ROAD TEST

COMPARISON:

IVECO TO
THE FOUR!
Iveco has over 150 years of experience in designing and building trucks. In this
tribute to flagship truck developments by the Italian brand over the past four
decades, OLIVER WILLMS and a team of testers take four iconic vehicles – the
Iveco TurboStar, EuroStar, Stralis, and S-Way – and put them to the test…

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W
hen four generations of trucks – representing TURBOSTAR: THE POWER AND THE
almost four decades of trucking history – GLORY
came together for a family reunion in Ulm, With all the models lined up, this 1986 TurboStar was the first
Germany, there was plenty to talk about. The to attract interest from the curious and enthusiastic testers.
past four decades have, after all, seen huge advances in trucks From today’s perspective, it has an amazingly compact, yet
– most notably the level of comfort for the driver, as well as large-capacity driver’s cab, with a purring V8 unashamedly
technological improvements. We have seen changes and rumbling its cult Euro Zero song.
developments influenced by political and business demands. The TurboStar takes its passengers back to a time when
Traffic flow, ecology, and the economy have imposed their the legendary Franz Meersdonk steered a red 190-42 on
own demands, helping to shape each truck generation.

“YOU JUST HAVE TO

Like most brands, Iveco has had its ups and downs over
this period – with the perception of the brand shifting with
each model. From the ‘bull’ shape of the Magirus era, the
image of the heavy Iveco in the minds of many drivers and
road transport company owners was of a low-cost Italian ENJOY DRIVING THE
player. Despite enormous technical innovations, the long-
serving Stralis range did not really alter that perception, with TURBOSTAR, BUT
Iveco viewed mainly as a mainstream midfielder. It has taken
the introduction of the completely revamped new S-Way NOT EVERY DRIVER
series to move Iveco into the upper echelons of the heavy-
duty truck ranks. CAN HANDLE THE
Certainly, the Italian brand is more popular than ever,
thanks in no small part to the S-Way’s well-executed driver’s UNSYNCHRONISED
TRANSMISSION
cab with appealing technical solutions. The flagship 570-hp
model featured in this unique comparison test at the Ulm

THESE DAYS.
test track.
But first, in chronological order, let’s take a look at the

THE V8 ENGINE
S-Way’s predecessors, starting with what many consider the
best Iveco of all: the TurboStar.

IS A REAL GEM:
IT PUSHES HARD
AND HAS AN
INCREDIBLE
SOUND”
SEBASTIAN LIGGEFELD, IVECO ULM
TEST ENGINEER AND HISTORIC
TRUCK OWNER (PICTURED LEFT)

SPEC CHECK
MAKE/MODEL TurboStar 190.42 EuroStar 440S52 Stralis 440S42 S-Way 440S57
PRODUCTION YEAR 1986 1993 2012 2021
Photography by Richard Kienberger

ENGINE 17.2-litre V8 Euro 0 17.2-litre V8 Euro 2 10.3-litre R6 Euro 5 12.9-litre R6 Euro 6D

POWER (hp @ r/min) 420 @ 1 800 510 @ 1 800 420 @ 1 500 - 2 100 570 @ 1 900
TORQUE (Nm @ r/min) 1 900 @ 1 100 2 160 @ 1 250 1 900 @ 1 050 - 1 550 2 500 @ 1 000
12-speed TraXon
TRANSMISSION 13-speed Eaton manual 16-speed synchromesh 12-speed ZF automated
automated
UNLADEN WEIGHT (kg) 7 730 7 130 6 895 7 180
WHEELBASE (mm) 3 485 3 650 3 610 3 800
TIMELINE 1984 - 1993 1993 - 2002 2002 - 2020 2020 -

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scheduled freight movements to all corners of the world in which was still based on Fiat truck heritage, was a lavishly
the German TV series Auf Achse (On the Move). This was a motorised long-distance star with its 420 hp and powerful
time of no mobile phones and user-friendly disc tachographs. 1 900 Nm of torque. In 1990, the performance even topped
Back then, very – let’s say – flexible timetables on long- 476 hp. This now veteran truck has lost none of its masculine
distance routes to the Eastern Block promised truck drivers charisma to this day. Six years ago, Iveco test engineer
extreme freedom. Of course, there were certain compromises Sebastian Liggefeld saved one 'oldie', with a million kilometres
in terms of comfort. From today’s perspective, at least, the on the odometer, from being transported to Africa, getting
TurboStar was blessed with a refreshingly honest chassis that it back into shape with a lot of enthusiasm and restoration
never let you forget its contact with the road. work.
In its heyday more than 30 years ago, the large Iveco, Mastering the handling of the unsynchronised Eaton

