SALES MAGAZINE UK 110690082/53
ISSUE 53 - DECEMBER 2011
THE STRENGTHS OF THE NEW DAILY
CONTENTS EDITORIAL
3
INDUSTRIAL VILLAGE The world in one village
4
PRODUCT The world-beating New Daily
7
COMPETITION The New Daily’s competitors
10
HISTORIC VEHICLES The Fiat Industrial Village’s historic vehicles collection
14
DAKAR A rally made for the Trakker
16
ENGINES Designing engines for the future on the shores of lake Costance
18
IVECO PLUS SALES MAGAZINE - DECEMBER 2011 - PUBLISHED BY IVECO - STRICTLY RESERVED FOR DEALERSHIP SALES PERSONNEL - Director Giuliano Giovannini - Governing Committee Maurizio Pignata, Patrizia Mustorgi - Editorial team Luigi Antonacci (Editor in Chief), Stefania Castano, Nicola Grande, Francesco Novo, Paola Ravizza, Giancarlo Riolfo - Market correspondents Alexandre Rui (Portugal), Nigel Emms (U.K.), Manfred Kuchlmayr (Germany), Timothée Hage (Benelux), Muriel Kaufmann (France), Rosa Nieto (Spain), Nicolas Depla (Northern Europe), Marco Rando (Italy), Tansu Giz (Turkey), Nikolay Lebedev (Russia), Robert Zajkowski (Poland) - Contributors Ezio Camusso, Francesco Oriolo, Fabio Pellegrinelli, Francesco Pennestri, Giuseppe Francesco Simonato - Iveco Management and Publishing, 15/19 Lungo Stura Lazio, Turin.
A STRONGER AND MORE PROFESSIONAL NETWORK
Enzo Gioachin Iveco Senior Vice President, Sales & Marketing - Heavy range
EDITORIAL
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We have just finished presenting the New Daily on all our markets. The New Daily is an important vehicle for the future of Iveco and for the future of everybody working in and for Iveco. It is far more than just another state-of-the-art light commercial: in terms of technology, the New Daily is a significant step ahead of the competition. It is a product that should place Iveco in a position of strength as we enter 2012. Though the macro-economic outlook is far from encouraging, Iveco can face the future from a solid footing. We have a top quality product range - spearheaded by the New Daily - and our new organisation, based on a professional and aggressive dealer network, is growing. We have faith in this network - faith in you yourselves. That is why we strive to provide you with the best possible products, and with the most professional and advanced tools. Today’s customers, as you well know, are becoming ever more demanding and ever better informed, because they too have to live and work in a market in which only the strongest survive. Our job is to follow each and every customer and to anticipate their needs. But this alone is not enough: we also need to stay ahead of our competitors, because today, speed of change is a determining factor in success. For us to overcome the challenges ahead, we need to maximise the synergy between Company and Network, to create an atmosphere of faith, and to focus on the training of our sales personnel and managers. The quality of all organisations depends on the quality and professionalism of their people. Every one of us, whatever our level within the organisation, therefore needs to do their job to the best of their ability, without ignoring even the smallest detail. Because even the smallest omission can compromise the final result, if added to the omissions of others. Attention to details, even to details that seems unimportant on the surface, is therefore essential, and must be pursued diligently. If a team is to win, every member must play to the best of his ability. If just one member fails to perform, that team is not going to succeed. And we certainly do want to win! That is why we will never stop doing everything we can to improve the professionalism and commitment of our people. Even if that means relegating the poor performers to the sidelines. Because at the end of the day, the market itself will be the final and irrevocable judge of our performance. To put it in a nutshell, we want to grow, and Iveco and the Iveco Network can only grow by working together. That is why are busy re-organising and focusing on the excellence of results, and why we are using instruments that apply objective criteria to measuring those results. The CRM tool, for example, is able to evaluate the ability of a dealership to “cover� its assigned areas effectively. Dealers also need to employ specialists for each range, because only in this way can we be sure of serving and advising customers with the professionalism they require. We can only achieve our growth objectives by using tools that cover the entire product lifecycle; we can only build customer loyalty by assisting customers in all their choices. The role played by after-sales service is therefore becoming increasingly important, along with tools like CSI (Customer Satisfaction Index) for measuring customer reactions and correcting deficiencies. I am confident that Iveco will enjoy good growth in 2012 despite the uncertain market, because we have good products and a good team, and because the strongest players always come to the fore in tough times like the present. It all depends on us.
INDUSTRIAL VILLAGE
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THE WORLD IN ONE VILLAGE
Only a few months after its inauguration, the Fiat Industrial Village in Turin has already established itself as an international reference point for events and training. The Village provides far more than a multi-purpose centre for selling, assisting and presenting Iveco, New Holland and FPT Industrial products: it also Nicola Grande provides a meeting point for customers, enthusiasts and experts.
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he figures alone are impressive: the Village covers a total area of 74,000 square metres, including an indoor area of some 23,000 square metres, in which three brands are displayed in a 8,000 square metre showroom; there is a 1.2 kilometre test track with inclines of between 30° and 60° for testing quarry vehicles; and the conference room boasts a seating capacity of 440. Since the 19th September, the Fiat Industrial Village in Turin has changed the rules of the
DESIGN AND TECHNOLOGY The Fiat Industrial Village houses a futuristic and spacious showroom for the Iveco, New Holland and FPT Industrial ranges. There is also a clothing and leisure accessories store and a catering area. The Village even includes an area of 2000 square metres dedicated to historic vehicles that have played important roles in the story of Fiat Industrial (see separate article) as well as conference and training rooms. The functional and minimalist design of the Fiat Industrial Village provides a perfect backdrop for the vehicles on display, which represent the ranges of all three brands and illustrate their ability to innovate and their technological know-how.
game by presenting a completely new concept in sales and after-sales service. Visitors enter a showroom that is specially designed to guide them on an informative and exciting journey through the world of industrial vehicles. Francesco Oriolo, Iveco Customer Events and Fiat Industrial Village Manager, explains: “Thinking big, thinking industrial is the principle that inspired us to build the Village - the world’s largest complex dedicated to working vehicles and transport professionals. The Village provides a complete overview of the culture of Fiat Industrial. It is not just a window on the outside world, though. We have set ourselves some extremely ambitious but tangible objectives for this project. In addition to business activities, for example, we are very active on two other fronts: corporate culture and regional integration.” Development plans allocate ample space for training activities. The Village is also building links with schools and running initiatives aimed at transmitting not only the values of Fiat Industrial but the technical and technological competence that has been acquired since the early 1900s. Oriolo continues: “On a regional level, we are working closely with the authorities to host public events to provide conference services in an area that has so far been reserved exclusively for operators.” These ambitious objectives demonstrate Fiat Industrial’s strong commitment not only to the development of innovative products like the New Daily, but also to the fulfilment of a further reaching public mission too, again inspired by the theme of “think big, think industrial”. Thinking industrial means aiming for
Some views of the Fiat Industrial Village in Turin. The indoor area provides 23,000 square metres of floor space. The spacious interior environments include the Iveco, CNH and FPT Industrial showroom. Below: the area dedicated to technological innovation
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INDUSTRIAL VILLAGE
maximum quality in terms of materials, equipment and knowledge, in a constant process of research and development. This process finds a perfect match in the basic concept behind the Fiat Industrial Village project. To illustrate the Village’s underlying philosophy we need only point out the variety of events held there in the weeks after its inauguration. These included the launch of the New Daily (see separate article); the Turin meeting of the Formula ATA series, a competition for ecological vehicles designed and made by university students from all around the world; the final of the New Holland Construction Grand Prix; and the “The Dakar Starts From Turin”. All these occasions drew large, informed, engaged, and curious crowds. As Oriolo confirms, “These first events were great successes, not only for the number of visitors they attracted, but because they showed that we are on the right track - and that is even more important. The Fiat Industrial Village has tremendous potential and we are working hard to plan new events and activities to ensure that it becomes even more important as a participatory attraction in the future.”
