Trucking took a right-hand drive DAF XG480 out for a day and a night to see if the bigger cab really does make a difference…

Good things come to those who wait. After years of mickey-taking from some journals and drivers about how old the DAF XF cab was, it’s finally been replaced.

The new models – a new XF, the XG and the XG+ – were launched last year. A ride-and-drive event in Spain was our first chance to sample the trucks (Trucking, November 2021), but they tend to be shorter trips – and of course in European models spec’d for left-hand drive. What Trucking really wanted was a long stint in a right-hand drive model in the UK. And in late March, we got just that.

First up, a massive amount of praise to DAF for the truck we had. It wasn’t the all-singing, all-dancing XG+ with 530 bhp engine, leather seats and every option box ticked. It was an XG480 with a standard interior spec – the kind of truck that realistically is going to be the more (if not most) popular deals agreed by the salesmen.

The XG+530 may be the truck owner-drivers and small fleets want the most, but typical fleet operators will most probably go for the XF480 or possibly the XG480.

For our test, we were given an XG with middle-of-the-range MX13 engine delivering 480 bhp and a pretty standard interior with cloth trim.

But as well as giving it a decent 170-mile workout over all manner of UK roads, we also had a night sleeping in it. So many drivers sleep in their cabs, so knowing what kind of night you can expect to have when parked is just as important as how the vehicle handles on the A34.

Technical overview

Before we get onto the specifics of this truck, a brief reminder of the new vehicles DAF unveiled last year. The ‘entry level’ model is the XF, which is pretty much the same in size and spec as an XF Space Cab today. It’s a high-roof sleeper and will appeal to fleets and those whose drivers are doing odd nights out, but not necessarily tramping.

It is 16 cm longer than the outgoing XF cab due to its bigger front end. There is currently no flat-roof version, although DAF has hinted this might not always be the case.

Next is the XG, and this is the game-changer. The XG offers 33 cm extra length over the 2017 XF models. Crucially, that means the bed is wider – its width is now 80 cm, the same as a standard single bed you’d have at home. The extra cab length is thanks to new dimensions for HGVs adopted by the EU in September 2020 (and finally signed off in the now-divorced UK in February of this year).

The new dimensions allow longer cabs to enable manufacturers to make their vehicles more aerodynamic and have better crumple zones. But while DAF has done both of those, it has also exploited the extra length to allow a longer, usable cab for the driver. We are not talking US-style huge sleeping areas, but the extra length is very noticeable – especially inside.

Then there is the XG+, which is the same length as the XG, but higher by a good few cm. Interestingly, the XG is as high as the older Super Space Cab, so you get an idea of how cavernous the XG+ is! It’s massive.

The drivelines are pretty much as they were before. For tractor units, you can choose the 10-8-litre MX11 straight-six at 410 and 450 bhp, or the 12.9-litre MX13 at 430, 480 and 530 bhp. But there have been more tweaks to the engines, especially in upping the all-important torque ratings.

Understandably, DAF is still refusing to break the 600 bhp barrier, although many hauliers have hinted 560, 570 or 580 bhp output would win it a few more orders. If there was an XG+580, it would sell – no question.

Axle options

The truck we had was an XG480 FTG, which means it has a non-steering midlift axle and will likely be DAF’s best seller. XF, XG and XG+ models are available with a small midlift (FTP), a rear tag (FTR), a rear-steer tag (FTN), or a twin-tyred rear tag (FTS), as well as a 4×2 (FT) of course. The FT can also be a low-height spec. Following later this year will be 6×4 and 8x4s.

The engine in our truck was an MX13 delivering 483 bhp at 1600 rpm, and 2500 Nm of torque between 900-1125 rpm. It meets Euro 6D emission regulations. The gearbox is an automated TraXon 12-speed. Some drivers have been critical of this ’box, citing it as unresponsive and slow to change gears; but DAF says it is much improved.

