IT training truck and driver UK TruePDF april 2019

Scania R580
V8: Ponsonby’s
Golden Griffin

Stralis 570XP:
Iveco flagship
gets to work

Volvo FH16 750
Tridem drawbar
livestock hauler

APRIL 2019 / £3.95

TOPLINE TRAINING
TOP-SPEC TIPPING!

Dutch Master:
20-year-old
Scott’s CF
stunner

Classroom to
Class 1: Jess on
joining the
family business
ROAD TRANSPORT MEDIA

YOUNG GUNS!

Spotlight on the new

generation of drivers

0 4

9

770966 353267


Tel:

01945 581120
Watch and find us on

FULL CUSTOM PROJECTS UNDERTAKEN

www.truckmax.co.uk
email:

REPLACEMENT SILENCERS
STACK SYSTEMS
SIDE PIPES

MOT Compliant Systems

OEM Replacement Silencers for All Makes & Models
Manufacturers of Stainless Steel Exhaust Systems

Official suppliers of DINEX and KLEERS products.

Any TRUCK, Any SHAPE, Any SIZE

TRUCKMAX LTD, ORCHARD HOUSE, 90 BOLENESS ROAD, WISBECH, CAMBS PE13 2XQ


TO THE POINT
Editor

Dougie Rankine

020 8912 2131


Deputy editor

Chris Turner

Subscription enquiries

01444 475635
roadtransport.subs@quadrant
subs.com

Display sales

Barnaby Goodman-Smith
020 8912 2128
barnaby.goodman-smith
@roadtransport.com

Contact our Classified
sales team on:
020 8912 2120

Advertising production

Lin Blagrove
020 8912 2145

Editor in chief – Road
DVV Media

Christopher Walton

Contributors
Numa Randell,
Katy Court, Roger Prebble
Main cover photograph
Steve McCann
Head of sales

Emma Tyrer
07900 691137

Event sales

Tim George
07557 677758

Divisional director

Vic Bunby

Managing director

Andy Salter

Truck & Driver is published by
DVV International Ltd, Sixth Floor,
Chancery House, St Nicholas Way, Sutton,
Surrey SM1 1JB
ISSN: 0966 3533
© DVV Media International Ltd
truckanddriver.co.uk
A digital version of T&D is available via
magzter.com
Any material, words and/or photographs
submitted to T&D will be considered as
intended for publication
Biglorryblog is at
biglorryblog.com
Email contributions to


With Sandy Arthur in his Scania Topline, talking about training, the driver shortage and going back into transport

YOUTH, EXPERIENCE

Welcome to another fully-loaded issue of T&D. We’ve crammed in 10 full features for
you this month, plus all the usual regulars. If the DVSA pulled it in, they’d do it for being

overloaded. Much of the issue is dedicated to the new generation of drivers and we’ve
plenty of old-school truck action, including a look back to 1970 and what it was like to
pass your HGV test back then. Everyone, after all, was a newbie once!
We hear all the time about the great UK Driver Shortage and how with an ageing
workforce the problem will only get worse. Hauliers of all sizes need to attract new blood,
which isn’t easy given the cost of getting an HGV licence and the fact that a lot needs
to be done to improve the image of the industry – one of the top phrases in the media
this year is ‘nuisance lorry drivers’. Health & safety rules preventing drivers taking their
children out in the lorry during holidays – perfect work experience – don’t help, either.
So, we went out and spoke to a variety of people; big hauliers, small hauliers, training
companies and a mix of drivers. From apprentices to people who’d simply always liked
the look of driving and others who were born into the family business. And you know
what? There are a lot of positive stories out there, plenty of people who enjoy their work
and believe passionately in what they do. I compiled pages and pages of notes, speaking
to people both in person and on the phone, and a lot of good stuff is happening. The trouble
with apprenticeships and funding schemes is that they’re only dotted about here and there;
they need to be nationally available and easily accessible. The RHA has announced places
for 250 new apprentices, but that’s a drop in the ocean. The haulage sector has paid in
£150 million to the Apprenticeship Levy but taken out only £10 million.
Although faced with a lot of adversity and negativity in the
mainstream media, the transport industry is full of great people
(yes you, you’re awesome). I really enjoyed putting this issue of
T&D together and I hope you enjoy reading it.

