CommerCIaL motor road test IVeCo straLIs · 2017. 7. 28. · 34 COMMERCIAL MOTOR 22/9/11 For today’s news visit: road test IVeCo straLIs CommerCIaL motor A 26-tonner takes on a

For today’s news visit: www.roadtransport.com34 COMMERCIAL MOTOR 22/9/11

road testIVeCo straLIs

CommerCIaL motor

A 26-tonner takes on a different class of truck

Iveco stralis

Long-distance specs on rigid chassis are very much in vogue as operators look to utilise fleets and improve productivity. So, in a first for CM, a 26-tonner completes the Scottish route

Words: Kevin swallow / Images: tom Lee

CMO_220911_034-041.indd 34 19/09/2011 11:08:21

For today’s news visit: www.roadtransport.com 22/9/11 COMMERCIAL MOTOR 35

For further information: www.roadtransport.com

AT260S33 Y/PS

CMO_220911_034-041.indd 35 19/09/2011 11:08:56


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t Iveco stralIs at260s33 Y/Ps

Normally, Commercial Motor spends two days hauling our 7-tonne test trailer from the Midlands to Scotland and back again, putting various tractor units through their paces over different types of terrain.

Emphasis for the Scottish route is placed firmly on trunking, and motorways and dual carriageways dominate. The section from Carlisle to the A1 is the only part of the route that has a 40mph single carriageway, and Durham is the only urban area we flirt with.There’s no better way to test the biggest-selling commercial vehicle over six tonnes – the 6x2 tractor unit.

Meanwhile, the 7.5-, 18- and 26-tonners are tradition-ally tested around the Welsh Distribution Route, an A-road-heavy course designed to test the urban abilities of a truck that typically carries out multi-drop or retail/wholesale deliveries.

However, things are changing. Euro-6 threatens road transport with heavier and potentially more fuel-thirsty trucks, forcing operators to reconsider the make-up of their fleets. The age-old practice of operators moving up through the weights to utilise vehicles, loads and routes looks set to step up a pace.

As operators look to do more with less, trucks such as the 6x2 Iveco Stralis AT260S33 rigid are becoming more commonplace.

Putting the 26-tonner into some sort of context is more difficult, so CM will compare and contrast it directly with the Euro-5 40-tonners and 44-tonners that go around the route. Over the course of time, we will build this portfolio to broaden the productivity chart and compare running costs, purchase price, payload and fuel economy.

The specification of this 26-tonne rigid is a 5.70m wheelbase with a rear-steer axle, with Iveco’s Active Time single-bunk High Roof cab. This Stralis is powered by the Cursor 8 7.8-litre engine delivering

Manufacturer: Iveco Ltd, Iveco House, Watford, Hertfordshire WD17 1SR

Website: www.iveco.co.uk

engine: Euro-5, Cursor 8

cylinders: Six, in line

Bore x stroke: 115mm x 140mm

capacity: 7.79-litres

compression ratio: 16.5:1

Maximum power: 325hp (243kW) at 1,600rpm-2,400rpm

Maximum torque: 1,400Nm (1,032lbft) at 1,080rpm-1,660rpm

transmission: Eurotronic automated 12-speed 1420TD

Gear ratios: 12.83, 10.37, 8.03, 6.49, 5.18, 4.18, 3.07, 2.48,1.92, 1.55, 1.24, and 1.00:1 reverse: 13.07 and 10.56:1

Final drive ratio: 3.70:1

clutch: Single plate, diaphragm spring, pull type, 406mm diameter

Brakes: Electronic brake limitation (EBL), ventilateddiscs on all wheels

Parking brake: Spring brake chambers on front anddrive axle

secondary brake: Iveco Turbobrake with engine brake

Brake dimensions: 436mm

chassis: Ladder construction with pressed steel sidemembers and riveted and bolted cross members

chassis dimensions: 80mm x 300mm x 6.7mm

suspension: Front axle parabololic; valve and tag axles; pneumatic (ECAS) with four-bag air, and anti-roll bar

steering: Integral hydraulic recirculating ball

turns lock-to-lock: 3.8

Wheels and tyres: Steel 22.5x9.00, with 315/80 asstandard

Fuel/adBlue tank: 455 litres/ 53-litres, plastic

electrical system: 24v negative earth return

Battery/alternator: 2x12v, 200Ah / 28v 90A

test trailers: N/a

sPecIFIcatIoN

In brief

vehicle: Iveco Stralis AT260S33 Y/PSPrice as tested: £98,559engine: Iveco Cursor 8 Euro-5 325hp (243Kw)GvW: 26 tonnesPayload: 16,300kg