It is fitted with a manoeuvring mode for maximum power control which, if selected, means the clutch engages gradually and proportionally to the accelerator pedal, which helps smooth out gearchanges.

The truck has a three-stage engine brake which is also much improved and far more effective than before. The tyres were 315/70R22.5 throughout and the front axle was the typical rating of 8000 kg, with an 11,500 kg drive axle and a 6500 kg non-steering midlift centre axle.

And the other big highlight of the new truck was DAF’s Digital Vision System (DVS), which replaces the wing mirrors. The obvious question is: will it be better an Merc’s pioneering MirrorCam? We’ll get to that shortly…

On the road

To say we were keen to get behind the wheel of an RHD New DAF XG was an understatement. It was, at last, a chance to see what these trucks are like on UK roads, and to a UK spec. But also, we were keen to see how DAF’s DVS fared.

The new XF/XG models have a tough act to follow because despite their age, the outgoing XF is still a widely regarded truck, popular with drivers and operators alike. But by starting with the clichéd ‘blank sheet of paper’, DAF has been able to address the shortcomings of the old model.

You see this the moment you enter the cab via its three steps. For a start, the steering wheel has a useful adjustable movement; something that was not the case on the old truck. You can fold it well out of the way to make entry and exit easier. Of course, this is nothing new – other manufacturers have been offering this for several years. Now DAF has caught up.

The driving position is certainly comfortable enough. The dash has been upgraded and is more user friendly. It’s a digital dash, with a choice of settings to suit different drivers. It’s not quite the same as the Merc, but it is excellent and also feels more like a dash than a tablet. The steering wheel now has more buttons that are of use to the driver, reducing the need to take your hands off the wheel. It’s especially easy to set the cruise control.

Visibility from the large, curved windscreen is superb. It’s some 33 per cent bigger than the current XF’s, which gives the driver a vastly superior view of the road and gives the truck a Direct Vision Standard rating of three stars, even without a passenger door window.

Ride & handling 

The ride quality of the XG480 is superb. Steering is much improved. We often found the old DAFs had a bit of give (or rattle) in the steering column, but we found no such thing on this drive. The truck went exactly where we wanted and expected it to.

On single-carriageway roads with plenty of bends, it was a dream to drive. It never ran away from us when going down hills, and the descent of the two-mile Stokenchurch hill was extremely comfortable, even fully loaded, thanks to the improved engine brake.

The route we took from DAF’s base at Haddenham was the A418 to Oxford, skirting round the university city to take the A420 towards Swindon, and then onto the M4 at Junction 13 to the Chippenham Pitstop for a lunch break.

The return was along the M4 to Reading, then up the A404 bypassing Marlow to join with the M40 for a couple of junctions before heading off for some cross-country driving back to Haddenham – a good workout for the truck, and the driver.

We weren’t doing a fuel test, but we did happen to notice on the stretch along the M4 on the return, the dash was showing an incredible 14.75 mpg. Early reports from operators suggest the new models are indeed delivering sizable improvements in fuel consumption.

Of course, it’s horses for courses and no two drives are the same; but if you can get 12 or 13 mpg consistently from motorway driving with the new models, any operator will be over the moon with that.

Overnight

After a decent stint behind the wheel, it was time to bed down for the night. First up, the ambience inside the cab was amazing. Remember, this is fleet-spec with cloth seats (which some prefer, although leather seats are easier to clean), but the quality was top rate.

This was a lovely place to work. The XG is slightly lower in overall height than the XG+, but still pretty much the same height as a current Super Space Cab. It is, however, the same height off the ground as an XG+. This means a tall person of over 6 ft can easily stand up to get changed.

There is the slightest of engine humps (just 5 cm), so nothing to worry about. Some drivers don’t like completely flat floors because of dirt and dropped pens or whatever rolling around. This cab oozes class and it’s a definite improvement on the outgoing models. Moving around the cab is dead easy.