INTERNATIONAL EVENTS
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A number of international events have already been held at the Fiat Industrial Village. These include the Turin stage of the Formula ATA championship, the final of the New Holland Construction Grand Prix and “The Dakar Starts From Turin”. The race in the Formula ATA series, reserved for university students from faculties of engineering, was held on the Fiat Industrial Village’s own test track on the 2nd October, along with the seventh edition of the Formula Electric and Hybrid championship organised by ATA (the Italian Association of Italian Automotive Engineers). The competition, reserved for open wheel vehicles with electric and hybrid powertrains, attracted thirteen university teams and a total of some 300 students from all over the world. October 8th saw the final of the New Holland Construction Grand Prix, the last leg of 12 European stages. The series saw, drivers from different countries compete in a variety of ability and fuel efficiency trials using New Holland Construction machines. Participants had to complete a series of challenges on board the latest models, including the latest wheeled loaders, C Series crawler excavators with interim Tier IV engines and SCR (selective catalytic reduction) technology, the new 200 Series compact mini-diggers, and the latest backhoe loaders. Finally, “The Dakar Starts From Turin” The event also saw the distribution of 1800 autographed photos of Miki Biaison, who demonstrated his skills behind the wheels of various rally cars. The event coincided with the official presentation of the “Petronas De Rooy Iveco” team (see separate article) and provided the perfect end to activities in 2011.
PRODUCT
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THE WORLD-BEATING
DAILY The latest model has all the characteristics needed to conquer the global market. Its winning features include a wide range of powerful but ecological engines, versatility and innovative technology. Paola Ravizza
PRODUCT
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here is no doubt that the Daily has become one of the symbols of Iveco. It is also a strategic building block for the brand’s future. The first to admit the importance of the Daily is Alfredo Altavilla, CEO of Iveco. In his own words, “The Daily is a key product in all our global development strategies.” This is the starting point of our journey of discovery into the world of the Daily, a vehicle that has sold successfully for 33 years and has won the hearts of over two million customers with its innovative technology and superb reliability. The Daily is a genuine global product: it is manufactured in Suzzara, Italy, in Valladolid, Spain, in Sete Lagos, Brazil and in Nanjing, China. As Altavilla explains, “Of every 100 Dailys coming off the assembly lines, 47 are sold outside Europe, in areas that are currently enjoying far higher rates of growth than our own continent. On top of this, in Brazil and China, the Daily has already won a market share equal to or larger than its share of the European market.” These extremely positive results prove that Iveco is on the right track and encourages us to look forward to the future with optimism on our traditional markets. The Daily is destined to become even more global in the future. The design team was therefore given the task of creating a product that offers a wide range of specific solutions depending on version and mission. The result is a New Daily that is available in an amazing seven thousand possible combinations, considering all its chassis, engine and transmission variants. The starting point, of course is a single common platform. The market has certainly appreciated the many strengths of the New Daily, considering that in just two months since from its commercial launch, it has already achieved 11 thousand orders, mainly from Germany, France and Italy, and largely for cab and chassis and dropside versions. Enzo Gioachin, Senior Vice President Sales & Marketing - Heavy Range explains the reason for this success in one simple statement: “We have created a professional vehicle that is tailor made for professionals”. One of the product’s key attractions that is certainly difficult to resist: “The New Daily consumes even less fuel than the previous model with no loss in performance or productivity”.
HIGHER PERFORMANCE LOWER EMISSIONS High performance engines with low fuel consumption and low running costs have always been one of the strengths of the Daily. The New Daily has completely renewed its engine range and has added three important new options. For a start, it now offers the most powerful diesel engine in the 3.0 litre segment, a unit that develops 205 HP. This impressive result has been achieved by using two turbochargers in series with two intercoolers. Torque also reaches a record level of 470 Nm at only 1400 rpm, and remains constant up to 3050 rpm. The engine range also includes the new 146 HP, 2.3 litre Euro 5 engine. This unit produces 350 Nm torque thanks to a new variable geometry turbo and exclusive Multijet II technology. Finally, there is also an engine that conforms to Europe’s EEV (Enhaced Environmentally friendly Vehicle) emission
standards: a 146 HP, 3.0 litre unit developing 350 Nm torque, with particulate emissions well below the specified homologation limits. The last two of these engines will become available during 2012. The New Daily’s super-ecological engine range also includes the Natural Power Bifuel engine that normally runs on Compressed Natural Gas (CNG) or Compresed Bio-Methane (CBM) but has a small petrol tank for use in emergencies. There is even a zero emissions version with an electric drivetrain. The electric motor of this version is designed, made and marketed entirely by Iveco, and is a three phase asynchronous unit powered by special high energy batteries with plug-in recharging. The drivetrain delivers propulsion directly to the vehicle’s wheels and incorporates a function to recover kinetic energy during braking. The sealed traction batteries do not produce any gas emissions, are maintenance-free and completely recyclable. Top speed is limited to 70 kilometres an hour, with an autonomy of between 90 and 130 kilometres. A hybrid drive version is due to be introduced in the future. Though not yet included in the catalogue, it has already been thoroughly tested in various trials with international key account customers who have used it for their normal working operations. Along with the engine, the gearbox is another important element for drivability and safety. In 2012, the New Daily will become optionally available with Start & Stop. This system switches off the engine when you stop the vehicle and put the gearbox into neutral, and starts the engine again as soon as you engage first gear. This reduces CO2 emissions by 9 grams per kilometre in the combined cycle and by up to 23 grams per kilometre on urban routes. Then there is another system that makes the driver’s life easier: the GSI (Gear Shift Indicator), which suggests which gear to use in order to minimise fuel consumption and emissions. When used in conjunction with the new six-speed gearbox fitted to the 2.3 litre engines, these two functions can reduce fuel consumption and carbon dioxide emissions by an impressive 10 percent compared to the previous model. This is extremely important at a time when European legislation is becoming increasingly strict and sales success depends directly on consumption and emissions.
THE NEXT OIL CHANGE IS A LONG WAY OFF The New Daily uses the latest generation of high performance, high protection lubricants. As a result, the new model has even longer service intervals than the previous one. Oil changes are now only required at intervals of 40,000 kilometres or every 24 months (instead of 12 months as in the past). Customers driving in excess of 30,000 kilometres a year will therefore notice a real economic benefit. If the vehicle only does low annual mileages (less than 20,000 kilometres a year), or is only used around town, engine oil and filter should still be changed every 12 months. On vehicles fitted with particulate filters, engine oil and filter may need to be changed more frequently, but customers will be notified of this by the on-board computer.
