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New life for Iveco’s road “giants”

Iveco S-WAY Diesel high cab



S-Way and X-Way are Iveco’s new "maxis", heirs of the Stralis and intended respectively for road transport and for on/off-road tasks. Renovated cabs while the engines have been confirmed from the predecessor

Massimo Condolo

The era of the Stralis, which lasted sixteen years and four series, comes to an end, and Iveco introduces its new regional transport S-Way and X-Way dedicated to on-off road tasks. Both are produced in the Madrid factory that once belonged to Pegaso and are available with five cab layouts: wide with high or normal roof for regional transport and narrow for urban and suburban distribution; the latter is also available in a version without berths.

As with all manufacturers, any renewal process takes place in alternating steps: the new range focuses mainly on a new cab design while the engines are the same found on the latest Stralis, introduced just two years ago.


A brand new “house”

The cab went through a complete makeover: out of the six sides that make up the main structure, five have been completely changed; only the rear side maintains the Stralis look. The structure is fixed higher up on the frame so as to flatten almost completely the engine tunnel: the step in the middle of the floor is now only 9.5 cm, and if we consider the raised roof, this layout allows a considerable freedom in height and between the seats: 215 cm. Outside, the cab has also been completely redesigned, with a front grill that takes after its many European competitors and introduced by Iveco with the Eurostars back in the 1990s. The air deflectors on the side edges have disappeared, replaced by what looks like a deep groove along the side and a pair of smaller deflectors on the corners of the bumper (which now consists of three elements to reduce costs). The new headlamps use LED technology, which improves visibility by 15% compared to halogen headlamps, and are fully integrated into the front grille. The roof is sloping and more inclined in relation to the windscreen to improve aerodynamics; air flow has been improved by 12% and contributes to a declared fuel reduction of about 4% compared to a Stralis with the same engine. The cab skeleton has maintained the pillars of the previous generation and has been strengthened to comply with the Ece R 29.03 regulations on protecting the passengers in the event of a frontal impact. No deflectors on the door which reduced the driver's view and access is guaranteed by the same three steps, but now equidistant. The thermal and acoustic insulation has been improved with new floor coverings; due to its structural function, the windscreen is glued and no longer mounted under pressure with gaskets.


Old Driveline, well almost


The new front axle design allows a 15% reduction in braking distance, while the automated Hi-Tronix transmissions come from the ZF (which calls them Traxon). As far as the engines are concerned, three are the options available, all of them FPT Industrial Cursor series: a 9 litres diesel engine with four levels of power ranging from 310 to 400 hp, a 420 to 480 hp, 11 litres and a 13 litres capable of 510 or 560 hp; the 340 and 400 hp 9 litres option as well as the 460hp 11 litre provide for a CNG and a LNG version, the most powerful in Europe of their kind. The driver position benefits from a new seat; the steering wheel is no longer circular but "flat" at the bottom so as not to interfere with the driver’s legs and boasts 22 keys that control various functions including the menu of the infotainment system and the on-board computer, which has expanded its functions and gives the driver a feedback on both his driving style and safety profile. The bed has an asymmetrical design; the upper bed can be folded and configured as an additional luggage rack. The glass roof-hatch illuminates the interior and serves as an emergency exit; it is no longer the site for the installation of the A/C system used when stationary, now integrated into the front of the structure. The doors have an anti-burglary lock that can only be activated from the inside and the engine starts with a push-button. Thanks to an app called Easy Way many of the cab functions such as lights, air conditioning, door opening, as well as reading the driving style ratings, can be accessed by remote. The telematic system is constantly connected to the Iveco Control Room, to allow constant data analysis, software updating and preventive planning and maintenance which includes a workshop booking service. The lockers are located above the windscreen and under the bed between the seats, including a 50-litre refrigerator. All the recent driver assistance devices (Adas) are found in the vehicle and Michelin is the key partner in supplying the OEM tires.


Two special editions to start

The range also includes two special editions. One is intended primarily for the northern European markets and takes up the name of the German brand that was, in 1975, one of the five founders of Iveco: Magirus. This version boasts a red-blue livery and top finishes, with seats in fine materials and contrasting stitching. The second winks at the health of the drivers during long stops: it is called FitCab and offers fitness equipment such as elastics, a barbell with weights, steppers, removable platforms and hooks; this equipment can be used both inside and outside the cabin.


CNH doubles and goes electric

At the end of August, the new structure of the CNH group was announced. CNH is the holding company that owns important brands of transport, agricultural and earthmoving vehicles and equipment (Astra, Case Construction, Case IH, FPT Industrial, Iveco, Iveco Bus, Iveco Defence, Magirus, Heuliez, New Holland Construction, Steyr). The new organisation will be split into two companies: the first, with an off-road vocation and an annual turnover of around 15.6 million dollars, will deal with the agricultural, earthmoving, defence and fire-fighting sectors. The second which includes trucks, buses and engines, will have a turnover of $13.1 million. The new organization will allow to focus on each of the two sectors, governed by significantly different regulations and market dynamics, and to increase market shares and profitability. The new structure is expected to be fully operational by mid 2021.

In addition, CNH Industrial announced investments in the share capital of Nikola, an Arizona-based U.S. company that manufactures zero-emission industrial vehicles: battery-powered, fuel-cell-powered and hydrogen-powered electric vehicles. The production plan includes two heavy and medium-heavy fuel cell models with rear-mounted drive for the American market (Nikola One and Two) and one heavy model for the European market (Tre). This will be produced by a European joint venture in which Nikola will bring its know-how on axles, inverters, suspensions and on-board electronics. CNH's investment in Nikola is valued at $250 million, of which $100 million in cash and $150 million in products and services.





Scania, the straight six becomes a powerhouse

For the first time, a Scania six-cylinder engine will be more powerful than the eight-cylinder model. In fact, the 13-litre 540hp engine surpasses the 520v8 16.7-litre engine and caters for all those applications that need a reduced weight at the front end. Like the recently unveiled 500 hp unit, the 540hp engine reduces gas after-treatment to a selective SCR catalyst only system (without EGR recirculation valve) and has a fixed-geometry turbocharger mounted on roller bearings rather than bushings. The maximum torque is 2700 Nm at 1000 rpm.

The company also announced the introduction of a telematic fuel theft alarm in its range, a simplified suspension raise control for heavy-duty vehicles and the Bodywork Communication Interface. The latter is an communication protocol between the truck's on-board electronic network and the body’s network, which simplifies operations and diagnosis.

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