@TrucknDriver
www.facebook.com/
TruckandDriver
TrucknDriver

Dougie Rankine

Editor, Truck & Driver

TRUCK & DRIVER APRIL 2019

3


This month in Britain’s only magazine for trucks and drivers

28
40 Flavin of the Month

60

Livestock trucks are 10 a penny in Ireland – but Flavin’s
Volvo FH16 750 Tridem rigid and drag is a rare beast

46 Brits Abroad
How did six Brits fare in eight action-packed rounds of
the FIA European Truck Racing Championship 2018?

52 Editor’s Choice
‘The Flying Scott’, just 20, drives a subtly customised
Daf CF for his grandmother’s firm, Lynda’s Transport

40
FEATURES
20 Latin Love-in
Two weeks spent working at the wheel of an Iveco
Stralis 570XP is enough evidence for Bob Beech that

the products from this Italian maker are underrated

60 Do the Maths
Still a teenager, Jess Richardson has her rigid and artic
licences and Transport Manager CPC under her belt

70 Bat Out of L
Essential reading for newbies! Top tips on how to get
your HGV licence and on getting your first driving job

28 Golden Wonder

May
issue on sale

26/3/19
DON’T MISS
OUT

This month’s Scania calendar V8 is Mike Ponsonby’s
mouth-watering and magnificent R580 Golden Griffin

Sandy Arthur’s novel approach to attracting punters to
his training company is to offer some awesome trucks

34 Young Gun
He’s worked his way up through the fleet and now, at the
age of 23, Robbie Powell drives an amazing FH recovery
vehicle worth £400,000 for Dynes Auto Services

Newstrade enquiries: Tel Marketforce on 020 7633 3300
Back issues: Tel Katy Court on 020 8912 2148
Reprints: Tel Tim Noonan on 020 8912 2172
Subscriptions: Tel 0330 333 9544, email customercare@
dvvsubs.com or apply online at www.tanddsubs.com
Credit card orders Tel 01444 475635. Address: Truck &
Driver Subscriptions, Quadrant Subscription Services,

4 APRIL 2019 TRUCK & DRIVER

76 Highway to L

Rockwood House, 9-16 Perrymount Road, Haywards
Heath, West Sussex RH16 3DH, UK.
Please make cheques payable to Truck & Driver
Subscription rates:
UK: £45 (one year)
Overseas (Airmail, Europe): £61 (one year)

82 Class Consciousness
Paul Rowlands takes us back to 1970, when he was in
the vanguard of those having to take their truck test
Classified advertising prepress: Classified Central
Media
Printed by: William Gibbons, Willenhall, West Midlands.
Tel: 01902 730011
Distribution: Marketforce, The Blue Fin Building,
110 Southwark Street, London SE1 0SU
Tel: 020 3148 3333

Truck & Driver April 2019

76 Cover story

34
REGULARS
6

Your Place

Spotted – the new T650, the most talked about
truck of 2019; RIP Jim Gill and Middle East
veteran Bob Carter; Great Danes on the beet;
plus Shunter of the Month and Picture Post

52

82

50 Scenes from the Road

94 Classified

Our regular series depicting terrific trucks
carrying out everyday life on the blacktop

Our ad listings include training, parts, return
loads, accessories, services and insurance

58 Letters

98 The Blunt End

Alex Saville’s fascinating and alternative view to
that given in January T&D on the industrial action
by drivers and the public sector in the late 1970s

This month’s tale of driving, daring and disaster:
a boss encounters a truly calamitous character

16 From the Sharp End
For lowly paid truckers, the huge hike in property
prices over the past two decades has hit hard

68 Food to Go

49 Next Month!

90 Compulsory Break

A full-page rundown of what to look forward to

Win prizes in our regular four pages of puzzles

Three cab meals from a ready-cooked chicken

6

Y0UR PLACE
Welcome to our section devoted exclusively to your contributions. This is the place if you have any
pictures you want to share. Anything from weddings to funerals, children to dogs, truck shows to
road runs, amusing or serious, we would love to see them. If it’s your favourite shunter or your
child’s drawing, send them in. The only rule is that they should be truck related. Please email your
contributions to or post them to Your Place, Truck & Driver,
DVV Media International, Sixth Floor, Chancery House, St Nicholas Way, Sutton SM1 1JB

New T650
spotted!
Sent to us by Mark McCrory, these fantastic
snaps are of probably the most talked about
truck of 2019 – Mar-Train’s next-generation
right-hand-drive T-cab, which has just hit the
road. Mark captured the Scania while it was
sitting waiting at Belfast docks, en route to
Immingham. Mar-Train Heavy Haulage is
based in the city of Lisburn, Northern
Ireland, eight miles south-west of Belfast.