LIGHTS THAT SHINE WHERE YOU ARE GOING Another reason for the Daily’s success is thanks to its designers’ ability to update it with new, advanced technology, especially in the field of safety. For example, the Daily was one of the first vehicles in its class to be fitted with disc brakes and independent front suspension. Now, the New Daily incorporates the latest technology for improved visibility at night and in fog: cornering fog lights, i.e. lights that, in addition to their normal anti-fog function, illuminate the inside of curves when the vehicle is steered at low speeds. The New Daily’s safety equipment also includes ESP 9, the latest generation of the onroad stability and control program. ESP9 provides all conventional safety functions (ABS, EBD, ASR, MSR, SSP, HBA and LAC) but also uses TSM (Trailer Sway Mitigation) to adjust ESP settings when a trailer is being towed, HRB (Hydraulic Rear Wheel Boost) to increase braking force under emergency braking conditions, HFC (Hydraulic Brake Fade Control) to detect and compensate for fade if the brakes start to overheat, and RMI & ROM (Roll Movement Intervention & Roll Over Mitigation) to control body roll under emergency steering conditions.
COMFORTABLE AND SILENT Travelling in a Daily is a real pleasure. Over the years driving has become more and more comfortable, thanks to the introduction of important changes to the interior. The New Daily features axial steering wheel adjustment, and the adjustments for the driver’s seat position have also been modified to give greater travel. This means that even taller drivers can sit comfortably behind the wheel. The backrest of the bench seat is also arranged at a more reclined angle to make the trip more relaxing for passengers too. The dashboard boasts a new finish and incorporates an instrument panel with improved graphics for easier and clearer instrument readings. The cab as a whole has been designed to serve as a real mobile office. The backrest of the passenger
seat, for example, houses a fold down desk which contains a clipboard that fits neatly over the steering wheel. This forms a convenient surface for writing or for supporting tablets and netbooks. (This feature becomes available during 2012.) The superb level of on-board comfort is also due to top quality suspensions. The chassis features a heavy truck design for maximum robustness and reliability. The front suspensions are independent while the rigid rear axle is designed to deliver unrivalled performance. The bumps and vibrations caused by rough road surfaces are therefore reduced to a minimum, enhancing the responsiveness and precision of straight-line steering as well as road holding. The New Daily also makes extensive use of information technology and telematics to make life on board easier and more enjoyable. The latest generation TomTom Go Live 1000 satellite navigation unit provides information on traffic flows, and is complemented by the Blue&Me and Blue&Me Fleet systems. The New Daily is a real mobile telecommunications system connected to the rest of the world, and lets you organise everything from your telephone conversations to your music listening and fleet management functions.
SEVEN TIMES A THOUSAND You’d be hard put to guess the number of configurations you can obtain by combining different chassis, engine and transmission variants. The answer is seven thousand! To help orient customers through this amazing variety of options, Iveco offers the Daily in a choice of three equipment levels: Daily, Daily Plus and Daily Top. These standard equipment configurations can all be enhanced by adding option packs. There is the Tipper Pack for construction site work, the Special Van Pack for delivery missions, and the Winter Pack with special equipment for operations in extremely cold climates. There is even a Towing Pack for customers who need to tow a trailer. (Pack names and availability may vary from one market to another). This exceptional choice of configurations means that the New Daily really can be tailored to meet the needs of the individual customer.
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COMPETITION
THE NEW DAILY’S COMPETITORS
The New Daily sets the pace in a highly competitive market segment in which all major manufacturers have introduced new models. With help from the Iveco Unetversity, we look at the models our main competitors have to offer and review their characteristics Nicola Grande
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he light commercial offering was thoroughly renewed during the course of 2011, with all major international manufacturers updating their ranges. This reflects manufacturers’ increased interest in the light transport sector, which represents a continually growing market in all countries. This growth in sales is the result of a change in attitudes, with customers showing greater interest in vehicles that are designed for specific missions, and that offer a high level of flexibility in terms of equipment and configurations. In line with these trends, our New Daily range is arranged according to missions (L, S and C Classes) and versions (vans and dropside). A total of over 7000 configurations respond to the needs of even the most demanding users while maintaining the same fundamental, rational and versatile characteristics of a product that is made by professionals for professionals. In the light commercial segment, the New Daily even finds itself compared to models with radically different designs. Two basic families of vehicle are involved: semi-forward and forward control. Semi-forward control vehicles, including the new Daily, represent the reference point overall. Compared to forward control models, they offer easier cab access, easier access to the engine compartment for scheduled maintenance, greater comfort, a more efficient aerodynamic shape and useful space above the cab. The downside is that for the same external dimensions, semi-forward control models have a shorter maximum body length than forward control models. One of the benefits of the forward
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control design is its reduced overall cab length for the same level of equipment. The semi-forward control family includes the New Daily, Ford Transit, Renault Master, Vauxhall Movano, Mercedes-Benz Sprinter, Volkswagen Crafter, Fiat Professional Ducato, Peugeot Boxer and Citroën Relay. The forward control family includes the Isuzu N Series, Mitsubishi Canter, Nissan Cabstar and Renault Maxity. Chassis construction is another important parameter in any analysis of the competition to the New Daily. The New Daily, along with competing forward control models, features a separate body chassis made from “C” section beams. All other models have an integral, car-type chassis design. The benefit of the separate chassis is its greater robustness, especially with concentrated loads, and the greater ease with which different types of vehicle body can be fitted to it. Models with a box section chassis benefit from lower net vehicle weight and allow our competitors to offer GVWs (gross vehicle weights) of up to only 5 tonnes. The type of traction is another defining characteristic. Vehicles like the New Daily, Volkswagen Crafter and Mercedes-Benz Sprinter have rear wheel drive (with single or twin wheels depending on version). This configuration gives better weight distribution and better traction at full load. The Ford Transit, Renault Master and Vauxhall Movano, are available with either front or rear wheel drive (again with single or twin wheels) depending on version. The other models only offer front wheel drive. The forward control models (Mitsubishi, Isuzu and Renault/Nissan) are all rear wheel drive.
Comparison of GVW in kg
Vans: GVW and load volumes in m3
In any analysis of gross vehicle weight, the Daily emerges as the best performer not only for its extensive range but also for its ability to respond to the transport needs of customers who hold driving licences for vehicles up to 3.5 tonnes in GVW (e.g. B Class licence) or for higher GVWs (e.g. C Class licence). The New Daily is the only model to offer a choice of versions with GVWs of 5200, 6500 and 7000 kg.
Looking at gross vehicle weight and load volume together, the New Daily is again the most versatile and user friendly choice. It is the only light commercial to offer a load volume of 17.2 m3 with GVWs of 6.5 and 7 tonnes (giving a useful payload of 4.7 t in the dropside version).
DUCATO JUMPER BOXER
FWD
NEW MASTER
FWD RWD
SPRINTER
RWD
3000
3300
GVW (in tonnes)
“C” class licence
“B” class licence 3500
4000
2800
3300
3000
RWD
TRANSIT
FWD RWD
3300
3000
2,8
6,6÷10,3
3,0
6,6÷11,9
SPRINTER
CRAFTER
BOXER / JUMPER / DUCATO
7,5÷10,5
7,5÷11
8,0÷11,5
NEW MASTER / MOVANO
3500
4500
3500
3500
4600
4000
5000
3,3
7,3÷12,0
6,6÷11,9
7,5÷15,5
3,5
7,3÷17,2
10,3÷11,9
7,5÷17
2800
3000
3300
3500
4600
RWD ONLY
RWD 3000
3500
7,5÷17
5200
6500
7000
8,0÷13
8,0÷13
8,0÷17
8,0÷17
13,0÷17
4,0 14,3
4,2
5000
14,3
5,0
7,3÷17,2
6,5
17,2
7,0
17,2
9,0÷17 9,0÷17
9,0÷17 17.2 m3 and 7.0 tonnes: the first and only!
