Iveco unleashes the Italian stallion at Euro 6 04 December 2013
Iveco launched its long-awaited Eurocargo Euro 6 truck range at the Italian Embassy in London – and simultaneously in Berlin and Madrid –last week (28 November 2013), with the slogan 'perfect in every situation'.
Iveco justifies its marketing by insisting that Eurocargo Euro 6 – built in Brescia, Italy, in line with tradition – offers the most extensive range yet, all the way from six to 19 tonnes.
Iveco product director Martin Flach says operators can expect pretty much every conceivable permutation. In fact, there are 11,000 available options, starting with two new Euro 6 FPT engines to replace Tector 4 and 6.
The smaller is the 4.5 litre, four-cylinder Tector 5, available at 160, 190 and 210bhp. The other is the 6.7 litre, six-cylinder Tector 7, offered in 220, 250, 280 and 320bhp versions.
Power and torque (750Nm at 1,400—1,800 rpm and 1,100Nm at 1,250—1,900 rpm, respectively for the Tector 5 and 7) have been extended as a result of the increased displacements and the use of 'second-generation', multiple-injection common rail technology operating at up to 1,600bar.
All engines use FPT's HI-eSCR (high-efficiency selective catalytic reduction) after-treatment, claimed by Flach to deal with proscribed emissions "without compromising the combustion process [no exhaust gas recirculation], without an auxiliary cooling system, without an active DPF [diesel particulate filter] and without any weight penalty".
Flach also claims that, while for Eurocargo trucks carrying out varied work, fuel costs (combined diesel and AdBlue) are likely to remain unchanged, when it comes to inter-urban work, operators can expect "a 2% reduction".
And he adds that, operators of the existing six-cylinder 220bhp Tector 6 may now consider the four-cylinder Tector 5 210bhp at Euro 6, yielding a 4.5% fuel advantage, like for like.
What of the rest of the powertrain? There's a greater choice of gearboxes: six ZF manuals (five-, six- and nine-speed); four Eurotronic ZF AMTs (automated manual transmissions) as six- and 12-speed; and three Allison fully automatic, torque converter units, all with five gears.
As for the rest, engineered-in flexibility continues – evident, for example, in everything from its suspension choices (reinforced parabolic, semi-elliptical and pneumatic, as well as full air (two- or four-bag) with ECAS – electronically-controlled air suspension) to the robust steel 'C' section side structure, which enables body lengths from 4,265 to 10,175mm.
It's a similar story with the 52-degree steering angle and reduced turning circle (less than 11 metres on the 2,790 mm wheelbase version), which should handle just about any manoeuvrability issues.
And the designers appear to have thought of everything internally, too, with a new dash layout, new seats and a range of cabs, from day, to sleeper to double cabin – and two cab heights.
Indeed, Iveco argues that this truck will be every bit as at home in temperature-controlled distribution as it is in construction, refuse collection, municipal service and emergency support vehicle work.
So there you have it: it's hard to argue with Iveco's massive range claim when this truck comes offering 14 weights, seven power ratings, 13 transmissions, 15 wheelbases (2,790 to 6,570 mm), three cab types and 4x2 and 4x4 drives (the latter with extra protection).
This is more than an all-round workhorse: it's an Italian stallion. And, if it lives up to the claims, this truck will elevate the Iveco marque in the middleweight transport sector to match its new-found standing in the heavies.
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