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“THE CHANGE FROM TURBOSTAR

TO EUROSTAR WAS A GIANT STEP
IN EVERY RESPECT: NEW MATERIALS,
NEW QUALITY, NEW TECHNOLOGY”
ERHARD MEIER, RETIRED CHIEF TEST DRIVER AT IVECO ULM

Top left: The 1986 TurboStar still holds up well in the steep curve of the Ulm Iveco test track.
Top right: Erhard Meier, retired chief test driver at Iveco Ulm, says the change from Turbostar to Eurostar was a giant step in every respect.
Above: In its 13 years of construction, the Stralis underwent consistent facelifts and updates to the latest technology.

Twin Splitter is tricky, but those who manage to do so are entertainment systems, nothing beats a journey accompanied
rewarded by the orchestrally pleasing sound of the potent V8. by the addictive sound of that huge V8 twin turbo!
Iveco Friends Club member Liggefeld is one of the people
happy about the “awesome sound” and the undiluted driving EUROSTAR: HEADING INTO THE 90s
experience of this extremely vigorous old-timer. The truck The TurboStar’s successor, the EuroStar – which made its
and driver are the same age, and Liggefeld likes nothing debut in 1993 – kept the powerful V8 between the front
better than to hitch a Kögel trailer to his white giant and take wheels, at least for the 520-hp flagship model, although the
it for a tour. Even without assistance systems, seat belts, or improved driver’s cabin insulation noticeably dampened the

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Above: In the EuroStar, people are the focus of vehicle control, with little
multifunction and a lot of manual work and footwork.

sound experience at the wheel. That’s how it was intended, completely erased from memory these days, in 1995 – when
because the EuroStar was a revolution at the time, coming most manufacturers still swore by manual gear selection –
with a completely new driver’s cab, cockpit, and chassis. Iveco had the first automated gearshifts on the list of options
Only when it came to the drive did Iveco initially continue to and (mostly) in the hearts of the drivers too.
rely on the legendary 13.8-litre six-cylinder, which filled the The image of the EuroStar was let down by certain fittings
performance gap between the 10-litre engine and the V8 with poor plastic quality – a reputation which, despite its
perfectly. solid all-rounder qualities, was difficult to drive out of the
The EuroStar introduced modern ergonomics and minds of customers. In general, though, EuroStar pushed the
design into the cockpit. These included regulated climate door to modern technology wide open for Iveco. A bit of an
management and a number of new service functions from unrewarded hero that deserves better than its reputation,
the driver’s seat, while the high-roof cab set new standards hardworking examples of the EuroStar still live on.
by offering a full driver standing height – a real selling point at
the time. Even today, you feel in good hands in the cab, even STRALIS: IMPRESSING OPERATORS
if the cold start aid and the engine brake with a foot kick on FOR 18 YEARS
the engine brake button seem a bit archaic. From 2002, Iveco’s heavy-duty offering continued with a new
Up until the mid-1990s, gears were shifted manually, either name and a new look. The EuroStar was history; long live the
on the 16-stage ZF syncro gearbox or with 13 unsynchronised Stralis!
Eaton gears. With the switch, the gears still slide quickly Modern four-valve engines from the Cursor family with
through the double H. While the clutch pedal has been eight-, 10-, and 13-litre capacities replaced all previous power

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“THE STRALIS WAS

THE ULTIMATE
IN POWERTRAIN
AND EQUIPMENT...
WHEN SWITCHING
FROM EUROSTAR
TO STRALIS, A
LOT WAS DONE TO
MAKE THE DRIVER
FEEL EVEN MORE
COMFORTABLE.
A MAJOR PLUS
POINT WAS THE
INTRODUCTION OF
AUTOMATED GEAR-
SHIFTING”
FRANZ EIS, IVECO ULM DEMO DRIVER
AND LONG-SERVING COMPANY
VETERAN (PICTURED ABOVE LEFT)