A FEW MANUFACTURERS BUT MANY MODELS International alliances have led to the introduction of a large number of similar models derived from common design platforms. This high level of differentiation is necessary to penetrate markets on which national brands are particularly strong. Shared design costs, however, can be offset by higher customisation and production costs, as well as by fiercer internal competition on the shared market. The above scenario applies to the following commercial vehicles:
8,0÷9 8,0÷12,3
4,5/4,6 FWD ONLY
DAILY
TRANSIT
3,2 RWD ONLY
CRAFTER
DAILY
• Fiat Professional Ducato, Citroen Relay and Peugeot Boxer (Sevel) • Vauxall Movano, Renault Master (available as Renault Truck and as Renault) and the forthcoming Nissan NV 400 • Mercedes-Benz Sprinter and Volkswagen Crafter • Nissan Cabstar and Renault Maxity
12,4÷17
RENAULT MASTER, VAUXHALL MOVANO The product family developed by the partnership of Renault, Renault Trucks and Vauxhall was updated in 2011, with the introduction of a new Master and a new Movano. Conceptually these are twin products, and differ only in aesthetic details and in a few technical solutions dictated by different marketing strategies. Manufactured at the Batilly works in France, they share a box section chassis and are available in van, dropside, combi van and crew cab versions as well as in a cab and chassis version for use with camper bodies. Gross vehicle weight ranges from 2.8 to 4.5 tonnes. All models are powered by a single engine type, a 2.3 litre dCi diesel unit available in a choice of power ratings: 100, 125 and 150 HP. Emissions conform to Euro 5 standard (with a DPF). No natural gas engine is available. Models can be front wheel drive (with transverse engine) or rear wheel drive (with longitudinal engine). Customers may specify single or twin wheels for rear wheel drive versions to suit their needs. Traction depends on GVW: front wheel drive for GVWs from 2.8 to 3.5 tonnes and rear wheel drive for GVWs from 3.5 to 4.5 tonnes. Homologation classes are N1, N2, M1 and M2. Three wheelbases are available (3182, 3682 and 4332 mm), along with four body lengths (2583, 3083, 3733 and 4383 mm) and three body heights (1700, 1984 and 2144 mm). This creates a load volume range from 8 to 17 m3. The gearbox can be either a six-speed manual or a Tecshift, six-speed automated. Front / rear wheel drive Single / twin wheels New options available Box section chassis (lower net vehicle weight) Sliding door in two widths (up to 1.27 m)
Renault/Renault Trucks New Master, Vauxhall New Movano
NEW MASTER
TRACTION
Front or rear wheel drive
GVW
2.8 - 4.5 t
CHASSIS
Box section
VERSIONS Van, dropside, combi van, cab & chassis, crew cab, and camper chassis versions ENGINES
NEW MOVANO
4 cylinder - 2.3 l 100 HP - 125 HP - 150 HP
EMISSIONS Euro 4, Euro 5 DPF INTRODUCED IN 2010 Production plant: BATILLY (France)
New Renault Master VAN WHEELBASE (mm)
ENGINE (HP)
GEARBOX
Van FWD
3.182
Combi FWD
3.682
4 cylinder in line
MANUAL5 speed
2,299 cm3 100 125 150
AUTOMATED 6-speed Techshift
VERSION
4.332
REAR SUSPENSION PARABOLIC
GVW (t)
VOLUMES (m3)
2,8
8 9
-
REINFORCED PARABOLIC
3,3
10,8
AIR
-
12,0
3,5
12,3 12,4*
Reduced maximum front axle load compared to Daily (GVW 4.5 t) Reduced maximum rear axle load (for 3.5 t GVW - twin wheels) Max GVW limited to 4.5 t Only one diesel engine (2.3 litres), not suitable for heavy duty missions No CNG engine available Same rear door height for H3 and H2 roofs Weaker box section chassis, unsuitable for fitting heavy duty bodies
Van RWD
3.682
Combi FWD
4.332
3,5 4,5
14,8* 14,9*
New 2.3 l engine (previously 2.5 l)
17*
Transverse engine with front wheel drive, longitudinal engine with rear wheel drive Old Master: Max GVW 3.5 t Rear wheel drive with single or twin wheels
PEUGEOT BOXER, CITROËN RELAY AND FIAT PROFESSIONAL DUCATO The Fiat Professional Ducato, Peugeot Boxer and Citroën Relay are made by Sevel, a joint venture between Fiat Professional and the PSA Group (Peugeot and Citroën), at the Val di Sangro works in Italy. Though they stem from the same basic design, they differ in equipment levels and engines. They share the same traction system, front wheel drive for all models. GVW ranges from 3.0 to 4.0 tonnes. All models have a box section chassis. They are available in van, dropside, crew cab, combi van and cab & chassis versions. Engines are Euro 5 (with EGR and DPF). Wheelbases may be 3000, 3450, 4035 or 4035L mm (with a rear overhang of 1380 mm) giving a range of load volumes from 8 to 17 m3. Parabolic or pneumatic rear suspensions may be specified to suit needs and missions. Two types of gearbox are available: manual (five or six speeds) or, in the case of the Ducato, six speed automated.
13 14,2*
* = RWD VANs
Peugeot Boxer, Citroën Relay and Fiat Professional Ducato
TRACTION
Front or rear wheel drive
GVW
3.0 - 4.0 t
CHASSIS
Box section
VERSIONS
Van, dropside, crew cab, combi van and cab & chassis
ENGINES
4 cylinder - 2.0 l diesel - 115 HP (Fiat only) 4 cylinder - 2.2 l diesel - 110, 130, 150 HP (PSA only) 4 cylinder - 2.3 l diesel - 130, 150 HP (Fiat only) 4 cylinder - 3.0 l diesel - 155 HP (PSA only), 180 HP 4 cylinder - 3.0 l NAtural Power - 136 HP (Fiat only)
EMISSIONS Euro 5 (EGR + DPF)
Fiat Ducato, Peugeot Boxer, and Citroën Relay VAN VERSION
Capacity (box section chassis and front wheel drive) Height of load bed from ground (vans) Large number of versions and equipment levels Choice of engines (especially for FIAT) and performances Car-like driving position Cab & chassis version available “Traction +” option
Vans
GVW (t)
4 cylinder in line
4 cylinder in line
PARABOLIC
3,0
8
AIR
3,3
10
1.956 cm3 115
11,5
4,0
13
3.000
2.287 cm 130 150
2.198 cm3 110 130 150
3,5
4.035 L
3.000 3.450 4.035
3
Combi
VOLUMES (m3)
PSA ENGINES GEARBOXES REAR WHEELBASE FIAT (HP) SUSPENSION (mm) ENGINES (HP)
3.450
ESP available only as optional Low maximum axle load GVW limited to 4 t Only single wheels available Box section chassis (unsuited for heavy duty missions) Front wheel drive (unsuitable for loads concentrated on rear overhang) Loss of traction with more powerful engine versions
2.999 cm3 180 2.999 cm3 CNG 136*
L : rear overhang (1380 mm)
MANUAL5 speed 6 speed AUTOMATED 6-speed*
15 17
2.999 cm3 155 180
* = Only DUCATO
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COMPETITION Ford Transit M.Y. 2012
FORD TRANSIT The new Model Year 2012 Transit comes in a large number of versions, and offers a choice of three traction types: front with transverse engine, rear and all-wheel drive with longitudinal engine. All engines conform to Euro 5 standards and include a choice of four cylinder diesel and petrol units. The 2.2 litre Duratorq TDCi diesel delivers different power levels according to traction: 100, 125 and 140 HP for front wheel drive versions; 100, 125 and 155 HP for rear wheel drive versions, and 125 HP for the all-wheel drive version. All diesel engines are equipped with EGR and DPF and conform to Euro 5. An “Econetic” version is also available, with Advanced Battery Management System (BMS), intelligent battery recharging and, depending on market, an optional Eco Pack with Start&Stop and a 100-110 km/h speed limiter. The box section chassis can be fitted with van, dropside, crew cab and combi van bodies. The van version with rear wheel drive and parabolic suspensions is available in four wheelbases: S 2933 mm, M 3300 mm, L 3750 and EL 3750 (only for the Jumbo model with a rear overhang of 1720 mm and single or twin wheels). GVW ranges from 3 to 4.6 tonnes and load volumes from 6 to only 14.3 m3, largely because of a limited inside height. The gearboxes are manual, five or six speed units. Service intervals for the diesel engines are 50,000 km or every 2 years.
