 432mm disc brakes provide powerful and consistent retardation and all that is required to achieve this is a gentle press on the middle pedal.
There are three ways to activate the multi-function exhaust brake: a switch mounted on the dash to the left of the steering wheel allows drivers to select the mode they want. The exhaust brake can be combined with the service brakes using the brake pedal to operate it. It can be set to actuate on overrun when the right foot is lifted, or it can be used independently of the service brakes via a floor-mounted button in front of the steering column.
Like most exhaust brakes it is only properly effective if the engine revs are high and in the Eurocargo’s case this means selecting a gear ratio that results in the motor spinning in excess of 2200rpm. When the cruise control is set, the exhaust brake will cut in if the vehicle speed exceeds that set, to help maintain the desired road speed and when running at the vehicle’s maximum limited speed it will cut in at 3kph over the limited speed. We tested the exhaust brake’s effectiveness to hold the speed on one steep descent and were not disappointed.
The Eurocargo’s ride is first class and we had no complaints even on the most uneven section of our route. This was thanks to a steel parabolic spring set-up. In our opinion the performance is more than adequate and would question the need to invest in air suspension with this truck for normal operation. The handling is precise and the truck has a good lock. Bearing in mind that this 4x2 rigid is on the limits of permitted length, we had no difficulties negotiating tight spots around town.
A driver’s eye view
Iveco’s medium-roof sleeper cab offers good comfort levels and generous storage. The electric roof hatch enhances its roomy feel and around the bunk walls there is ample storage.The bunk is level with the engine tunnel storage box and seats so access is easy. The engine tunnel is designed in such a way that the front is cut away, allowing cross-cab access.
Iveco’s highline instrument dash means that from the driver’s seat the console is easily read, but three things did not meet our expectations. The controls for the electric windows are mounted in the centre of the dashboard and not in the logical place of the door furniture, like Eurocargo’s larger sibling Stralis.
On the Eurocargo it means the driver has to take his eyes off the road to find the correct switch and reach across to activate it. The same can be said for the exhaust brake control switch – we feel this would be better integrated into a column-mounted stalk, as found on other marques.
The air-sprung driver’s seat is comfortable and a forward driving position leads to excellent visibility. Why Iveco lists the £150 radio cassette as an extra on a £40,000 truck is, however, still a mystery to us.
Productivity and operating cost
This truck has the longest wheelbase of the 18-tonne Eurocargo range. Add in an extra 240kg for the sleeper cab and it becomes obvious that this specification is not going to set any 18-tonne payload records.But this truck is aimed at operators wanting high cube for multi-drop operations or a general all-round distribution vehicle, so its payload of 10,350kg should suffice.
Its overall performance combined with its payload will have reduced its overall productivity/tonnes rating and we expect this will be bettered in the future. But, looking at the bigger picture, R&M costs are reasonable and parts prices are competitive so it should and does appeal to rental companies and large fleet operators.
The drivers of these sort of trucks are continually changing and are often sourced from agencies and the trucks have a hard life, subject to abuse on stop/start work around town. Some drivers are first rate, but there is no guarantee that a range-change box will be looked after so with a gearbox exchange price of £5215.41 for the six-speed box, you can see why rental companies and big parcels distribution fleets shy away from the more expensive nine-speed transmission as it is the most likely part of the truck’s driveline to suffer.
| Parts prices |
|
|---|---|
| Oil filter |
£15.95 |
| Fuel filter |
£11.61 |
| Brake pads (front axle set) | £138.71 |
| Brake pads (rear wheel set) |
£138.71 |
| Wiper blades (cab set) |
£24.53 |
| Headlamp assembly |
£158.26 |
| Piston |
£79.98 |
| Gearbox exchange |
£5215.41 |
| Engine exchange |
£6280.53 |
| Maintenance |
|
|---|---|
| R&M contract based on 80,000km per year over five years |
|
| #Per km |
4.27 pence |
| #Per month |
£284.36 |
| #Per year |
£3142.32 |
| #Dealer service points |
97 |
ROADWAY says ... Iveco Eurocargo 180E24S
At £43,015 it is not hard to see why this 18-tonne Eurocargo does so well in the rental and parcels distribution market. We have been quite hard on the truck, its performance and fuel economy, and, as stated earlier, we would welcome the opportunity to test this vehicle with Ivecoís nine-speed box, but for now we have to speak as we find.If this vehicle is being operated for maximum volume, ruggedness, reliability and lower maintenance bills then keeping it simple will make the rental companies happy. The vehicle is a very acceptable place to spend the working day and the sleeper cab is comfortable and roomy. The inclusion of a sleeper cab will ensure improved residual prices and this, linked to its competitive purchase price, makes a sound case for the 18-tonne Eurocargo, despite our reservations surrounding performance and productivity.
Distribution route
ROADWAYís distribution test route sets out from Fleet services and heads south along the M3. Doubling back at junction 9 we exit at junction 7 and follow the ring road around Basingstoke, picking up the A339 heading towards Newbury.On the outskirts of Newbury we head south for the A34, joining the trunk road at Tothill Services and following it to the end at the M3 near Winchester. From here we follow the A31 and A272 to Petersfield and then the A3 to Hindhead.
At Hindhead traffic lights we turn left following the A287 to Farnham Station and rejoin the A31 taking its A331 branch to Farnborough where we rejoin the M3 to return to Fleet Services.
A total distance, around a topographically demanding route, of 136 miles.