We’d recommend when you park up for the night, you spend a few minutes ‘rearranging’ the furniture to make optimum use of the space. Both seats swivel, which creates a lounge-type feel in the cab – the vast amount of room opens up even more.

However, make sure you then push the seats back as far as they will go and keep them relatively upright. This not only maximises space, but also allows access to the under-bunk fridge and/or freezer. If you don’t push the seats back, we found they won’t slide out fully!

There is a pull-out table for your laptop or free-standing TV, but it’s also usable to prepare and eat food. Unlike on some other trucks, this table is actually sturdy.

Interior lighting is excellent and can be adjusted to suit your tastes. Maybe you want full lighting to do some work, or mood lighting to watch telly, or fading lighting to nod-off to. It’s all possible with this new system.

Good night’s sleep

The bed is superb and after a long day behind the wheel, having a mattress as comfortable and flexible as this is a dream come true. It’s very thick, but also has a mattress topper which makes it even more luxurious. The bed is adjustable via two buttons on the frame; it’s a bit like a hospital bed, as you can angle it. This makes watching telly even better if, like many drivers, you have a TV fixed to the side wall of the cab. It makes it like a lounger and it’s great for a power nap, a TV session, or if you just prefer a bit of height at one end when you sleep.

Once we’d settled in for the night, it was time to get some shut-eye. Despite being the last day of March, it was a bitterly cold night and the night heater did its job – a bit too well, as it happens, as by 2 am we were being cooked alive. So we tried to turn it down, but only succeeded in turning it off, such that two hours later we woke up freezing! The heater controls were on the dash, but due to a software issue there was no way to turn the heart on, off, up or down using the panel by the bed.

We won’t criticise the DAF for that; but if you buy one, make sure you can do all of those things. The bed itself was incredibly comfortable to sleep on and honestly, if we could have unscrewed it and taken it home, we would have.

Overall, this cab is a million times better than the old Super Space, and probably the best currently on the market. It’s roomy, well-thought-out and the quality is exemplary. It’s a great place to work, and an even better place to live in.

DAF Digital Vision System

One of the best new features on the XG has to be the Digital Vision System. We’re fans of digital mirrors. We agree they are not perfect, but neither are traditional wing mirrors – and we feel digital mirrors have more pluses than minuses.

On the DAF, they are superb. The images are clear, the screens are a sensible size and well positioned and, unlike Mercedes, all mirrors have been replaced – including the front and door mirrors. DVS comes into its own when reversing, especially while turning – for example, during those tricky and tight manoeuvres onto loading bays.

Merc, MAN, DAF and Scania have all now shown off their new systems (Iveco and Renault have pretty much confirmed they are on the way). This just leaves Volvo, which is kind of ironic given the Swedish manufacturer’s reputation as a leader in safety innovations.

Of course, digital mirrors take a bit of getting used to, but they are the future – and it feels like DAF has got it right with this system.

VERDICT

It’s obvious there were only so many makeovers and facelifts DAF could get away with on the old Cabtec cab. It was still good, but the competition had all overtaken it – including those brands which DAF would be traditionally more likely to be vying with for market share.

DAF is the first truck manufacturer to exploit the change in cab dimension legislation. Already the truck is selling well and the reports we’ve seen from drivers suggest most are happy.

DAF has improved every aspect of the design. Its decision to go with digital mirrors is the right one. Its dash is better thought out and much easier to use. The XG handles well, performs well, and it is a high-spec truck with excellent build quality. It’s appearance might take a bit of getting used to, but we’ve already seen some painted in nice liveries and they look the part.

Add in DAF’s excellent dealer network and superb back-up, plus excellent fuel returns, and it’s impossible to see how this truck will not keep the manufacturer at the top of the UK sales charts for several years to come.

This truck is truly superb.