TRACTION Front, rear or all-wheel drive GVW
2.8-4.6 t
CHASSIS
Box section
VERSIONS Van, dropside, crew cab ENGINES
4 cylinder - 2.2 l (diesel): FWD: 100 - 125 - 140 HP RWD: 100 - 125 - 155 HP AWD: 125 HP 4 cylinder - 2.3 l (petrol): 145 HP
EMISSIONS Euro 5 (EGR + DPF)6
MY 2012 - Rear wheel drive VERSION Van
WHEELBASE (mm)
ENGINE (HP)
GEARBOX
REAR SUSPENSION
GVW (t)
2.933 S
4 cylinder in line
MANUAL 5-speed 6-speed
PARABOLIC
3,0
6
3,3
7,5
3.300 M
2,198 cc 100 125 150
3.750 L 3.750 E 2.933 S
Van Crew cab
3.300 M
VOLUMES (m3)
3,5
8,5
4,2
9,8 11,3
4,6
4 cylinder in line petrol 2,295 cc 145
14,3*
3.750 L 3.300 M
Combi van
3.750 L
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Front, rear and all-wheel drive available Car-style driving position and equipment ECO versions Extended service intervals
* = ONLY JUMBO MODEL (rear overhang - 1720 mm) - Jumbo model with single or twin wheels
Limited axle loads Pneumatic rear suspension not available Limited space inside cab Limited door opening angle (difficult access) Small size rear view mirrors Maximum GVW 4.6 t Box section chassis (unsuited to heavy duty missions) ESP always on and cannot be disabled Unheated diesel filter Gearbox PTO not available
Mercedes Benz Sprinter Euro V
MERCEDES-BENZ SPRINTER
TRACTION
Rear
GVW
3.0 - 5.0 t
CHASSIS
Box section (double section with twin wheels vs. conventional: more robust
Available in rear wheel drive and in the 4ETS all-wheel drive version (3.5 and 5 tonne van and dropside), the Mercedes-Benz Sprinter offers a good choice of four and six cylinder Euro V or EEV engines. It also offers GVWs from 3 to 5 tonnes and load volumes from 7.5 to 17 m3 with three inside heights: 1650, 1940 and 2140 mm. (Editor’s note: the Sprinter offers 3 inside heights but only two rear door heights against the Daily’s three.) In twin wheel versions, a double box section chassis is available to provide greater strength and permit use in heavy duty missions. ESP is standard on all models. The van, dropside, crew cab and combi van versions are available in four wheelbases: 3250, 3665, 4325 and 4325L mm, the latter with a rear overhang of 2015 mm. Gearboxes may be 6-speed manual or 5-speed automatic. Rear suspensions may be standard or reinforced parabolic.
VERSIONS Van, dropside, crew cab, combi van ENGINES
4 cylinder - 2.1 l (diesel): 95 - 129 - 163 HP DPF standard V6 - 3.0 (diesel): 190 HP DPF standard V6 - 3.5 (petrol): 258 HP 4 cil. - 1.8 l (NGT): 156 HP
EMISSIONS Euro V and EEV
Mercedes Benz Sprinter: Van VERSION
WHEELBASE (mm)
ENGINES (HP)
GEARBOX
REAR SUSPENSION
GVW (t)
MODELS
VOLUMES (m3)
Van
3.250
4 cylinder in line
MANUAL 6-speed
PARABOLIC
3,0
7,5
2.148 cm3 95 129 163
AUTOMATIC 5-speed
SINGLE WHEEL 209-211 215-218 309-311-313 315-318 309-311-313 315-318
3.665 4.325 4.325 L* Semiwindow
3.250 3.665 4.325 4.325 L
Combi
3.250
V6 2,987 cc 190
REINFORCED PARABOLIC
3,2 3,5 3,5 4,6 5,0
TWIN WHEEL 409-411 415-418 415-418 515-518
8,5 9,0 10,5 11,5 14,0
Single / twinned wheels Box section chassis Brand image Width of side door (up to 1.3 m) Dealer network Availability of engines and fuel systems (diesel, petrol, methane) Perceived quality Top of class engine power and torque (V6)
15,5 17,0
3.665 4.325 * = Rear overhang: 2.015
Reduced maximum rear axle load compared to Daily (with GVW of 3.5 t) Max GVW limited to 5 t Only two rear door heights (same height for H2 and H3) Box section chassis - less robust - more difficult body fitting Limited steering angle V6 engine configuration for high power version (weight and complexity)
Volkswagen Crafter MY2011 - Euro V
VOLKSWAGEN CRAFTER The new Crafter is made in the German Ludwigsfelde and Dusseldorf factories, which also produce the Mercedes-Benz Sprinter. The two models differ in front design and engines. With box section chassis and rear wheel drive, the Crafter offers a GVW range from 3 to 5 tonnes (with twin wheels) and comes in van, dropside, crew cab and combi van versions. Two engine types are available: a four cylinder, 2.0 litres, Euro 5 or EEV, Tdi diesel (EGR + DPF) delivering 109, 136 or 163 HP, and a five cylinder, 2.5 litre EEV diesel with SCR delivering 136 HP. The new 163 HP engine features a twin turbo. The 136 and 163 HP 2.0 Tdi engines are also available with BlueMotion Technology, a pack that includes Start&Stop, Smart Regenerative Charging and GSI (Gear Shift Indicator). On five cylinder versions, the SCR system’s AdBlue tank holds 25 litres on van models and 28 litres on dropside models. The interior of the new Crafter stands out for its fabric upholstered seats, redesigned instrument panel and gear lever knob. Four wheelbases are available: 3250, 3665, 4325 and 4325L mm. As with the Sprinter, the 4325L wheelbase Crafter has a rear overhang of 2015 mm. The different wheelbases offer load volumes of 7.5 to 17 m3. Gearboxes can be six-speed manual or Shiftmatic six-speed automated (only available with the five cylinder engine).
TRACTION
Posteriore
GVW
3.0 - 5.0 t
CHASSIS
Box section
VERSIONS Van, dropside, crew cab, combi van ENGINES
4 cylinder - 2.0 l diesel: 109 - 136 - 163 HP 5 cylinder - 2.5 l diesel: 136 HP
EMISSIONS 4 cylinder Euro 5 or EEV (EGR+DPF) 5 cyinder EEV (SCR)
The Crafter (like the Mercedes Sprinter) is made in the Ludwigsfelde and Dusseldorf factories in Germany.
