Iveco Massif SW 3.0 HPT (5 doors)
Content
Have you heard of Iveco's Massif? It's okay, even in Italy it is considered exotic. Rumor has it that in the land of pizza and spaghetti, they wanted to make a thoroughbred SUV so that it could be sold at an open tender to the army and police, perhaps even to some foresters or an electric company. In short, they wanted to make a car so that the money would be in the pocket of the house. Fiat (Iveco) is Italy, and Italy breathes like Fiat. The flow of money from the left pocket to the right is always a smart move for participants, even if they are struggling with the rules of the modern economy.
Therefore, they merged with the Spanish Santana Motor plant, which previously produced Land Rover Defenders. Although the Massif is technically based on the Defender III and is similar to the Santana PS-10, which was produced by the Spaniards under license from Land Rover, Giorgetto Giugiaro took care of the body shape. This is why the flat Massif (as opposed to the aluminum Defender) is unique enough to be recognizable on the road, but at the same time it cannot hide its roots. The foundation was laid in the XNUMXs, when Land Rover was still British. Now, as you probably know, this is Indian (Tata).
So let's just note that this pocket truck (as you can see in the photos is also a convenient submarine) is special. Conditionally for the road, born for climbing. If SUVs have a self-supporting body, then Massif has a good old load-bearing chassis. What's more, if custom suspension is much more comfortable in fashion, the Massif has a rigid front and rear axle with leaf springs. Are you already dreaming why is it only for the field?
It's even worse when we start counting the equipment at the price of 25.575 euros, safety first. Security curtains? Nima. Front airbags? No. ESP? Forget it. At least ABS? Ha ha, you think. However, it has the ability to connect all-wheel drive, gearbox and rear differential lock. Do we understand enough why dirt is his first home?
The answer of other road users is interesting. If the driver in a nearby alley was sitting in a sports car, Massifa didn't even look. If the father in the van version was driving, and the kids were behind him, he just scoffed. If the neighbors sat at a height of more than a meter above the ground, albeit in a "soft" SUV, they already looked with interest and wondered what a miracle it was.
We greeted the truckers (you forgot Iveco) as best friends and the kindest was the person who caught me at the gas station. Presumably he is a member of the 4x4 club, so he hugged me like his brother while refueling, and the next moment he was lying under the car, counting the differentials and discussing whether Massif was better than his car or not. Yes, you have to be special for these vehicles, but definitely not an asphalt fan.
Massif promises a lot at first. The interesting exterior and even the beautifully designed dashboard give the unmistakable feeling that Italians have their fingers in the middle. Cute. Then, after a few days of use, you start to despair, as the workmanship is disastrous. The plastic on the body falls off, although this cannot be attributed to field efforts, the front wipers squeak so much regardless of the amount of rain that I would prefer to grease them with oil, the left (already so small!) The rearview mirror always switches again at highway top speed. Instead of what is happening behind you, you are looking at the asphalt, and what pissed me off the most was the power window switch that fell into the console between the front seats.
What do you say that this is also part of the unmistakable feeling that the Italians keep their fingers in the middle? I won't say it, but I've heard this theory from others quite a few times in two weeks. It is customary to say that we motoring journalists are spoiled girls who rush to the nearest service station for all sorts of garbage and indignantly point the finger at the error. Well, in Massif, I took a screwdriver, ripped open the console, and put the switch back in place. It was so self-evident and easy - because basically it meant being a bit of a craftsman myself - that I even liked it. It's good that there were no problems with either the chassis or the engine. Yes, you really must be special for this car.
On the way, Massif squeals, bounces and cracks, which at first seems like it will fall apart. After a few days, you don't care, but after about a week, you put your hand in the fire, and it will squeal, bounce and whirl for at least another half a million kilometers. The three-liter, four-cylinder variable-blade turbocharged turbo diesel is reportedly also successfully powered by the Iveca Daily, so I can confidently say this is the best part of the car. The consumption of about 13 liters for two tons of a square tin monster, the arrow on the scales of which jumps to 2 tons, is not really excessive.
You also get used to the noise and, frankly, you expect it in such a car. The gears of the ZF six-speed manual transmission are so short that you go one of the first four (or 0 to 50 km / h) through the first four, and then two more "longer" ones remain. The gearbox, of course, is not.
In the city, you swear for a huge turning radius and the lack of parking sensors, and on rainy days we also lacked a rear wiper. The steering wheel is huge and quite thick, like a truck. Oh, because they probably really pulled him out of the truck. ... The pedals are pushed to the left (welcome Defender), and while there is plenty of room inside, the left foot rest is extremely modest, and the box in front of the front passenger is also unusually small.