I

“as operators look to do more with less, trucks such as the 6x2 Iveco stralis at260s33 rigid are becoming more commonplace”

CMO_220911_034-041.indd 36 19/09/2011 11:09:59

For today’s news visit: www.roadtransport.com

road test

22/9/11 COMMERCIAL MOTOR 37

Manufacturer: Iveco Ltd, Iveco House, Watford, Hertfordshire WD17 1SR

Website: www.iveco.co.uk

engine: Euro-5, Cursor 8

Cylinders: Six, in line

Bore x stroke: 115mm x 140mm

Capacity: 7.79-litres

Compression ratio: 16.5:1

Maximum power: 325hp (243kW) at 1,600rpm-2,400rpm

Maximum torque: 1,400Nm (1,032lbft) at 1,080rpm-1,660rpm

transmission: Eurotronic automated 12-speed 1420TD

Gear ratios: 12.83, 10.37, 8.03, 6.49, 5.18, 4.18, 3.07, 2.48,1.92, 1.55, 1.24, and 1.00:1 reverse: 13.07 and 10.56:1

Final drive ratio: 3.70:1

Clutch: Single plate, diaphragm spring, pull type, 406mm diameter

Brakes: Electronic brake limitation (EBL), ventilateddiscs on all wheels

Parking brake: Spring brake chambers on front anddrive axle

secondary brake: Iveco Turbobrake with engine brake

Brake dimensions: 436mm

Chassis: Ladder construction with pressed steel sidemembers and riveted and bolted cross members

Chassis dimensions: 80mm x 300mm x 6.7mm

suspension: Front axle parabololic; valve and tag axles; pneumatic (ECAS) with four-bag air, and anti-roll bar

steering: Integral hydraulic recirculating ball

turns lock-to-lock: 3.8

Wheels and tyres: Steel 22.5x9.00, with 315/80 asstandard

Fuel/adBlue tank: 455 litres/ 53-litres, plastic

electrical system: 24v negative earth return

Battery/alternator: 2x12v, 200Ah / 28v 90A

test trailers: N/a

IdasH detaIL Although the Iveco Stralis cab provides ample storage and plenty of space to move around, the cross-cab access for the driver is not so good


CMO_220911_034-041.indd 37 19/09/2011 11:10:57


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38 COMMERCIAL MOTOR 22/9/11

Fact file: Plated weights

GCW 32,500kgFront axle 8,000kgDrive axle 11,500kgRear axle 7,500kgUnladen test trailer N/a

Fact file: test weights*

Kerb weight 9,700kgNet payload* 16,300kg* With 75kg driver

Fact file: security

Engine immobiliser ✔Alarm optCentral locking ✔Deadlocking ✔Secure bonnet ✔Locking fuel cap ✔

325hp from 1,600rpm to 2,400rpm. Maximum torque is 1,400Nm and is available from 1,080rpm through to 1,660rpm.

This engine is the middle offering from the Cursor 8; 305hp/1,300Nm and 355hp/1,500Nm are the alternatives. Transmission is the direct-top, 12-speed ZF EuroTronic automated gearbox. Warranty is two years with

unlimited mileage and scheduled services are at 100,000km, 150,000km and 300,000km.

Chassis price is £87,860 (plus VAT) and for this test there are £10,699-worth of options. Extras include the high-roof spec and roof air deflector, heated fuel pre-heater, colour co-ordinated plastics to match the metallic paint, central locking, axle load indicator and Alcoa Dura Bright alloy wheels.

on the roadPerhaps the most obvious thing we discovered on the two-day Scottish route was just how different in momentum 26 tonnes is compared with 40 tonnes and 44 tonnes. Like any seasoned pro treading a familiar path, CM knows where to roll, where to hit the accelerator, when not to change gear and which lanes to use coming into certain roundabouts to maintain momentum.

At 26 tonnes, most of that went out of the window. The first roundabout on the A5, where we traditionally ease off the power to coast and preserve fuel, found us back on the power simply to make the roundabout.

With the laws of physics – a heavier object travelling at the same speed as a lighter one will travel further when power is withdrawn – rammed home, CM responded accordingly. Less use of the engine brake and not so much dropping down the gearbox are required in order to keep a 26-tonner at the legal speed limit.

That said, manual intervention of the transmission is also more important. With less weight and 12.5hp/53.8Nm per tonne, it doesn’t require as many changes down the box as, for example, the Stralis AT450 that has 10.1hp/47.7Nm per tonne at its disposal.

We found the truck had to be powered pretty much over the crest of any hill to enable natural momentum to take over, and even then it needed help (or the accelerator) over shallower descents.