Likes:
+ The superb bed!
+ Digital Vision System
+ Improved fascia
+ Lots of storage space

Dislikes:
–  Lack of a 580 bhp model

SPECIFICATION

Model: DAF XG480 FTG
Design GCW: 44,000 kg
Chassis: 3950 mm wheelbase
Front axle: 8000 kg capacity
Rear axle: 11,500 kg (drive), 6500 (midlift), 2.21:1 ratio. 315/70R22 tyres
Gearbox: TraXon 12TX 2210 DD automated 12-speed
Engine: MX13 12.8-litre six-cylinder EGR
Max power: 483 bhp @ 1600 rpm
Max torque: 2500 Nm @ 900-1125 rpm
Cab: XG high-roof sleeper

As part of a recent range overhaul, the new Iveco X-WAY construction chassis models are now available for UK operators. Trucking takes a traditional eight-legger out for a spin to see if it offers much improvement its predecessor.

The demand for competent eight-wheel tippers that are as comfortable operating off-road as much as they are on the tarmac is heating up. With HS2 construction in full swing and set to continue for several years yet, these versatile tippers are going to be even more in demand.

Beefed-up chassis are not just suitable for tippers – they are useful for tankers, vacuum tankers, fuel tankers and a host of other applications that can use the tried-and-tested 8×4.

It’s a sector where all manufacturers have a range of products, many of them recently upgraded and the product range enhanced or overhauled. There’s Merc’s Arocs, Scania’s XT, Volvo’s FMX, Renault’s Range K – and MAN and DAF have similar models; they just don’t give them a different badge. And then there is the subject of this road test: the Iveco X-WAY.

This truck is one of the newest on the forecourts. The name is a tad misleading, as X-WAY was used for the outgoing models with the Stralis AT cab. However, the truck we have tested here features the new narrow version of the S-WAY cab. It is most definitely the new model range – and in fact, we are the first to have an extended drive of it.

Technical overview: Iveco X-WAY

The truck we had charge of was an Iveco X-WAY 480 8×4 tipper with the 11.1-litre Cursor 11 Euro 6d engine rated at 480 bhp and offering a hefty 2300 Nm of torque. It had a 12-speed automated ZF Hi-Tronix gearbox.

The cab was the narrow 2300 mm wide AD day variant, but the X-WAY can be specified with this in AT sleeper and high-roof sleeper versions, as well as the full-width 2500 mm AS cab – again with either of the two sleeper choices.

This is not the most powerful engine in the X-WAY range, as the Cursor 9 8.7-litre engine is available in 330, 360, 400 bhp, plus there are 420 and 460 bhp versions of this 11.1-litre engine.

Finally, the big Cursor 13 12.9-litre engine at 510 and 570 bhp are options – and presumably the recently announced 490 and 530 bhp options that have just been added to the range.

Not all of those will be of interest to 8×4 tipper operators, but those are the choices across the whole X-WAY range. It should be stressed and there are limitations – for example, the Cursor 13 is only available with the wide AS cab, the Cursor 11 with the AT, AT and AD cab, and the AT and AD cabs are the only options for the smallest engine. In fairness, there is enough overlap in the range to get the cab and power any operator would want.

There are 16-speed automatic ’boxes available on the Cursor 13 models, while a 16-speed manual can be spec’d for the Cursor 9 and 11 models with their relevant cab choices, should anyone want one. Some of the gearbox choices are dependent on the rear axle – be they single reduction or hub reduction.

The wheelbase on our truck was 5020 mm with a double-drive rear bogie with parabolic suspension at front and rear. Each front axle is rated at 8000 kg and the rear bogie at 17,000 kg. Brakes were discs all round.

The Iveco X-WAY range is also available as a 4×2, 6×2, 6×4, 8×2 and 8×4 tridem rigids, plus 4×2 and 6×4 tractor units.

On the road

Being so new, the truck had only just arrived at Iveco’s Dunstable facility – so sadly we were unable to have it loaded. That showed, as with 480 bhp under the cab and weighing in a little over 10 tonnes all in, it literally flew until the speed limiter kicked in.

