Stralis AT450
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The legendary Chinese philosopher Lao Tzu once declared: “A journey of a thousand miles begins with a single step.” It’s no less a challenge for Iveco – getting drivers to climb up into a Stralis tractor. But it’s a step worth taking...
Words: Brian Weatherley / Images Tom Cunningham
Brief:
Vehicle: Iveco Stralis 450 Active Time 6x2 high-roof sleeper cab tractor Price as tested: £91,000 (plus VAT) Engine: 10.3 litre, 450hp (331kW) GVW: 22,800kg GCW: 44,000kg Payload: 28,705kg
Test comparison data
Vehicle: VOLVO FM11.430 LXL Tested: 28/5/09 Vehicle: RENAULT PREMIUM 450.24 Tested: 27/9/07 Vehicle: SCANIA R440 HIGHLINE Tested: 26/06/08 Vehicle: DAF CF85.460 SPACE CAB Tested: 13/09/07 When in late 2007, Iveco UK managing director Henk van Leuven publicly committed the Italian truck-maker to gaining a 15% share of the British heavy truck market by 2011, it caused a few eyebrows to rise.
It was, and still is, a ‘big ask’. Iveco has to irst climb over Renault, MAN and Mercedes-Benz (to name but three) before it reaches the ‘Promised Land’. And with its current share of the UK tractor market at just 5.7%, you do the maths. Ironically, the biggest ly in van Leuven’s ointment is perception, not product.
Ever since the new Stralis appeared two years ago, Iveco has had a truck that’s more than capable of holding its own in the UK heavy market. If it wasn’t, CM would say so. But how will Iveco reach that mythical 15%? Quite simply (and it’s become something of a mantra at its Watford HQ) by “getting bums on seats”, because those who experience Stralis irst hand usually ind their perceptions seriously challenged.
Only the other day, we were talking to a major leet operator who runs Actros artics and he told us he’d just got his irst Stralis. “What does the driver think of it?” we asked. “He loves it,” was the reply. Other operators seem to think in a similar vein. So what else is stopping Iveco? It can’t be that the Cursor 10, its main engine for leet buyers, has ‘only’ 10.3-litres. OK, so the majority of UK 44-tonners may have 11-plus litres under the hood (and more often than not 13), but MAN has trodden the same path as Iveco with its 10.5litre D20 and done nicely out of it.
What about build quality? Again, if the only thing you know about Iveco is EuroTech, you’re woefully out of date. Stralis is a whole new ball game. What’s more, it comes with an impressive basic spec, including an AS-Tronic auto gearbox, luxury driver’s seat, remote control radio, electrically adjustable heated mirrors, and immobiliser – in short, many of the things its rivals charge extra for. Also thrown in (again as standard), is an ultra-clean EEV engine that’s one step beyond Euro-5. You’re probably starting to see why, having already road-tested Stralis with the wider ‘Active Space’ cab, we’ve been itching to take the leet-spec narrower ‘Active Time’-cabbed Stralis with the most-powerful 450hp Cursor 10 around our Scottish route at 44-tonnes. It’s time to challenge some preconceptions...
Productivity
The bottom line: eight mpg is the benchmark igure around our two-day test. The Stralis AT450 delivered 8.11mpg, and in the face of some lousy weather. Among its Euro-5 test rivals, it beats the EGR Scania R4400 Highline (7.57mpg), SCR Renault Premium 450 (8.02mpg) and the recently tested Volvo FM11.430 (7.89mpg) (CM 28 May), again with SCR.
Only the DAF CF85.460 did better with 8.4mpg. Next, we turn to payload. With a tare of 8,295kg (that’s with a full fuel tank, alloys and a driver on board), the Stralis AT’s 28.70 tonnes is as near as dammit to the R440’s 28.71 tonnes and close enough for jazz to the Volvo’s 28.84 and the Premium’s 28.87. Only the DAF carried more, but it had smaller 17.5-inch wheels on its lift-up mid axle, unlike our Stralis, which is a ‘true’ twin-steer. Yes, the Italian artic could lose a few pounds, but, frankly, it would be a cheese paring exercise at best. Now we come to productivity.