The winners are a box in the center console that slopes incorrectly and rear cushions that only reach the shoulders of an adult. Or open the hood at the right foot of the front passenger. The steering mechanism is inaccurate, so you will have to constantly correct the direction of travel, even if the road is flat. Some of this inaccuracy may be related to the power steering, and some to the aforementioned rigid chassis.
On the track, despite the noise, you can easily race at a speed of 150 km / h, but the scale is something like this: up to 100 km / h is manageable and even pleasant for durable ones, up to 130 km / h is already boring. a bit, especially if you think you'll have to brake fast (see stopping distance!), and at speeds above 130 km / h, the fearless start to shake too, as you slowly become a passenger in a car in which you must have the main word. How to sit in a raging train to understand each other. On the ground there is a completely different story - you will lead there. We mentioned earlier that the gears are very tight, it's just a pity that Iveco doesn't offer an automatic transmission.
Then you can use the plug-in four-wheel drive (2WD to 4H), then the gearbox (4L) and finally use the aircraft switch (with special protection and horn) to engage the rear differential lock. Without a doubt, Massif will grind anything that gets hit by off-road bikes. Worst of all on poorly maintained highways, when Massif starts bouncing like a kangaroo in faraway Australia. For a very long time, I didn't have the feeling that each tire was moving in a different direction. Maybe I was just scared? Also.
Seen through the prism of modern automotive engineering, the Iveco Massif is an old SUV without equipment. So it's pretty useful. Seen through the eyes of a lover of mud, snow and water, Massif is a gift from God. It will be difficult for you to become more plump in the market. That's why an Italian Spaniard with British genes is a special person who needs a special driver. Do not look for rationality, for such a price it will be difficult for you to justify the purchase. But the truck, although pocket-sized, is not for everyone, not to mention diving!
Face to face: Matevj Hribar
About twenty years ago, Fother with a Peugeot 205 buried himself in the snow somewhere behind him and vowed that one day he could afford a real SUV, which he would clean with a hoe. And less than ten years later, he bought a Defender. I also drove a lot off-road and off-road with this stocky Land Rover, so the test Massif was entrusted to me for several kilometers. You say, tell me, is it better than the English original.
The SUV's reliability remained just right, but one would expect Ivec to fix at least the Defender's major flaws or bugs. For example, the pedals are still uncomfortably loaded all the way to the left of the car, and the driver's seat is positioned so that when the windshield is down, it is almost impossible to rest your elbow against the edge of the window. In the salon, they tried to correct the impression that you were sitting in a tractor with plastic, but not very successfully. The drivetrain reminded me of my college days when I drove toys around Slovenia on the Daily, but the rugged construction of the SUV is doing very well as the power is more than enough to handle slopes. The Massif remains a working machine and one of the few options for those who like to “hoe clean”.
Special rating for SUVs
Sensitivity of the body and its parts (9/10): The underside of the plastic under the front bumper loves to crack.
Power transmission (10/10): The highest quality, intended for those who do not "paint".
Terenske zmogljivosti (tovarna) (10/10): More than you can imagine ...
Terenskoe tranquility (practical) (15/15): ... But I hope. Are we placing a bet?
Road usability (2/10): Asphalt is not his favorite surface.
Off road view (5/5): Looks like he just arrived from Africa.
Overall SUV rating 51: Three small notes: even better pickles, a shorter version and more durable plastic in the bumpers. And that would be ideal for a terrain attack that other motorists can only dream of.
Auto magazine rating 5
Alyosha Mrak, photo: Aleш Pavleti.