Van My 2012 - Rear wheel drive VERSION
Single / twin wheels Box section chassis (lighter) Brand image Width of side door (up to 1.3 m) PTO available
WHEELBASE (mm)
ENGINE (HP)
GEARBOX
REAR SUSPENSION
GVW (t)
VOLUMES (m3)
Van
3.250
4 cylinder 1,968 cc 109 136 163
SINGLE WHEEL
7,5
3.665
MANUAL 6-speed
PARABOLIC
Combi
4.325 4.325 L*
5 cylinder
3.250
2,461 cc 136
3.665
Reduced maximum rear axle load compared to Daily (with GVW of 3.5 t) GVW limited to 5 t Only two rear door heights (same height for H2 and H3) Box section chassis - less robust - more difficult to fit bodies Steering radius<0} SCR only on 2.5 litre engine Reduced choice of engines: only 2.0 l and 2.5 l with AdBlue
AUTOMATED 6-speed Shiftmatic (Shiftmatic only available with 5 cylinder engine)
4.325
3,0 3,5 TWIN WHEEL 5,0
9,0 11,0 11,5 14,0 15,5 17,0
5 cylinder engine with SCR and 25 litre AdBlue tank AdBlue on van, 28 litre on dropside
* = Long overhang: 2015
FORWARD CONTROL COMPETITION ISUZU N SERIES
MITSUBISHI CANTER
Isuzu’s N Series is characterised by a choice of two cab widths, the Easy cab (1815 mm) and Comfort cab (2040 mm). Both widths are available in single or double cab lengths and both are combined with a chassis made from “C” section longitudinal beams. Wheelbase depends on configuration, and ranges from 2480 mm for the single Easy cab to 4475 for the double Comfort cab. Drive is to the rear wheels, single or twin. The engine range includes a 150 HP, 2999 cc four in-line cylinder unit and a 190 HP, 5193 cc unit, both common rail diesels. Gearboxes may be 5 or 6 speed manual or 5 or 6 speed automated (NES II). Suspensions are parabolic. GVW ranges from 3.5 to 7.5 tonnes.
Two cab widths are available: Standard 1695 mm and Comfort 1995 mm. Wheelbases go from 2500 mm to 4200 mm depending on cab type (single or double). The chassis is made from “C” section beams. Only one diesel engine is available. This is a common rail, 2997 cc unit with EGR or SCR depending on power output: EGR for the 130 and 145 HP versions and SCR for the 175 HP. All engines come with a six-speed manual gearbox. Suspensions are semi-elliptical. Drive is to the rear twin wheels. GVWs range from 3.5 to 7.5 tonnes. Engines of all power ratings feature exhaust engine braking.
RENAULT TRUCK MAXITY, NISSAN CABSTAR The technology transfer agreement between Renault and Nissan has led to the development of two models that benefit from the experience of two top names in the field of commercial vehicles. There is a choice of two cabs (single or double), and a choice of two widths. The chassis is made from “C” section beams. Wheelbase ranges from 2500 mm to 3400 mm. GVW ranges from 3.5 to 4.5 tonnes. Two engines are available, both four cylinder, common rail diesels: the 2488 cc unit develops 110 or 130 HP while the 2953 cc unit develops 150 HP. These engines can be combined with 5 or 6 speed manual gearboxes or a 6 speed automated gearbox. Suspensions are standard or reinforced parabolic.
Steering radius / Compact vehicle Visibility behind cab Adequate engine
Steering radius / Compact vehicle Reduced height of load bed from ground Robustness / Engine / Payload Distributed via the Mercedes-Benz network Exhaust engine braking fitted as standard
Steering radius / Compact vehicle Payload Distribution of network Independent front suspension (as on Daily)
Steering radius / Compact vehicle Visibility behind cab Adequate engine Net vehicle weight / Payload High displacement engines Rigid front axle suspension Reduced comfort Poor cab access Low level of equipment Limited dealer network Short service intervals
Reduced comfort Rigid front axle suspension Poor cab access Limited offer of options Short service intervals (30,000 km)
Uncomfortable driving position Poor safety Poor cab access Short service intervals (30,000 km) Noisy cab
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HISTORIC VEHICLES
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THE FIAT INDUSTRIAL VILLAGE’S HISTORIC VEHICLES COLLECTION
The Fiat Industrial Village was inaugurated only a few months ago, but Fiat Industrial itself has a long history and over a century of experience behind it: a visit to the Village’s historic vehicles exhibition proves the point. The exhibition contains a unique collection of commercial and industrial vehicles. Stefania Castano
A
t the entrance to the Collection, visitors are welcomed by a bus, attractively painted in the colours of the San Marcello Chiaravalle transport company: the vehicle is a Fiat 507 with bus body, rooftop luggage rack and access ladder. The bus also provided a postal service, as the letterbox in its door shows. Its right hand driving position was chosen to help drivers keep as near as possible to the side of the road, making it easier for others to overtake. The Fiat 507 was derived from the Fiat 505 and was produced for only two years: 1926 and 1927. The 507 bus is the first of fifteen vehicles in the Fiat Industrial Village historic vehicles collection, a collection that includes trucks, tractors and earth moving machines, and illustrates the evolution of vehicle technology throughout the 1900s. “This is the first real exhibition of historic commercial vehicles in Italy,” explains Francesco Massa, a specialist in transport policies at Iveco, who also followed the restoration of the vehicles and the design of the museum space. “There are very few commercial vehicle collections around, and those that exist are generally in the hands of associations or coachwork companies. The large collection we have here at the Fiat Industrial Village provides an excellent opportunity for visitors to see close up
vehicles that played key roles in the history of the Italian automotive industry.” The exhibition is divided into decades, precisely to give a clearer idea of technical progress. The earliest exhibit is the Fiat 15 Ter of 1913, the first truck to be mass produced during the First World War. The most recent exhibits, dating from the late 1900s, are the Iveco 330.30 that became famous for its role in the Overland expedition, and the first Daily, made in 1978, the forerunner of the model that is celebrating 33 years of commercial success this year.
“Restoration work began last year,” recounts Ezio Camusso, responsible for the technical preparation of vehicles for testing by journalistswho helped, with Francesco Massa, in the restoration of the historic models. “We relied on the expertise of Italtecnica of Cambiano, a coachwork company that worked for us in the past on the restoration of cars for the Fiat museum, Centro Storico Fiat. Iveco collected the actual vehicles some time ago, but we had no space available to display them at the time. Some of them were in a terrible condition. When a working vehicle is no longer needed, it is very seldom maintained. The vehicles on display here have been subject to an almost nut and bolt restoration.” Mario Cavagnero, head of Italtecnica, describes how his company went about the restoration. “Every vehicle you see here was disassembled bit by bit and fully restored, starting from the chassis and engine, right up to the smallest items of bodywork and interior. We did our best to preserve the original machine as far as possible, and to replace only missing parts, but finding spares was far more difficult than for cars, because there are so few collectors. We had to go to all the specialist events, like the Padua historic vehicles fair, and we even had to make some parts by hand, like pistons, valves, bearings, as well as body parts and brackets that had rusted away, and even chassis parts and body panels. Nowadays, it’s no easy thing to find craftsmen like
pump makers, cabinet makers, and spring makers. At least for the engine parts we could rely on our own mechanics. We have a great team, real craftsmen who are used to restoring historic cars and preparing cars for racing. Race preparation was the area in which our company began. For the panel beating and upholstery on the other hand, we had to beg favours from people who all have white hair by now. Considering the enormous amount of research and restoration work to be done, we actually finished the job in record time, only six or seven months. Now every one of these vehicles is fully functional. Seeing them all return to life was incredibly satisfying.” “It was a pretty tough challenge to find the technical drawings and photographs we needed to prepare the data sheets for the vehicles in display, and to explain their history,” adds Francesco Massa. “We received a great deal of help from Raffaele Terlizzi, curator of the Fiat and Lancia historic collection, who was also responsible for coordinating and managing the recovery of these models for the Fiat Industrial Village. Our next job is to find all the old user and service manuals. So the job’s not finished yet. But the further on we go, the more we get drawn into it. The project has already cost a great deal of money, and it’s not over yet. To avoid cramming too many vehicles into the gallery, we are looking into the possibility of exhibiting them on a rotating basis, either by theme or by brand. Italtecnica is already working on the restoration of a Fiat 1100 van that used to belong to the RAI, the Italian state television company, as well as a Magirus 65D. We’ve got a Fiat 18P waiting too, and then we need to find time to restore a Pavesi LT 31 that is currently in the colours of the Italian Fire Brigade and needs to return to its original shape as an artillery tractor. After restoration, all these vehicles also require regular servicing. They need to be taken out for a spin occasionally too, to keep the engine free and stop the tyres developing flat spots and cracking. The job demands a great deal of passion as well as constant attention.” Our guide through the “ancestors’ gallery” and a great source of information on its contents, was Pier Francesco Pennestri, Business Development & New Markets Product Director, who also happens to be a real historic vehicle enthusiast and expert. Some of the collection’s key exhibits are illustrated alongside. Above, a panoramic view of the Collection. Alongside, the 1926 Fiat 507 with bus body.