The Iveco’s 0-80km/h acceleration time is notably ahead of the pack, even beating the 13-litre DAF CF85 with 200Nm more torque on tap. The Stralis AT’s hill climb times also are well up to the mark, and if its overall average speed doesn’t exactly set the pulses racing, it probably wasn’t helped by the fact that we ran into a couple of trafic snarl-ups on day two, which knocked back our average speed... it happens. Ultimately, though, even we would admit the modest displacement of the Cursor 10 six-pot is probably more suited to regular motorway trunking than toughing it out in hilly terrain (although back-axle gearing clearly plays a part in the equation). That said, it still used less diesel than the Volvo FM and Renault Premium slogging over our ‘severe A-road’ section while still maintaining a lively gallop. Not bad for a little ’un.
On the road
The four-point coil suspension underneath the Stralis AT’s narrower (2.3m) cab (the larger AS cab has a full air setup) delivers a taut ride. On the plus side, it’s very stable for a high-roof cab, with little roll, even when you’re pushing hard through the corners. On the downside, the worst road surfaces are felt through the cab loor – although, surprisingly, not the steering column, which is well isolated from the bumps. Adjusting the front axle damping might help smooth things out.
Overall, the 6x2’s steering is light but positive, and it has a good lock, too.
In common with other three-axle tractors, there’s a touch of understeer, although our initial concerns of skittishness while driving the Stralis along a damp A5 were soon dispelled when it became obvious we were following a truck with a loose (or missing) fuel cap, judging by the rainbowcoloured trail of diesel left on the wet road surface.
For all its willingness, however, we wouldn’t call Cursor 10 a classic ‘Latin Lugger’. It will pull down to 1,000rpm and recover, but it’s far happier around the 1,400rpm-1,500rpm mark, and certainly performs lustily beyond that point up to 1,600rpm before AS-Tronic shifts up a gear.
With a bit of judicious easing of your right foot, however, it’s possible to prompt an earlier up-shift, thereby saving fuel – but without hurting your progress. We inally settled on the word ‘vanilla’ to describe the Cursor 10. It does everything you’d ask of a 450hp leet tractor without making any fuss. It’s pretty quiet too, although when it’s working hard, you notice when the fan cuts in.
While we have few complaints with the AS-Tronic auto (Iveco calls it Eurotronic), we’d like it to be quicker off the mark, especially when you need a fast getaway. The gentle engagement of the clutch doubtless extends its service life, but it can be somewhat embarrassing when you want to pull out into a busy stream of trafic in a hurry. The alternative is to hammer your foot down, which is wasteful on fuel. Notwithstanding that, it’s slick, smooth and seldom lost for a gear. With the 2.85:1 rear diff, we occasionally had to manually nudge it into top at 40mph when it preferred to hold 11th for a bit longer – a criticism by no means unique to ZF’s auto. If you do want to indulge in a bit of DIY gearchanging, push the ‘drive’ button on the dash and you revert to manual, then just use the column stalk to change up or down. To revert back to full auto, press the button again. You can also make manual shifts in auto. However, with a displacement of 10.3-litres, the Cursor 10’s Turbobrake (which works in conjunction with the variable geometry turbocharger) can only do so much in holding back a fully-freighted 44-tonner. On steeper descents we needed the service brakes to keep our speed in check. In auto mode, there’s a useful function whereby the engine brake cuts in when you exceed your set speed by around 2km/h. But when you do need the Stralis’s service brakes, they work well, despite a rather long pedal travel.