We have seen a tendency for tipper operators – like other sectors – to be slowly creeping up the power stakes. Where 360 was once the norm, that is certainly not the case now, with 400-430 bhp now favoured instead. Even then, we are seeing 450 and even 500 bhp engines specified by some hauliers.

Personally, 480 bhp is overkill and the optimum model would be the 420 bhp – or if you’re paid by the kilo, then the 400 bhp version of the Cursor 9 will optimise earning potential even further.

A lot depends on the actual work you are doing. These kinds of trucks are aimed at hauliers who spend the vast majority of their mileage – say, 80 or 90 per cent – on the tarmac, but have to go off-road onto construction sites to load and unload. They are still likely to do plenty of motorway or A-road driving, so a bit of grunt is understandable.

It is worth pointing out that for more extreme off-road work, the new Iveco T-WAY has just been launched. However, we can’t see that being a massive seller in the UK – and we Iveco may have the same viewpoint as, for some reason, it is [currently at least] not available with the Cursor 11 options.

The route we took was a bit of motorway driving on the nearby M1, then some much more demanding country roads. You might think that’s not the sort of terrain you expect eight-leggers to be on, but if our trip was anything to go by, that couldn’t be further from the truth! We met lots of similar trucks on our drive – we can only assume some construction was going on nearby. Oh, yes – HS2.

But it gave us an ideal opportunity to see how the truck handled, albeit unloaded. Iveco’s new range is a big improvement on the outgoing Stralis. The eight-legger market has been a big part of its portfolio since the days of Magirus Deutz, and when the famous German brand was dropped, Iveco rook on the mantle with its Trakker models of various cab types – and they have been popular ever since.

But like so many sectors, it’s pretty cutthroat with all the major manufacturers offering on- and off-road 8×4 chassis. The demise of Hino in the UK has helped all the ‘big seven’ pick up more sales in this sector since Euro 6 became mandatory.

Quality drive

The Iveco X-WAY handled sublimely. It was easy to handle, and especially easy to bring to a stop when necessary. The engine brake was superb, as we have come to expect for Ivecos. The steering was light and effortless, and the truck was so easy to drive; almost relaxing. It’s quite manoeuvrable as well for what is such a traditionally cumbersome chassis arrangement.

At one point we encountered some nose-to-tail, barely moving traffic, and it was sensible to do a three-point turn at an adjacent junction. In this manoeuvre, the truck was excellent – other vehicles may have needed an extra shunt.

As we mentioned, this truck has plenty of power; and while that might be ideal if you’re operating a lot in the Highlands, Pennines, Lake District or indeed anywhere with hills, then it’s probably more power than you’ll ever need. If your work can handle it, the 400 bhp Cursor 9 is a good compromise to save on fuel bills.

That said, while there might not too many ‘just in time’ and time-sensitive jobs we can think of in tipper work, if you are doing lots of short repeat runs, a minute or two off each trip thanks to better acceleration might actually mean you can cram in an extra trip a day. In this respect, having some extra oomph could be worth thinking about.

The dash is clear and functional, and while it lacks some of the ‘wow’ factor of some of its competitors, it’s not really an issue for this market. The gearbox buttons are easy to use and the new ignition key set-up is very ‘car-like’.

Verdict: Iveco X-WAY

Iveco’s new product is a vast improvement on the outgoing, noticeably dated Stralis models – and that has certainly been proven by the new S-WAY for general haulage. Tippers present a different proposition: they don’t do the same level of mileage, but they need to be sturdy and up to the job.

But also, they need to be profitable. Iveco has always had a reputation for great payloads, and in that respect the Iveco X-WAY really ticks the boxes. It is a good weight and has a wide variety of engine, gearbox, cab and axle options, so it should be easy to get the truck that best suits your business.