The great grandfather of the Daily Some readers may remember this vehicle in its role as an ambulance in the film “A Farewell to Arms”, based on the novel by Hemingway. First produced during the Libyan war of 1911, the Fiat 15 TER was manufactured by AMO in Russia until 1920 and saw extensive use throughout the First World War. With different tyres, it remained in service with the Italian army until 1920.
The nose of the Topolino Presented at the Turin Motorshow in 1952, the Fiat 615 remained in service until 1965. The second, third and fourth gears of its 4-speed gearbox were synchronised. The 615 featured a left hand driving position. Its rounded bonnet bore a family resemblance to those of the 1400 and 500C. The Fiat 615 boasted independent front suspension.
A distant relative of the Marne taxis Built on a car chassis, the Unic Type M1A was often used as a taxi. It is distantly related to the famous Marne taxis that helped stop the German advance in 1914 by carrying some ten thousand soldiers from the Paris barracks to the front line.
The workhorse of OM The legendary Leoncino, introduced in 1950, was the workhorse of the OM range for almost a quarter of a century, in one form or another. Able to carry a load of 2 tons, it had a typical truck-type, upright driving position but a car-style dashboard, column gear change and left hand driving position.
15 The pioneer of all-wheel drive Derived from the Pavesi-Tolatti P4 100 paddy field tractor, the LT31 artillery tractor of 1931 had four driving and steering wheels that could even be slid in and out to follow ruts. This was the first vehicle ever used in platoon formation: platoons of 10 tractors were driven by just one driver.
Crocodile features The headlights are the same as those used on the 1960s VW Beetle. Seen from the front, the vehicle has a characteristic crocodile look. Given the cold climates in which it operated, the Magirus 85 D10, made in Germany in 1963, was one of the first trucks to boast a proper heating system. Previous models had simply channelled warm air into the cab from the engine compartment or taken cold air from the outside, through a grille. Worth noting is the “antenna” on the mudguard, designed to assist the driver in estimating the dimensions of the vehicle: the predecessor of today’s parking sensors!
The first “modern” vehicle SPA was the acronym of the famous Turin vehicle manufacturer Società Piemontese Automobili Ansaldi-Ceriano, established in 1906. From 1926 until just after the Second World War, the company made vehicles exclusively for the military. The model on display at the Fiat Industrial Village is the SPA 38 of 1937. Apart from its long bonnet, it is quite similar to a modern truck in appearance.
The “African lion” Sold under the Fiat and Iveco names, the 682 was one of the best loved Italian trucks and certainly the longest living . Introduced in 1952, it remained in production until the end of the 1980s. Extremely robust and easy to maintain, the Leone sold very well on the African continent too. Hence its nickname: “the African Lion”. The Leone’s 6 cylinder diesel engine delivered an impressive 140 HP.
The truck that helped reconstruct Italy The Brescia based firm of OM introduced the Tigre in 1958. The Tigre was available as a truck and as a van, and in crew cab and minibus form. It was an extremely popular vehicle in the 1960s. The driver sat on the right in order to drive nearer to the side of the road.
The “long-nose” of the Overland expedition The truck chosen for the Overland expedition was the 330.30 of 1995. Its 13 litre V8 engine was equipped with two turbochargers and developed 300 HP. The engine was aircooled and designed to operate in temperatures between -60 and + 50° C.
DAKAR
A RALLY MADE FOR THE TRAKKER The 2012 edition of the Dakar will be held in South America from the 1st to the 15th January. The spotlights are already focused on team “Petronas De Rooy Iveco”. The official presentation took place at the Fiat Industrial Village Paola Ravizza
T
he Dakar, the world’s greatest adventure race, lasts for fifteen days. The 2012 edition sets off from Mar del Plata in Argentina on the 1st January and arrives in Lima, Peru on the 15th. The Dakar has always been recognised as one of the world’s toughest and most fascinating rallies - the sort of adventure all motor racing fans dream of entering once in their lifetime. In reality, only the best and the toughest teams and vehicles have what it takes to compete. This issue of Iveco Plus turns the spotlight on to the new “Petronas De Rooy Iveco” team who will be responsible for carrying the colours of all three brands to glory. The drivers are rally veterans Miki Biasion (Dakar rally winner in 1999, first place in the production trucks class and fifth place overall), Gerard De Rooy (this
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year in his seventh Dakar race), Hans Stacey (winner of the 2007 Dakar), Pep Vila Roca and Jo Adua. And then of course, we come to the real protagonists: four Iveco Trakker 4 x 4 trucks. The Trakkers will be equipped with FPT Industrial Cursor 13 engines tuned to develop around 1000 HP in race configuration. There will also be a prototype of the Strator, a vehicle made in Holland, with an Iveco chassis and driveline and a cab derived from the Powerstar, produced and marketed by Iveco in Australia. These will be followed by another four Trakkers (including two 6x6 and one 8x8) providing support and assistance for the team. The team will line up at the start of the 2012 Dakar well prepared and with encouraging results behind them. The team’s racing career
began in the Moroccan rally in October, when it took first and second place in the special class reserved for trucks (and fifth and sixth overall). With this precedent, we have good cause for confidence that the team will do well in the exciting adventure soon to be played out over the challenging terrain of South America. Drivers and mechanics (some forty people in all) already know that two weeks of high tension are in front of them - two weeks to be lived at maximum speed and at the limit of physical endurance, in keeping with the best Dakar traditions. A whole day of off-road racing, followed by a night of damage repairs if necessary, along with strategy planning for the next day, and a chance to leave adrenaline levels drop to somewhere around normal. Only the toughest survive.
THIS DAKAR IS A FIESTA The 2012 edition of the Dakar rally has already been defined as a South American “fiesta”. The route winds through three countries on the South American continent: Argentina, Chile and Peru. Nine thousand kilometres through ever changing scenery and terrain. The Argentinean stages begin in Mar del Plata, the Biarritz of Argentina, a luxury resort inhabited only by the well-to-do. The race then heads off over the Andes and across into Chile. Men and trucks are subject to incredible stress until day eight, when the race reaches Copiapò in Chile for a well deserved break. The restart is designed to separate the men from the boys: a hell-for-leather chase over the dunes of the Atacama desert, 610 metres above sea level. Then down to the Pacific coast and on to Lima, in Peru, after fifteen days of gruelling competition.