plants, as manufacturers moved towards displacement in 2012 – was rather special. It had actually not driven much
downsizing. Automated switching and the increased use of further than from the production line to the parking lot in the
electronics were features of the new truck. The Stralis also previous nine years, but we were allowed to hook it up to a
took on the role of the EuroTech in the mid-range segment, test trailer for the first time. After 2012, truck production in
resulting in one name and one face for all road-going Iveco Ulm was abandoned and relocated to the more cost-effective
trucks from 270 to 560 hp. Madrid plant, where Pegaso trucks were still assembled up
Over the course of its illustrious 18-year career, the Stralis until the 1990s.
received continual updates, enjoying significant facelifts On the move, with 420 hp from a comparatively small
over the years. While the driver’s cab structure remained 10.3-litre displacement, performance was unspectacular, yet
the same, the interior was subject to constant further brisk enough to get going on its first kilometres on roads
development. That included upgrades to the multifunction in and around Ulm. During braking and automated shifting,
steering wheel, evolving instrument design, and updates to all with a bit of assistance from the onboard computer, this
the table, rearrangeable bunk, and other gimmicks in the Stralis did its job discreetly and well.
high-roof cab. In its time, the Stralis also shaped a new direction for
Soon after its launch, the Stralis won the coveted title freight transport, introducing the first functioning liquefied
of “International Truck of The Year” in 2002, repeating that natural gas (LNG) truck to the market. The Stralis NP
success in 2013 when the new edition rolled off the assembly made the natural gas truck suitable for long-distance
line under the name Stralis Hi-Way. transport and passed this advantage on to its successor, the
The Stralis tested here – the last one manufactured in Ulm, S-Way NP.

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S-WAY: ON THE ROAD TO SUCCESS impressive 570 hp, which the ZF TraXon 12-speed automated
SINCE 2020 gearbox confidently transmits to the drive wheels. Of course,
Now, it’s finally the turn of the S-Way to tell its story. Since with the package of assistance systems, its exuberant
its surprise debut in Madrid – no one expected it to be quite performance, and the 2 500 Nm of torque, the beautiful
so chic – the S-Way has raced down the road to success. S-Way mercilessly outshines its relatives in all disciplines.
This new truck has been well received, both by transport The S-Way seems to enjoy being the superior one, just
companies and by drivers, who are usually sceptical at first. as much as the sprightly TurboStar was in its day, with its
The driver’s cab has been significantly revised compared uninhibited roaring exhalation through eight cylinders. The
to the Stralis, with its interior brought up to date – well, S-Way’s time as a worry-free diesel-drinking truck is here and
almost, because the S-Way and its drivers are spared now, though the new Nikola e-trucks, the S-Way’s designated
the ‘big digital touch’ for the time being. The interior is successors, are already being assembled within sight in a hall
exemplified by the spacious driver’s cab, practical storage on the Ulm factory premises. With developments like this, it
compartments and shelves, and the mechanical steering may well be less than 35 years before the S-Way appears as
wheel adjustment. a spry grandfather at family reunions, remembering the good
The 13-litre six-cylinder in the test truck generates an old days of 2023. F

“IT IS VERY EMOTIONAL TO DEAL WITH

THE OLD VEHICLES; THERE IS A LOT OF
ROMANCE INVOLVED. BUT, WHEN IT
COMES TO DAILY WORK, THE CURRENT
STANDARD IS AN AUTOMATIC GEARSHIFT”
PATRICK WANNER, IVECO MAGIRUS AG HEAD OF PRESS/PR (PICTURED RIGHT)

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MAGIRUS-IVECO
MUSEUM: LOVINGLY
ARRANGED TRUCK
HISTORY
The Magirus Iveco Museum, run privately on a
voluntary basis by the Association of the same
name, is a real gem in the ranks of German truck
collections. In the newly occupied halls in Neu-
Ulm’s Baumgartenstrasse, there are mainly old
Magirus trucks, some of which are lovingly staged
in contemporary settings, like a workshop facility.
In addition to the legendary alligator hoods, early
Magirus forward control arms and light distribution
trucks are joined by the red fire brigade tender, all
playing an important role in the exhibition area.

The active museum personnel, under the direction

of Magirus veteran Peter Burkhart, also display a
number of additional trappings – from engines to
tools, special equipment, and model collections.
Magirus owners are also helped with free specialist
advice, photos, and documentation downloads (free
of charge), through to the sale and brokerage of rare
historical documents, operating instructions, or repair
manuals. All proceeds flow into the preservation and
expansion of the museum, which is well worth seeing.
Museum association annual membership of just
€35 actively supports the continued existence of this
great oldie collection.
The staff at the museum would, of course, be
particularly happy about attracting sponsorship
from any interested company, and donations are
welcomed. Those wishing to visit should arrange
an appointment in advance. Further information is
available here.

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