Throughout day one heading north on the M6, the truck stuck pretty much to its cruise speed, when traffic permitted, without dropping too low on hill climbs to enforce a change of gear and without running away with itself down dale.

On the second day, manual intervention of the transmission was much busier. Top gear at 64km/h sits in and around 1,000rpm, so most gradients require at least one change. Through the nasty climbs on the A68 from Corbridge to the timed hill climb entering Castleside we found that, left to its own devices, the automated transmission preferred to select power over torque and was keen to push up revs towards 2,000rpm.

Once the transmission had settled into its penulti-mate change, we switched to manual and made the last change only once revs looked set to hit around 1,250rpm, which we estimate is 200rpm lower than EuroTronic’s preferred change of gear.

Iveco stralIs at260s33 Y/Ps

CMO_220911_034-041.indd 38 19/09/2011 11:13:23

joycellyn.akuffoHighlight




Service data

Servicing downtime: Recommended standard servicing, 180,000km/year. Contract hire: Figures for three years at 180,000km/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 180,000km/year, in CAP Average Condition. Figures supplied by CAP Monitor. Contact: 0113 222 2000

Payload: As tested 16,300kg

Servicing intervals: M1 at 100,000km M2 at 150,000km M3 at 300,000km

Servicing downtime: Annual hours 2.3

Contract hire: Per month £256.80

Parts prices: Basket of spares £2,066.44

Residual value: Three years £28.075* Five years £18,050*

Dealers: UK/Europe 105/2,089

Warranty: Basic cover, months/km 24/unlimited

List price: Chassis cab £87,860

OPERATIONAL COSTS

“Were this a 40-tonne or 44-tonne test, the manufacturer might well have called it a day by

the time we reached the first checkpoint”

For the transport manager, drivers selecting manual override of an automated transmission isn’t the preferred option, because all havoc can be let loose if the driver gets it wrong. To use manual override successfully, the driver needs to be aware of which mode they are in at all times, and always check coming up to roundabouts, traffic lights or built-up traffic.

Using manual override on the motorways and dual carriageways stops unwanted changes on slight hill climbs and saves fuel. Used wisely on single-carriage-ways it can also stop excessive changes. In this day and age, simply sticking it in auto and letting the engine decide where it wants to be overlooks another blind-ingly obvious fact: the truck can’t see or predict the road ahead, but the driver can.

ProductivityCross winds from the Irish Sea dominated day one, delivering rain punctuated occasionally by sunlight. Were this a 40-tonne or 44-tonne test, the manufacturer might well have called it a day by the time we reached the first checkpoint.

Road traffic veered from the sublime – Carlisle to Hexham was totally clear – to the ridiculous – rub-ber neckers on the M6 watching a tyre being

ROAD TEST

*for 60,000km per annum/for day cab

CMO_220911_034-041.indd 39 19/09/2011 11:13:53


road

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dimensions

performance

fuel consumption:

Overall

Day one overall

Day two overall

Tough A-roads

Easy A-roads/motorways

Tough motorways

average speed:

Overall

Tough A-roads /motorways

Tough motorways

running costs: (diesel at £1.10/lit; Adblue at 43p/lit)

AdBlue rate, % of diesel

Fuel costs, £/100km

AdBlue cost, £/100km

Total cost £/100km

Hill performance: (minutes/seconds)

Miltonrigg Hill

Castleside

M18

M1

11.35mpg (24.9lit/100km)

11.54mpg (24.5lit/100km)

11.20mpg (25.2lit/100km)

9.50mpg (29.7lit/100km)

12.65mpg (22.3lit/100km)

11.65mpg (24.3lit/100km)

74.3km/h

66.2km/h

74.3km/h

4.3%

£27.39

£0.46

£27.85

aborted

02.05

03.40

04.56

engine

Three Euro-5, Cursor 8 engine options are available – 305hp, 355hp and the 325hp, as in our test vehicle. Our 7.8-litre, six-cylinder option offers a maximum torque figure of 1,400Nm, from 1,080rpm to 1,660rpm

replaced on a caravan, which caused stationary traffic and an hour's delay.

At the end of the first day, Stralis AT260S33 recorded 11.54mpg at 77.0km/h. On the second day it dipped to 11.20mpg, completed at 72.2km/h, which delivered an overall figure of 11.35mpg (4.3% AdBlue) achieved at an average speed of 74.3km/h.

To put that into context, the Volvo FM11.460 Globetrotter LXL tested at 40 tonnes (CM 23 Septem-ber 2010) recorded 8.40mpg (5.2% AdBlue), and the Iveco Stralis AT450 tested at 44 tonnes (CM 27 September 2010) returned 8.11mpg (4.7% AdBlue).