6 APRIL 2019 TRUCK& DRIVER


In Your Place this month
8 Shunter of the Month 10 Great Danes 12 Lockerbie love-in

Connor’s quest

We ran out of space to include these pics in the feature on page 70.
This is Connor Caldwell, who at 18 years old is out driving trucks

already for Augean, combining driving with work in the transport
office. The photograph right of the yellow MAN shows Connor as
a boy out with his dad, who is also a lorry driver.

Obituary – Jim Gill
Truck & Driver reader Jim Gill (1941-2018) was taken on his final
journey to Chilterns Crematorium, Amersham by the 1950
Leyland Beaver of Vintage Lorry Funerals.
Jim had a lifelong passion for lorries and started on a coal
round. He worked for a number of companies in the area before
putting his own fleet, J W H Gill Haulage, on the road, which
worked for Pearce Waste Paper in Finway, Luton. Jim was forced
to give up driving owing to ill health.
Jim’s daughter Jacky requested that a folded sheet, secured
with old rope, be positioned at the rear of the Beaver’s deck. The
cortege left Tring, travelling via Wendover and picking up the A413.
Many vehicles were bunched behind the Leyland and at the
start of the dual-carriageway a number of cars flashed past the
vintage lorry at 70mph. After that, nothing, as apparently a truck
driver wanted to show his respect by straddling both lanes. Jim’s
family would like to thank this driver for his thoughtfulness.
Jim is deeply missed by his daughters Jacky and Kay and all
his many friends. Jim’s final wish was for his ashes to be
scattered on the M1.
For more details of the 1950 Leyland Beaver, call 01225
865346 or visit vintagelorryfunerals.co.uk

First class seats for a
first class journey
01892 515028

www.tekseating.co.uk
TEK Seating is the UK’s biggest
independent vehicle seat distributor
for the OEM and aftermarket,
supplying a wide variety of quality
driver seats.
We offer:
• Unbeatable prices
• Top manufacturers
• Quick, professional service
• Parts, spares and trims

Grammer’s Kingman (above)
and (below) its MSG 90.3

See us at the
CV show on
Stand no:
4G106

Branches: Tunbridge Wells, Kent and Rearsby, Leics

TRUCK & DRIVER APRIL 2019

7


Y0UR PLACE

SHUNTER
OF THE MONTH
ERFs are popular as shunters as they’re
simple and tough. This one looks to be in
pretty good nick too. Gareth Reece sent us
the picture and he writes:
“While reading through the mag during
my 45-minute break I thought I should
nominate our V-registration EC11 for the
‘Shunter of the Month’ section in T&D. It’s
the last of the old wagons we have in the
yard with a 16-speed ’box.
“As a C driver,” Gareth adds, “I’m always
happy to jump in the old bus and get some
C+E practice in the yard.”

New fuel bunker for Holyhead
Certas Energ has opened a new bunker
refuelling site in Holyhead, North Wales. The
site is the only dedicated HGV-refuelling
facility on the island of Anglesey.
Featuring a high-speed refuelling system,

8 APRIL 2019 TRUCK& DRIVER

which dispenses fuel at a speed of up to 120
litres per minute, it allows up to four HGVs
to refuel simultaneously. The refuelling
bunker is located alongside the existing
Roadking truckstop, which opened in May

2015 and provides high-quality amenities for
hauliers, including affordable overnight
accommodation, a 24-hour bar/restaurant,
male and female shower facilities, a coinoperated launderette and on-site security.