The days of dodgy build quality on the brand are long gone. The dealer back-up is not the most comprehensive and, as we have said so many times before, this could be an important factor.

But judging this truck on its own merits, it’s really nice to drive, it’s durable and, if spec’d correctly, it will most certainly be profitable.

Iveco has upped its game with its latest tractor units, with operators offered a choice of diesel or gas engines alongside a wealth of other upgrades and improvements aimed to make S-WAY stand tall alongside its competition.

Iveco was one of the first manufacturers to focus not just on the purchase price of a truck, but on the total cost of ownership (TCO). Now as the company’s long-serving Stralis moves aside for the new S-WAY, Iveco claims to have brought a restyled method of dealing with its customers to complement its newly restyled cab.

At a recent press conference, Gerrit Marx, president of commercial and speciality vehicles at Iveco, explained in full this renewed direction for the Italian company – and a significant factor of the direction is the joint venture between Iveco’s parent company Case New Holland (CNH) and electric vehicle developer Nikola. This strong co-operation between CNH and Nikola would seem to be a good fit and could well prove to be one of the most significant milestones in the move towards alternatively fuelled vehicles. This is an ongoing, developing project – and one that’s sure to gather pace in a relatively short time frame. We mention this in particular because it indicates why Iveco did not develop a completely new cab for the S-WAY – why would you when it is likely to change again soon?

Better by design

Nevertheless, we feel Iveco has done a worthy job on the styling and S-WAY is a good-looking truck. The new grille gives a contemporary profile and overall the exterior styling is neat and crisp, as well as being functional. This functionality delivers a 12 per cent reduction in aerodynamic drag, which Iveco claims can translate to a four per cent reduction in fuel consumption. This is attributed to the new cab profile, improved mirror assembly and other small enhancements – such as the entry steps covered when the door is shut, and some restyling of the roofline.

Iveco offers a choice of three different finishes for the multi-piece bumper which includes a step for the driver, and these can be carried around to match the truck’s sideskirts. Some thought has been invested in providing the driver with ample external storage lockers, which can provide up to 380 litres of space.

The S-WAY cab is available in three main configurations of the AS full sleeper; AT medium sleeper; and AD which is a low-roofed short cab. Both AT and AD are available in a narrower width option of 2300 mm. Similar options are available for Iveco’s X-WAY model, which is slightly more rugged and is aimed at operators whose work demands a more robust vehicle, such as those in the construction sector.

Once inside, the S-WAY’s interior layout has not changed dramatically from the Stralis – although this should not necessarily be viewed as a bad thing. When originally launched, Stralis was ahead of its time on many fronts, and the general upgrades since have managed to keep the cab modern and meet drivers’ needs. While it may not appear to be the largest cab on the road, S-WAY is somewhat deceptive and the internal floor-to-roof height of 2150 mm offers the driver a good sense of space.

Although many of the other improvements are relatively minor, the list is extensive and includes: full LED lighting inside and out, improved internal storage, USB connectors, a central locking security system, enlarged roof hatch, a swivel passenger seat, nighttime control panel, and an integrated pull-out table. 

Other options include a selection of internal fridges with capacities up to 100 litres, and most of the comfort functions can be controlled via the MYIVECO driver’s app.

It was encouraging to discover some previous issues around the fit and finish of materials and components seem to have been addressed and significantly improved. Iveco also announced we can expect further upgrades in the near future, including a MirrorCam-style system with a recording capability.

NP priorities

In terms of alternative fuels, Iveco has to some degree ploughed a lonely furrow for many years; and while some manufacturers investigated the benefits of gas, they subsequently chose other directions. Iveco opted to continue with gas power, and believes it is now beginning to reap the rewards of developing its Natural Power (NP) range.

Iveco has invested heavily in a comprehensive development project that covers all aspects of producing real-world alternative fuelled trucks. These include improved fuel gauges with an accuracy tolerance of +/-3 per cent, new wheelbases to accommodate more tanks, and improved methods of locating gas tanks on the trucks to maximise capacity (especially for 6x2s) – with Iveco claiming S-WAY is the undisputed sustainable leader in long-haul transport.

