On The Road
Control of the EuroTronic 2 is by a simple fore-and-aft quadrant, with two detent positions in each direction. There’s a neutral button on the left and a function button on the right; the main use of this is two switch between fully or semi-automated changing. In semi-auto, effectively manual, mode, it accesses specific tasks. Press it and nudge the quadrant forward and it engages the right gear to match the engine’s maximum torque output. Press it and move the quadrant half or fully back and it will find maximum power and maximum revs respectively.
Two reverse gears are engaged by lifting a collar on the quadrant and nudging backwards, either halfway or fully.
Mostly, the transmission is best left to its own devices. However, on some motorway sections with relatively modest hills, moving to semi-auto mode harnesses the box’s eagerness to take a split at the least provocation. Auto mode comes into its own around town, when the driver’s concentration can be applied totally to driving safely. The human brain is like any other multi-tasking machine: the fewer different things it has to do, the better it does all of them.
In semi mode a half nudge gives one gear, and a full one gives two. The Driver Information System display indicates how many gears are available. On tough hills we found that waiting until two gears were shown as available, then taking them straightaway was an effective way to make progress. Using this technique on the infamous Kiln Pit Hill on the A68 meant our ascent, while not quite the quickest on record, was close to being the least stressful.
We’ve come to expect engines from the Cursor family to punch above their weight, and the Cursor 10430 is no exception. Actually measuring 10.3 litres and producing 424hp, the 24-valve engine with unit injectors and variable-geometry turbocharger is slower than its leading competitors on the proving ground. But out on the road, where it matters, and the tables are turned. On the toughest, Castleside in Durham, it took a stonking 46 seconds off the similarly powered Daf CF85. Incidentally, following a bit of practice with standing-start acceleration at the proving ground, auto mode beat our best attempts at manual changing by 1.5sec from 0-80km/h.
Handling was generally good, although we experienced significant understeer on some 270o turns on the greasy roundabouts near Consett. On one occasion, Iveco’s man in the passenger seat was moved to say “I thought we turned right here” when the steering wheels were already pointing that way.
The ride is comfortable, even in the unsuspended passenger seat. It’s on the firm side, but is impeccably controlled on most surfaces. Refinement is also commendable, with noise levels seemingly falling as you speed up. No doubt the Cursor engine’s rear-mounted timing gears help.
The fully electronically controlled braking system was highly effective, with the only drama coming from the track emergency stops, when the contents of the dashboard bins were launched backwards by the rebounding cab suspension after stopping. One unforeseen benefit of the automated transmission is that the driver is much more likely to downshift to provide the optimum revs for the engine brake, which gets more use as a result.
Cab Comfort
A comfortable driving position is easy to attain thanks to a fully adjustable steering column and an air-suspended seat with all the basic adjustments. Only when you get your feet in place do you notice one of the few gripes to be aimed at the Stralis. The throttle pedal is mounted too far to the right, making it a tight fit even with our dainty size eights. To make it worse, the driver’s ankle hits the bottle holder in the door pocket.
The trim throughout is grey plastic, generally of a high quality although the mouldings on top of the doors are flimsy and have a split join along the top edge just waiting to pinch the skin on your arm. Also the ashtrays are the same corporate items which have seen service in all Ivecos for years. Why redesign the cab from scratch and retain the old ashtrays? Relief from the grey comes courtesy of the predominantly red soft furnishings.
The multi-function steering wheel incorporates controls for audio and telephone and for scrolling through the DIS pages. A busy set of column stalks manage cruise control, exhaust brake lights and wipers. The wipers don’t have any variable intermittent facility and the twist control feels a bit on the clumsy side.
The full colour DIS screen includes bar gauges for oil temperature, air pressure and fuel economy, as well as trip data, gear information and radio status. Conventional circular dials show speed and revs, and fuel and coolant state. Scattered around the panel are switches for assorted lights and the traction control cancel; within easy reach of your left hand are the park brake, a cup holder and a mobile phone holder.
There are no fewer than 18 switch positions in the centre of the dash, including mirror heat, axle lift, glass roof hatch, cab heater and interior lights, with more spares than you could ever fill. Lower down is the big diff-lock knob, a 12V auxiliary power socket and 24V cigar lighter, and heater/air-con controls. Five fresh air vents are ranged across the dash.
There’s plenty of oddment space. Two door pockets have holders for two-litre bottles, there’s a bin on top of the dash and another behind the gear quadrant; a large flock-lined bin in front of the passenger seat unclips to give access to the fuses. Between the seats is a large, angled storage bin and a pull-out steering-wheel clipboard.
Door panels house switches for electric windows with a unique method of adjustment. Press the button on the door which cycles through a graphic on the DIS until the chosen mirror is highlighted, then adjust it with the four-way switch. Three fold-down visors range across the screen, with semi-transparent mesh roller blinds for the side windows. But beware retracting them – they have an action closely related to Arkwright’s till!.
Although the obvious market for the Stralis AT is domestic long-haul operation, it has enough space to support a trip to the Middle East and back. Two levels of storage above the screen comprise three lidded and trimmed lockers on the top level, with two more lockers (one open-fronted) on the lower level. There are also net-fronted bins above each door. The third section of the lower level, in front of the driver, has four DIN audio mounts; on our test truck they supply the tachograph and Iveco radio/CD player.
There are three large bins under the standard single bunk, with only a relatively small external locker for tools and dirty kit. The downside of easy access to the under-bunk area is a three piece mattress, but we’ll reserve judgement until we’ve slept on it. The bunk is the ideal height for sitting on, although this example had a large non-standard fire extinguisher in the way. Thanks to the non-movable gear quadrant and the engine hump, cab movement could be easier but is not unduly restrictive.
A flexible reading light and another 12V socket on the bunk area wall makes this one of the best systems for bedside control that we’ve seen. A secondary information screen allows the occupant to scroll through a menu and select controls for heating and lighting, electric windows, roof hatch and radio.