ｔｈｅ ｎｅｗ ｘｆ ｐｕｒｅ ｅｘｃｅｌｌｅｎｃｅ

ａｷ｡ｲ､Ｍｷｩｮｮｩｮｧ ｣ｯｮ｣･ｰｴＮ
ｎ･ｷ ｢･ｮ｣ｨｭ｡ｲｫＡ

ｄｲｩｶ･ｮ ｢ｹ ｯｵｲ ｄａｆ ｔｲ｡ｮｳｰｯｲｴ ｅｦｦｩ｣ｩ･ｮ｣ｹ ｰｨｩｬｯｳｯｰｨｹＬ ｷ･’ｶ･ ｣ｯｭｰｬ･ｴ･ｬｹ ｲ･､･ｶ･ｬｯｰ･､ ｴｨ･ ｘｆ ｴｯ ｡｣ｨｩ･ｶ･ ｐｵｲ･
ｅｸ｣･ｬｬ･ｮ｣･Ｎ ｔｨｩｳ ｮ･ｷ ｭｯ､･ｬ ｢ｵｩｬ､ｳ ｯｮ ｴｨ･ ｳｵｰ･ｲ｢ ｲ･ｰｵｴ｡ｴｩｯｮ ｯｦ ｯｵｲ ｰｲｯｶ･ｮ ｅｵｲｯ Ｖ ｴｲｵ｣ｫｳＮ ｉｮ｣ｲ･｡ｳ･､ ｦｵ･ｬ
･ｦｦｩ｣ｩ･ｮ｣ｹ ｯｦ ｵｰ ｴｯ ＷＥ ｳ･ｴｳ ｡ ｮ･ｷ ｳｴ｡ｮ､｡ｲ､ ｩｮ ｴｲ｡ｮｳｰｯｲｴ ･ｦｦｩ｣ｩ･ｮ｣ｹＮ ａｮ､ ｴｨ｡ｮｫｳ ｴｯ ｭ｡ｮｹ ｩｮｴ･ｲｩｯｲ ｩｮｮｯｶ｡ｴｩｯｮｳ ｔｨ･
ｎ･ｷ ｘｆ ｩｳ ｡ｬｳｯ ｴｨ･ ｢･ｮ｣ｨｭ｡ｲｫ ｦｯｲ ､ｲｩｶ･ｲ ｣ｯｭｦｯｲｴＮ ａｮ､ ｷｩｴｨ ｴｨ･ ｉｮｴ･ｲｮ｡ｴｩｯｮ｡ｬ ｔｲｵ｣ｫ ｯｦ ｴｨ･ ｙ･｡ｲ ｡ｷ｡ｲ､ ＲＰＱＸＬ ｩｴ’ｳ
ｲ･｣ｯｧｮｩｳ･､ ｢ｹ ｩｮ､ｵｳｴｲｹ ･ｸｰ･ｲｴｳＮ

A PACCAR COMPANY DRIVEN BY QUALITY


Y0UR PLACE

Great Danes on the beet
International driver and author Mat Ireland
sent us a selection of pictures from Denmark.
We’ll let him explain.
“The sugar beet campaign in the UK lasts
from around October until March but in
Denmark it doesn’t run as long. With only

two processing plants located in the south of
the country, in Nykøbing Falster and
Nakskov, the Danish campaign runs from the
middle of September until January.
“However, by using a four-axle trailer they
can run at weights of 56,000kg and, running
a ‘link’ combination (truck, dolly and another
trailer), they can carry 60,000kg. Using a
standard truck and trailer, they can hit
weights 12 tonnes more than in the UK.

10 APRIL 2019 TRUCK& DRIVER

“On 26 September 2018, heading for
Copenhagen, I happened to be having a
24-hour break on the small island of Bogø in
the south of the country. While parked there,
something unusual happened.
“The police shut down the ferries from
Germany as well as the road network while
they hunted down a Swedish-registered car
containing three suspects – so my parking
area was filled with trucks, mostly working on
sugar beet, the season for which had just
started. The closure went on for several hours
while they tried to locate the suspects. Alas, it
turned out to be a false alarm. I took the
opportunity to snap a few of the trucks on
their unexpected break!”

Y0UR PLACE

Lockerbie
love-in

Organised by the Solway Vehicle Enthusiasts
Club, a vehicle gathering and road run will be
taking place over the weekend of 27/28 April,
based out of Lockerbie Truckstop.
On Saturday there’s a run from 4-5pm and
entertainment in the bar that night. The main
gathering kicks off at 10.30am on Sunday.
Free admission for spectators and exhibitors!
For details, contact organisers Len
Greenwood on 01387 240098 or Billy
Glendinning on 07803 371707.