We think the Stralis Active Time cab with the optional high-roof could be a real monster... with a few minor tweaks. First, we’d get rid of the second bunk, which is an optional extra at £320. It’s not needed in a UK leet machine, doesn’t fold lat against the rear wall like in the AS and, frankly, gets in the way when you want to sit on the bottom bunk. Moreover, the step up into it is an afterthought.
There’s plenty of storage in the front overhead lockers, especially underneath the raised bottom bunk, which runs full width across its entire length. It’s divided into three sections, allowing easy access to the separate compartments beneath.
Next, we’d move the well-lit night heater controls from the offside wall to the nearside, or the middle of the back wall. Likewise, we’d put a reading lamp on the kerbside and a TV shelf with a 12v socket on the offside. Someone should remind Turin which side of the road we drive on... and sleep on. Ditto the fact the main speedo markings are in km/h.
Despite these moans, the Stralis’s lat dash layout is a model of clarity. Two big dials lank the well-illuminated central driver information panel – one of the best on the market – which is easy to use via the command buttons on the steering wheel. You can check the status of your vehicle, including idle time, brake lining wear and AdBlue status.
Buttons on the steering wheel allow you to tune and adjust the radio without taking your eyes off the road.
The trim is leet practical without being oppressive, the heavy duty rubber loor covering will shrug off the dirt while the blue seats and light grey roof are easy on the eye. The multi-adjustable standard driver’s seat provides a good level of comfort. The only thing missing is an arm rest. Along with the aforementioned storage, there are plenty of other nooks and crannies, although, strangely, there’s an absence of cup holders. But we rather like the optional, large slide-out centre coolbox/fridge and pod to hold bottles or a Thermos – well worth the extra £230. But why put the fridge furthest away (it’s probably the other way around in a left-hooker)? ■
SPECIFICATIONS
Importer: Iveco UK, Iveco House, Station Road, Watford, Hertfordshire WD17 1SR Web address: www.iveco.com/uk/Pages/Home.aspx Model: Iveco Stralis AT450S45 TX/P high roof Engine: Cursor 10 450 Euro-5 selective catalytic reduction, overhead camshaft, charge-cooled turbo-diesel with four-valves-per-cylinder, unit injectors and variable geometry turbocharger.
Bore/stroke: 125mm x 140mm Capacity: 10.3-litres Compression ratio: 16.5:1 Maximum power: 450hp (331kW) from 1,550rpm-2,100rpm Maximum torque: 2,100Nm (1,549lbft) between 1,050rpm-1,550rpm Transmission: Eurotronic AS2330TD (ZF AS-Tronic) 12-speed fully-automated mechanical direct top gearbox.
Gear ratios: 15.86:1-1.00:1 Rear axle: Meritor MS13-175 single reduction hypoid drive axle Final drive: 2.85.1 Clutch: Single dry plate 432mm Brakes: Full air-braked EBS discs fitted all-round with auto adjustment and pad wear indicators, ASR and VGT brake.
