The next generation from Iveco, the new look, Euro 6 Eurocargo, has arrived in Australia, with a Euro 6 engine and cleaner lines, Diesel News took a look at the latest introduction from Europe.
The medium-duty segment of the truck market is dominated by the four Japanese truck manufacturers, but brands like Iveco and DAF continue to offer an alternative with sophisticated trucks utilising all of the latest technology. The new Eurocargo is no exception.
The Eurocargo range of trucks is a top performer in Europe and was awarded the International Truck of the Year 2016 by a panel of top European truck journalists. Eurocargo is the reason the Iveco truck brand is considered to be a major player there. Here, the truck market under 18 tonnes GVM has been trained by the Japanese, who control well over 90 per cent of the market, to buy a generic product on price and back up.
This kind of environment is not conducive to high sales numbers for a range of trucks which offer more than the generic specifications and also offer the kind of levels of comfort and sophistication Iveco can offer in its medium-duty range.
This does mean these trucks are destined for customers looking for a more stylish truck with better comfort levels and the kind of layout a European truck buyer is looking for. Luckily for Iveco, there are quite a few who are interested in a medium-duty truck that is a bit different.
It is clear this a good quality truck, this is the area of expertise at which Iveco excels. The Tector engine has been a good solid performer and the next generation – we are up to number seven now – takes it to the level, to Euro 6.
Meeting the Euro 6 specifications has seen the introduction of what Iveco calls Hi-SCR, an exhaust gas emission control system. This is a little different from many of its competitors’ solutions, using just SCR and some diesel particulate filtering.
By doing away with the need for EGR in this engine, it allows the engine mapping to maximise ignition temperature and combustion efficiency to give us a more free-running engine. Iveco is not quoting Adblue usage figures yet, however. The low level of DPF needed on this system means it does not require drivers to run a post-injection regeneration. Instead, the regeneration takes place at a lower level, but continuously and, importantly, not at high temperatures.
The first flush of models in this range offer a choice of 250hp and 280hp 6.7-litre Tectors. In the new trucks, the Tector 7 develops 250hp (185kW) and 850Nm (627 ft lb) in the ML120 models, and 280hp (206kW) and 1,000Nm (738 ft lb) in the ML 160 and ML180 models.
These ratings are coupled with a choice of the four-over-four ZF eight-speed synchronised manual or an Allison 3000 Series fully automatic transmission. The engines also include something Iveco describes as an electronically controlled, two-speed electromagnetic engine fan which is automatically engaged or disengaged according to cooling requirements. It is claimed to further contribute to improved fuel economy.
Down the track a more powerful version of the new Eurocargo, up to 320hp, will be coming through to our market. This one will be offered with the ZF manual or, alternatively, the 12-speed Eurotronic AMT, which is found in the heavier Stralis models.
All of the these models are sold as a 4×2 configuration. Iveco is not offering a 6×2 option in the Eurocargo. Instead the Iveco dealers will have a 6×2 Stralis on offer to this specialised section of the market.
This engine is a well known quantity, coming from a family of engines relied upon across the world. The basic engine forms the core of the Tector, Cummins ISB and an engine used throughout the Case New Holland agricultural range. This engine is a torquey performer in all of its guises.