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The Trakkers are equipped with 6 cylinder, 24 valve, electronic fuel injected Cursor 13 engines developing 840 HP. Above, the whole team, complete with technicians and mechanics. At the top, drivers Miki Biasion and Gerard de Rooy together with Mauro Veglia, Senior Vice-President Light and Medium Range and Iveco Marketing Manager.
“IMPROVING THE IMAGE OF IVECO AND ITS CUSTOMERS” Mauro Veglia, Senior Vice President Light and Medium Range and Iveco Marketing Manager is convinced. “The Dakar rally will improve the image of Iveco and its customers.” The rally of rallies was presented during an evening event at the Fiat Industrial Village, in the presence of Iveco’s CEO, Alfredo Altavilla, and of a large number of guests invited to celebrate the team’s entry. Iveco has decided to enter competitive racing in order to boost its image among regular and potential customers. And what better way to promote that image than by tough trucks leaping dunes, fording streams and flying over sun baked stones. “It is only natural for Iveco to be attracted to the world of racing,” Veglia explains, “because the world we work in is an extremely competitive one. This rally in Latin America offers an excellent opportunity to improve our brand visibility, as it will be held in an area
where we have enjoyed an increase in sales of 40 per cent.” A screen behind the stage, where Miki Biasion and other personalities have now arrived, is showing images of the Trakker during the recent Moroccan rally. “The truck is really very comfortable,” Miki Biasion assures the crowd. “Even after a thousand kilometres and a day’s driving over rough terrain, you still feel quite relaxed when you get out. Among other things, taking part in races that put the whole vehicle under strain serves to identify technical improvements that can make drivers’ lives easier. The ideas that work in a race can easily be transferred to trucks made for work in quarries and on construction sites.” The flow of information also goes in the other direction, of course. As Veglia points out, “Quarry work provides plenty of feedback on the strength and quality of our trucks, and this can be used to improve the vehicles we enter in races.”
ENGINES
DESIGNING ENGINES FOR THE ON THE SHORES OF LAKE CO The FPT Industrial Research Centre in Arbon, Switzerland, tests new solutions for improving the efficiency of diesel engines destined for use in agricultural, commercial, industrial and construction site vehicles. The objective is simple: to reduce consumption and emissions as much as possible. The centre also researches into energy recovery from exhaust gases and new fuels. Giancarlo Riolfo
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L
ong live the diesel engine! For over a hundred years, the engine designed by the French-born German inventor who gave it its name has been a successful source of propulsion. Originally designed to replace steam engines aboard ships and in industry, the diesel engine has proved popular as a source of vehicle power too. And that means cars as well as vans and trucks. Nowadays the diesel is even finding applications in aviation, thanks to its low fuel consumption and its ability to burn jet fuel instead of the now increasingly costly and hard to find avgas. The diesel engine is ideal for use in industrial vehicles and is likely to remain the sectorâ&#x20AC;&#x2122;s preferred engine type for many years to come, thanks to continuous technical development. Over the last years the diesel has evolved dramatically thanks to innovations like supercharging, ever more refined turbo-compressors, direct common rail fuel injection and other more recent developments on the same theme. Diesel engines have now long exceeded their old power, performance and noise limitations. On top of this, rather than losing their traditional benefits - low consumption and robustness - they have improved on them. In recent years, diesel engines have made amazing progress even on the emissions front, and have become able to conform to ever stricter standards.
HOME TO 200 TECHNICIANS AND ENGINEERS The diesel engines of the future are born here in Arbon, a Swiss town on the shores of lake Constance. Arbon is home to the FPT Industrial Research Centre, where the engines Iveco hopes to use in coming years are tested and developed. The Research Centre is a genuine centre of excellence, with a staff of some 200 people, including about a hundred mechanical and electronic engineers, physicists and mathematicians. In addition to chemical and metrological laboratories, the centre includes workshops where prototype engines are assembled, tested and disassembled for inspection. Most tests are performed in 28 soundproofed rooms, where the engines can be bench tested under computer control. The environment outside the room remains perfectly silent: only the figures scrolling over the console screens show that the engine inside the room is running.
FUTURE NSTANCE
so research into recovering part of this is obviously important. Exhaust gases can be used, for example, to drive turbines connected to the engine crankshaft: this solution was implemented on aeroplane engines some sixty years ago. Other solutions could lead to even more consistent savings in consumption, in the region of 10 percent. Research into new fuels is closely linked with engine development. At present, first generation diesel biofuels offer several advantages, but are not without their problems. They can only be added to conventional diesel fuel in small proportions (normally around 5%, with a maximum of 20%). Because of their mediocre characteristics, they are only produced in small quantities. The second generation biodiesel fuels currently under development are a different kettle of fish. These are top quality synthetic fuels, with far better characteristics than petroleum-derived diesel fuel. They can be obtained from certain plant species and from biomass. In the latter case, they offer the added benefit of recycling waste and not subtracting farmland from food crop production.
SIMULATIONS ARE NO REPLACEMENT FOR TESTING
Arbon is responsible for testing the most promising solutions for improving efficiency, with special reference to reducing consumption and emissions. The centreâ&#x20AC;&#x2122;s technicians have accumulated a unique level of competence in the field of electronic engine control, combustion strategies and exhaust gas treatment. Rather than on specific models, their work focuses on the development of basic technologies that can be integrated into FPT Industrialâ&#x20AC;&#x2122;s product development system. The centre is in constant contact with designers at Iveco and Case New Holland. The key focus today is on reducing emissions. Even the most powerful turbo-diesels have to respect the strict limits of the coming Euro 6 standard (for road vehicles) and Tier 4 standard (for agricultural and construction vehicles). Research, however, is also ongoing in the direction of increased engine efficiency and reduced fuel consumption, because reduced consumption in turn means reduced emissions. When advanced research and product innovation is involved, secrecy is essential. Here, however, are some of the areas at which research at Arbon is directed. One of the main themes is the reduction of friction inside the engine. Another is the recovery of energy otherwise lost in the form of heat. Todayâ&#x20AC;&#x2122;s diesel engines achieve a level of efficiency of around 40%, or at best 45%. This means that at least 55% of the energy generated by the fuel is lost in the form of heat through the cooling and exhaust systems. Exhaust systems in particular waste around 35 percent of the energy produced by the engine,
Hybrid powertrains represent another technology that is becoming more attractive. Hybrid powertrains combine an internal combustion engine with an electric motor, so that the characteristics of both can be exploited to suit driving conditions. Both propulsion systems are used together when maximum performance is required. The benefits of hybrid powertrains make them interesting candidates for use on light trucks and construction vehicles. The part that interests us, the internal combustion engine, requires very little change: it can even become smaller in size. This would logically result in a further reduction in consumption and emissions. Computers play an important role in engine development. Thanks to computer technology and virtual testing, the development process for new engines has become far shorter. Computer simulations provide a clearer understanding of the combustion process as well as assisting in thermal capacity and mechanical load analyses. This means better, more efficient engines. Virtual testing cannot, however, completely replace real testing, either on the bench or on the vehicle itself. That is why, at Arbon, alongside the engine test rooms, you also find a road testing facility. Another characteristic of the Swiss research centre is its internationalism. The technicians who work here come from ten countries. Though the team includes many young people, it also includes a number of older people too. As they point out, the youngsters have plenty of new ideas, but may be short on experience. So interaction between the generations is beneficial to all involved.
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