Parking brake type: Spring brakes on front and drive axle Secondary brake power: Iveco Turbobrake with 380hp maximum power at 2,600rpm Brake dimensions: Front and rear, 436mm ventilated discs Chassis: Steel ladder frame with riveted and bolted construction Frame dimensions: 80mm x 300mm x 6.7mm Wheelbase: 3.8m (outer axle spread) Opt.4.0m Suspension: Front, parabolic springs with anti-roll bar; mid, air; rear, Iveco ECAS four-bag air with anti-roll bar Steering: Integral hydraulic power-assisted (second axle hydraulically-operated) Turns lock-to-lock: 5.7 Wheels and tyres: Alcoa wheels with 315/80 R22.5 XZA/XDA Michelin tyres Fuel tank/AdBlue tank: 455lit/50lit Electrical system: 24V earth-return system Battery/alternator: 2x12V/225Ah
OWNERSHIP COMPARISONS
Iveco Stralis 450 Active Time 6x2 tractor
Payload: As tested, kg 28,705 Servicing downtime: Annual hours 4.6 Contract maintenance: Per year £3,205 Parts prices: Basket of spares £2,014 Residual value: Three years £20,475 Residual value: Five years £12,575 Dealers: UK /Europe 105/2,270 Warranty: Basic cover, months/miles 24/unlimited List price: Basic price £82,830
Service data
Servicing downtime: Recommended standard servicing, 120,000km/year. Contract hire: Figures for three years at 120,000km/ year, full maintenance, supplied by Lombard. Contact: 0870 010 5896. Parts prices: Retail total of brake linings (full set), headlamp unit, door mirror, wiper blades, oil/air filters and clutch. Residual values: Trade value, assuming 50,000km/year, in CAP Average Condition. Figures supplied by CAP Monitor. Contact: 0113 222 2000
Fact file: Security
Engine immobiliser ✓ Alarm X Central locking ✓ Deadlocking ✓ Secure bonnet X Locking fuel cap ✓
Fact file: Plated weights
GVW 22,800 GCW 44,000 Front axle 7,100 Mid axle 6,700 Rear axle 11,500 Unladen test trailer 7,000
Fact file: Test weights*
Kerb weight 8,295kg Net payload 28,705kg
*With 75kg driver
ENGINE
The Cursor 10 six-pot is offered at 420hp and 450hp. All Stralis models, barring the 560hp chassis, have an Enhanced Environmentally-friendly Vehicle (EEV) engine rating as standard with even lower emissions than Euro-5.
OPERATIONAL RESULTS
Fuel consumption:
Overall 8.11mpg (34.8lit/100km) Day one 8.83mpg (31.9lit/100km) Day two 7.62mpg (37.0lit/100km) Tough A-roads 5.95mpg (47.4lit/100km) Easy A-roads/motorways 9.47mpg (29.8lit/100km) Tough motorways 7.99mpg (35.3lit/100km)
Average speed:
Overall 68.62km/h Tough A-roads 56.7km/h Easy A-roads/motorways 76.4km/h Tough motorways 73.2km/h Hill performance: (minutes/seconds)
Miltonrigg Hill 1min 25sec Castleside 2min 23sec M18 4min 00sec M1 5min 22sec
Running costs: (Diesel at £1.10/lit; AdBlue at 43p/lit)
AdBlue rate, % of diesel 4.7 Fuel cost, £/100km 38.28 AdBlue cost, £/100km 0.71 Total cost, £/100km 38.99
DIMENSIONS
Overall width 2,550mm Overall length 6,258mm Overall cab height 3,940mm Step heights 440/760/1,020mm Cab floor height 1,320mm Cab length (inc exhaust) 2,350mm Cab Internal height (max) 2,100mm Height over engine hump 1,730mm Cab internal height (above bunk) 540/620mm Bunk thickness 120mm Wheelbase (OAS) 3,800mm Front overhang 1,410mm Rear overhang 1,048mm Chassis height 963mm
Brian Weatherley
The Active Time Cursor-10-powered Stralis with the optional high-roof cab (well worth the extra £1,220 over the normal height sleeper) has the potential to be a fleet favourite – especially as a purpose-built, right-handdrive ‘solo’ sleeper. But if we were Iveco’s UK boss, we’d say: “We need some minor adjustments; no they won’t wait. We’re chasing market share here...”
Operators needn’t be put off by the Cursor 10’s modest displacement either. Around CM’s test route, it proved significantly more fuel-efficient than many other larger lumps. And you might like to ask why Volvo recently introduced its own 10.8-litre engine in the FM. Were Iveco and MAN right all along on smaller displacement diesels? Of course, the real sell Iveco has to make is to the average fleet artic driver. But given the Stralis’s impressive standard spec, we’d be surprised if after a day behind the wheel they weren’t won over.
It’s a bit like what that Chinese bloke said about long journeys – it all begins with a single step...
NEXT WEEK
CM checks out trucks of the future from young automotive designers
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