By selecting the correct capacity gas tanks, S-WAY NP can achieve a range of 1600 km on one fill with a 4×2 tractor and semi-trailer combination. This does make the option of gas a more realistic proposition for many operators.

S-WAY is available with a choice of eight power options from Iveco’s Cursor 9, 11 and 13-litre diesels. In addition, Cursor 9 and 13 NP gas units offer a further choice of three power ratings. The diesels deliver from 330 to 570 bhp and torque from 1400 to 2500 Nm. The Cursor 9 and 13 gas units deliver 340, 400 and 460 bhp with 1500 to 2000 Nm torque. These engines are all matched to Iveco’s 12-speed Hi-Tronix transmission.

On the road

For our drive from the Fiat PowerTrain headquarters at the Industrial Village in Turin towards Mont Blanc, we chose the 480 bhp S-WAY with Cursor 11 diesel for the outward leg, and the 460 Cursor 13 CNG on the return. We found there was little if any difference between the performance of the gas or diesel truck.

However, what both S-WAYs deliver over the outgoing Stralis is a significantly quieter, smoother and more refined experience for the driver, which we feel will translate into an improved experience for the operator. One highlight in the area of road safety is Iveco claims a 15 per cent reduction in braking distance with S-WAY. We would agree in so far that we found the ride, comfort and handling of S-WAY to be good and the braking was even and well balanced.

Iveco has joined other manufacturers with a full suite of on-board technology, and now offers systems such as Hi-Cruise GPS which integrates Predictive Cruise Control, EcoRoll and Predictive Gear Shifting systems to deliver improved efficiencies for the operator. All of which can be monitored through the Iveco Driving Style Evaluation (DSE) system. DSE can generate reports on vehicle performance and driver behaviour, and if required will suggest areas of operation where improvements can be made.

While some questioned Iveco’s focus on gas as an alternative to diesel, the company has to date delivered over 35,000 gas-powered units to a wide variety of customers. In response to this criticism, Marx feels that “if you don’t have a gas offering for your customers, you won’t like gas and you will believe it won’t work”. He is sure that “for the newer (Facebook) generation, diesel does not have a future” – though in his opinion he believes “batteries are a chemical nightmare”. Nevertheless, he states “diesel will be with us for a while”.

Marx continues: “In reality, we are moving towards hydrogen as the only real alternative to fossil fuels. It is recognised as the only sustainable way to store energy.” However, that is as yet a long way off and natural power is the bridge to bring us there, and he states the popularity of gas is increasing quite dramatically. In 2018 there were 150 LNG stations in Europe; today in 2019 there are 230.

Also, Marx says the new vehicle emission standards being introduced in 2025, and set for further revision before implementation in 2030, will change the landscape dramatically. Although his outlook on this is positive, and he welcomes the challenge: “We did it with LNG and CNG and we will do it again.”

Stronger links

Recently all vehicle presentations will at some point touch on the subject of connectivity. Marx says that by 2020, 90 per cent of all European heavy-duty trucks will be connected. Iveco is keen to point out it will not charge operators who use its connected data systems, which can generate some useful information on the status of a haulier’s vehicles.

What is equally important is that with Iveco, the operators will ‘own’ the data generated by their connected vehicles. This, Iveco says, is highly important and it would seem is not always the case with other manufacturers who charge for the service.

It may have appeared that Iveco had gone somewhat quiet in recent times, and there may have been some truth in that. However, it would seem the company was simply taking stock and assessing the many changes that have occurred within the industry – and within society.

This has brought about the new S-WAY, and with the new truck there is a renewed sense of purpose with the company and a new sense of direction. “With S-WAY, we are closing the innovation cycle,” Marx says, “but we are also at the beginning of the next cycle.