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As the new Iveco Eurocargo hits UK roads, MT got the chance to drive the full range of British-spec vehicles. As before, the range covers every angle in the two-axle rigid sector, with a total of nine vehicles ranging from 7 tonnes to 18 tonnes GVW.

Powering these are nine SCR Euro 5 engine options. The four-cylinder Tector 4 comes at nominal 160hp and 180hp ratings, the latter with two torque ratings for each side of the 12-tonne mark. The Tector 6 uses an extra two cylinders to produce  220hp, 250hp, 280hp and 300hp ratings. All the engines come with ZF Eurotronic 6-speed automated manual transmissions as standard, although buyers can specify a five-, six- or nine-speed ZF manual or an Allison full auto at extra cost.

Iveco says the new Eurocargo will cost 10% more than equivalent outgoing models, half of which covers the gearbox fitment. The cab, while retaining its existing foundations, has had a complete makeover inside and out. Outside, the front panel follows the Stralis with an increased space for operator livery, and the Stralis theme is followed inside, with many of the big tractor's features being handed down. Our initial driving experience amounted to a journey from Coventry across to Stow-on-the-Wold, before changing vehicles and heading south to the A40 at Burford and returning via Oxford and the M40.

For the first leg, we went straight to top weight and a 250hp, 18-tonne box van, running at 14 tonnes. The first impression really was  of a baby Stralis, with many common design features. While an excellent seat and fully adjustable steering column made for a comfortable driving position, even with two pedals to accommodate, the footwell was rather cramped and after a few miles, the contact between door pocket and right shin became a distraction.

More positively, the park brake is still on the engine cover, but far enough forward to be easily reached, and the trio of grey rocker switches that control the transmission are also close at hand on a dedicated plinth on the dash. On the move, the ZF gear change is smooth, allowing the 250hp to gain speed easily. The full-air, all-disc brakes were not just effective, but had a high level of feel. Handling through the twisty Cotswold roads proved exemplary, with the only significant downside being that the steering is geared such that even going straight ahead at a roundabout involves a lot of effort.

The two-stage exhaust brake was effective even in mid-range, and was intelligent enough to recognise that if you then touched the foot brake, you needed more stopping power, so changed down a couple of gears to maximise retardation. For the inbound run, we tested the mass-market 7.5-tonner, and we chose a 160 tipper. Apart from asphalt tolerant vinyl seats, it still had a high enough level of equipment to more than satisfy the average driver.

One feature we hadn't reckoned on was the 5.125:1 final-drive ratio instead of the more highway friendly 4.30:1. Combined with the auto box, it seemed to go from zero to limiter in three seconds flat. The only time the transmission failed to impress was when rolling to a stop then asking for drive in a hurry to make a gap in the traffic, there was a noticeable delay while the message got through.