In terms of productivity, (see box) the Stralis AT450 tractor, which has the greatest payload of 28,705kg, delivers the best figure overall. It is 36% better on mpg/payload/minute than the 26-tonne rigid Stralis AT260S33, which has 16,300kg payload.

cab comfortThere are three steps into the Active Time High Roof single-bunk sleeper cab, which has a

1.25m cab floor height. With 2.17m internal height and 2.30m internal cab length, the driver has enough room to move around, although cross cab access isn’t that straightforward with the engine cover height at 370mm. Above the bunk there is 1.30m of headroom.

As this specification is aimed at the tramping trucker, storage is pretty good: above the windscreen there are three closed lockers and two open trays above the central dash and passenger seat. On the back wall are two more lockers, separated by open storage with netting, which should stop maps (if there is still a requirement for them)

and tins of beans and cereal packets landing on the driver in the event of any hasty braking.

Under the bunk there is access to the external storage located behind both seats. This cab has a pull-out fridge beneath the bunk and two bottle holders. Above both doors there is additional storage, as well as pockets and bottle holders on both doors. There is a clipboard for the driver to place on the steering wheel for any on-the-spot paperwork.

Additional items in the cab include the fridge, heated and adjustable mirrors, storage on the back wall, electric roof vent, air-suspended passenger seat and electric windscreen blind.

For comfort behind the wheel, the driver’s seat fits the bill. There is a 12V socket for additional in-cab equipment and a radio/CD player for those drivers yet to join the modern era in its full entirety. n

● Productivity: figure is kilometres per litre multiplied by payload divided by journey time, which equals mpg/payload per minute

iveco stralis at260s33 Y/ps

fact file: acceleration

0-80km/h: 42.2sec32-64km/h: 19.4sec48-80km/h: 25.3sec

“for the long haul, specifying the 325hp mid-range engine from the

cursor 8 line-up won’t be a risk”

CMO_220911_034-041.indd 40 19/09/2011 11:14:23




road test

Kevin Swallowas a standalone figure, the 26-tonner bears out quite well and the fuel figures for the a-road and motorway match data from previous tests.

the Iveco stralis at260s33 performed

marginally better on the motorway section through day one, but was equally at home over the varied sections that make up the return leg. For the long haul, specifying the 325hp mid-range engine from the Cursor 8 line-up won’t be a risk.

the power and torque ratio to 26 tonnes will even out journey times regardless of the terrain and the transmission, even without guidance from the driver.

While it’s unlikely a 26-tonner will replace an artic like-for-like (unless it’s a drawbar), it does provide enough food for thought to meet specific tasks within a mixed fleet.

operationally, a 26-tonner should deliver better fuel economy with payload down about 66% compared with a 40-tonne artic and 60% with a 44-tonner. the stralis at260s33, complete with a High roof cab, won’t be a common sight compared to day cabs and low-roof sleepers, but the driver should experience all the room and com-fort of a proper tramping truck.

overall width 2,550 mmoverall length 10,965 mmexternal cab length 2,365 mmstep heights 350mm, 325mm, 275 mmCab floor height 1,410mm + 855mm = 2,365 mmInternal cab length (max) 2,220mm

Internal cab height (above bunk) 1,300 mmBunk thickness 1,940mmx630mmx125 mmWheelbase (oas) 5,700 mmFront overhang 1,410 mmrear overhang 2,432 mm

Complete CM road tests – all free to access

tests oN tHe WeB...

dImeNsIoNs You can now find CM’s road tests on the web. We have uploaded hundreds of CM’s in-depth truck and van road tests to www.roadtransport.com. – just click on the link at the left, which says ‘Road tests’. There you can search for tests by vehicle type, make and model, or you can go to the manufacturers’ pages listed there. The tests are complete – with every fact and figure from the print version – and they’re free to access. You’ll also find a list of the road tests on the web at www.roadtransport.com/alltests

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Fuel consumption:

Overall

Day one overall

Day two overall

Tough A-roads

Easy A-roads/motorways

Tough motorways

average speed:

Overall

Tough A-roads /motorways

Tough motorways

running costs: (diesel at £1.10/lit; Adblue at 43p/lit)

AdBlue rate, % of diesel

Fuel costs, £/100km

AdBlue cost, £/100km

Total cost £/100km

Hill performance: (minutes/seconds)

Miltonrigg Hill

Castleside

M18

M1

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Documents

CommerCIaL motor road test IVeCo straLIs · 2017. 7. 28. · 34 COMMERCIAL MOTOR 22/9/11 For today’s news visit: road test IVeCo straLIs CommerCIaL motor A 26-tonner takes on a