Introduction
The ‘natural order’ of rigid trucks has become well defined over the years, driven by a mixture of tradition, legislation and common sense. In two-axle terms they run from the 7.5-tonne car driver special to the 18-tonne maximum allowed by current legislation. And if you can’t make up your mind, the 12-tonner sits in the middle, offering a useful compromise.
So, why would anyone upset the natural order by offering a 16-tonner?
Product Profile
This Iveco stands out from the crowd without turning a wheel. It’s the first 16-tonner to be tested under the current weight structure (although before 1987 we did test its predecessors such as the Ford D1614). It’s also likely to be the last Euro-3 truck to be tested by CM, certainly above 7.5 tonnes.
Our test truck is a 160E21S; it has a 16-tonne GVW and a power rating of 210PS (207hp/154kW); the second lowest powered variant in the six-cylinder Tector range. Eight wheelbases are available from 3,105 to 6,570mm, providing space for bodywork up to 10,100mm. This example has the 5,175mm option, carrying a 25ft (7,620mm) box body from Newland Coachworks, although it could manage another foot.
Productivity
There are three good reasons for considering a Eurocargo 160E21S. Compared with an identically powered and sized 180E21S 18-tonner, its 560mm longer rear overhang allows extra body length. Its unladen weight, is some 515kg lower, so for any given payload, up to its obviously upper limit, it has that much less weight to shift, potentially improving economy. Finally, it has a lower frame, which means easier access, which will be useful on multi-drop distribution work, while its lower overall height is another potential fuel saver.
The 16-tonner’s fuel economy around our Welsh route came in at 14.3mpg, which is 0.5mpg better than the 18-tonner. Its best improvement was on the A-road section, were it delivered 14.0mpg against 13.4mpg. On the motorway the benefit was slightly less, at 14.9mpg to 14.7mpg. However, this wasn’t at the expense of journey times. Although it proved slower than the exceptionally brisk run by the 180E24S Eurocargo, it was still quicker than most of the other 18-tonners we’ve tested.
Part of the 16-tonner’s weight savings comes from its lighter-duty chassis, including plated front and rear axle weights of 5,800kg and 10,900kg, against the 18-tonner’s 7,100kg and 11,500kg. If front-end overloads are an issue there’s a 6,100kg axle option.
List prices are about as meaningful as a rail-way timetable these days, but the difference between the 160E21S and a 180E21S is exactly £1,000. Apart from the 2,000kg of GVW, you also lose the suspended driving seat, front air-line coupling and diff-lock as standard, while the 280-litre fuel tank shrinks to 115 litres. The specialist nature of this vehicle is reflected in the forecast residual value; some £1,600 less than an equivalent 18-tonner at three years old, according to CAP.