Iveco Massif SW 3.0 HPT (5 doors)
Basic data
| Sales: | Destroy the boat |
|---|---|
| Base model price: | 23.800 € |
| Test model cost: | 25.575 € |
| Power: | 130kW (177 KM) |
| Acceleration (0-100 km / h): | 14,6 with |
| Maximum speed: | 156 km / h |
| Mixed flow ECE: | 12,8l / 100km |
| Guarantee: | 2 years general and mobile warranty, 2 years varnish warranty, 2 years rust warranty. |
| Oil change every | 20.000 km |
| Systematic review | 20.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 900 € |
|---|---|
| Fuel: | 15.194 € |
| Tires (1) | 2.130 € |
| Compulsory insurance: | 4.592 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 5.422 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 43.499 0,43 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - longitudinally mounted in front - bore and stroke 95,8 × 104 mm - displacement 2.998 cm? – compression 17,6:1 – maximum power 130 kW (177 hp) at 3.500 rpm – average piston speed at maximum power 12,1 m/s – specific power 43,4 kW/l (59,0 hp/l) – Maximum torque 400 Nm at 1.250-3.000 rpm – 2 overhead camshafts (timing belt) – 4 valves per cylinder – Common rail fuel injection – exhaust turbocharger – aftercooler. |
|---|---|
| Energy transfer: | rear-wheel drive - plug-in all-wheel drive - 6-speed manual transmission - gear ratio I. 5,375 3,154; II. 2,041 hours; III. 1,365 hour; IV. 1,000 hours; V. 0,791; VI. 3,900 – differential 1,003 – gearbox, gears 2,300 and 7 – rims 15 J × 235 – tires 85/16 R 2,43, rolling circumference XNUMX m. |
| Capacity: | top speed 156 km/h - 0-100 km/h acceleration: no data - fuel consumption (ECE) 15,6/8,5/11,1 l/100 km, CO2 emissions 294 g/km. Off-Road Capabilities: 45° Climbing - Permissible Side Slope: 40° - Approach Angle 50°, Transition Angle 24°, Departure Angle 30° - Permissible Water Depth: 500mm - Distance from Ground 235mm. |
| Transportation and suspension: | off-road van - 5 doors, 5 seats - chassis body - front rigid axle, leaf springs, telescopic shock absorbers - rear rigid axle, Panhard pole, leaf springs, telescopic shock absorbers - front disc brakes (forced cooling), rear drum brakes, mechanical parking brake on rear wheels (lever between seats) - rack and pinion steering wheel, power steering, 3 turns between extreme points. |
| Mass: | empty vehicle 2.140 kg - Permissible gross vehicle weight 3.050 kg - Permissible trailer weight with brake: n.a., without brake: n.a. - Permissible roof load: n.a. |
| External dimensions: | vehicle width 1.852 mm, front track 1.486 mm, rear track 1.486 mm, ground clearance 13,3 m. |
| Inner dimensions: | front width 1.400 mm, rear 1.400 mm - front seat length 480 mm, rear seat 420 mm - steering wheel diameter 400 mm - fuel tank 95 l. |
| Box: | Trunk volume measured with AM standard set of 5 Samsonite suitcases (278,5 L total): 5 places: 1 suitcase (36 L), 1 suitcase (85,5 L), 2 suitcases (68,5 L), 1 backpack (20 l). l). |
Our measurements
| T = 29 ° C / p = 1.132 mbar / rel. vl. = 25% / Tires: BF Goodrich 235/85 / R 16 S / Mileage status: 10.011 km | |
| Acceleration 0-100km: | 14,6s |
|---|---|
| 402m from the city: | 19,1 years ( 111 km / h) |
| Flexibility 50-90km / h: | 7,4 / 10,4s |
| Flexibility 80-120km / h: | 11,9 / 17,9s |
| Maximum speed: | 156km / h (V. and VI.) |
| Minimum consumption: | 11,9l / 100km |
| Maximum consumption: | 13,6l / 100km |
| test consumption: | 12,8 l / 100km |
| Braking distance at 130 km / h: | 99,1m |
| Braking distance at 100 km / h: | 54,7m |
| AM table: | 44m |
| Noise at 50 km / h in 3rd gear | 66dB |
| Noise at 50 km / h in 4rd gear | 64dB |
| Noise at 50 km / h in 5rd gear | 62dB |
| Noise at 50 km / h in 6rd gear | 62dB |
| Noise at 90 km / h in 4rd gear | 72dB |
| Noise at 90 km / h in 5rd gear | 70dB |
| Noise at 90 km / h in 6rd gear | 68dB |
| Noise at 130 km / h in 5rd gear | 74dB |
| Noise at 130 km / h in 6rd gear | 72dB |
| Idling noise: | 41dB |
| Test errors: | The power window switch fell into the console between the front seats. |
Overall rating (182/420)
Massif barely caught a deuce, which is to be expected given the poor safety equipment. But if you look at him more than a working machine dabbling in the field, there is no dilemma: Massif belongs to the chub!
Exterior (8/15)
The Massif is what a chubby SUV should be, only it's not original. Poor workmanship.
Interior (56/140)
Relatively little space, poor ergonomics, small equipment, practical trunk. Allegedly, you can even drive a Euro pallet.
Engine, transmission (31
/ 40)Great engine, portable drivetrain, and the worst thing about steering and chassis.
Driving performance (22
/ 95)They say it's slow and safe. Lump in throat when braking and poor directional stability.
Performance (24/35)
Good maneuverability, moderate acceleration and ... top speed for daredevils.
Security (38/45)
In terms of safety, it is probably the worst car in the history of our ranking.
Economy
Moderate fuel consumption (for a car like this and a XNUMXL engine), high base price and poor warranty.
We praise and reproach
field capacity
engine
phenomenon (exclusivity)
large and useful trunk
range
lack of protective equipment
workmanship
driving position
comfort on a bad (asphalt) road
braking distances
price
turntable
small and restless rear-view mirrors