RIP Bob Carter

Training expansion for Peter Smythe
Peter Smythe has acquired Darren Shaw
Training of Dronfield. “We were given the
opportunity as Darren was moving out of the
area,” explains Peter. “This acquisition
broadens our local coverage to include South
Yorkshire and further into Derbyshire. Peter
Smythe Transport Training has been operating
since 1985, is NVDIR-registered and had the

very first private driving test centre in the UK.”
Based in Sutton-in-Ashfield,
Nottinghamshire, the company operates a

12 APRIL 2019 TRUCK& DRIVER

purpose-built training centre featuring its
own workshops and two reversing areas.
Backing up the team of fully qualified and
registered instructors is a fleet of modern
vehicles, and new ones are added each year.
For many years, Peter Smythe Transport
Training has offered residential courses to
candidates living more than 70 miles from
the training centre. “At any one time, there
are a number of candidates staying with us,”
concludes Peter.

Sadly we have to report the death, on 10
January, of haulage legend Bob Carter
(above right), following a battle with cancer.
He died at the age of 80.
Eldest grandson of operator William
Carter, famous for its green trucks, he grew
up in his father Les’s transport business.
Bob was a pioneer of overland haulage to
mainland Europe and the Middle East in
the 1970s with his company Trans UK
Haulage. Bob wasn’t afraid to get his
hands dirty and learnt his engineering skills

in the British Army’s Royal Electrical and
Mechanical Engineers (REME).
He leaves daughter Jane and two sons,
Chas and Jimmy. Bob, a true gentleman of
the road haulage industry, will be sorely
missed by all who knew him. His colourful
life is recorded in a book by Mat Ireland
(pictured left below with Bob), You Call We
Haul published by Old Pond.


THE
CV SHOW 2019
30 APRIL - 2 MAY • NEC • BIRMINGHAM
THE UK’S LARGEST COMMERCIAL VEHICLE SHOW

The showroom for excellence
One event. Three days. Build your industry knowledge at The Commercial Vehicle Show
2019 in an interactive way. Explore the latest products and developments in the show halls
and discover the dedicated Cool and Workshop zones.
The Commercial Vehicle Show 2019 is the showroom for excellence, providing an ideal
opportunity to network and engage.
Visit us at the NEC Birmingham, Tuesday 30th April – Thursday 2nd May 2019.

@TheCVShow

Get your FREE ticket. Register today www.cvshow.com


PICTURE POST

Send us your photos!

Send T&D your photos of interesting trucks and we’ll pay £10*
per pic for each picture published – and £30* for the Star Photo
*In the form of a high street voucher, exchangeable anywhere
For digital images, set your camera to its highest-quality setting and email them to
only and not to any of our other email addresses. If you send prints (we
would rather you didn’t) and want them returned, add your name & address to the back of each one. Please
don’t send prints taken from digital images. Send your prints to: Dougie Rankine, Picture Post, T&D, DVV Media
International, Sixth Floor, Chancery House, St Nicholas Way, Sutton SM1 1JB.

STAR
H
PHOTO

Each month the
sender of the ‘star’
picture will also receive a superb
1:76-scale modern truck model,
from Oxford Diecast, that retails at
around £18.95. See the full range
of models on the website
oxforddiecast.co.uk

NOTE: The photographer owns the copyright to his or her submission. All material submitted to Your Place/
Picture Post is on the understanding that T&D retains the right to use it again, possibly in other formats, in the
future. Also, T&D cannot be responsible for material mislaid or lost in the post.

‘BOABY’ PULLAR, Daf CF Ate: Robert Summers of Buckhaven,
Fife runs this tidy CF, ‘Kingdom Starlifter’, pictured loaded

with timber on a warm sunny day at the firm’s yard

DAVID HENNING, Actros 2563 GigaSpace: David is the proud
driver of this superb Mercedes, which has scooped a lot of
silverware at shows recently. No wonder, it’s mint!

IAN ATHOME, Renault Range-T tipper: “Peter Small
Transport’s Renault T460. The picture was taken in our
yard in Hertfordshire at the end of a night shift”

MURRAY SCOTT, Scania G-series Highline: Murray snapped
this Wm & D Murray of Kintore, Aberdeenshire 8x4 rigid
and its caravan cargo navigating a roundabout

14 APRIL 2019 TRUCK& DRIVER


Picture Post

The best of this month’s readers’ snaps

RICHARD ARMSTRONG, Scania R-series Topline: This R580 V8
belonging to Cartwrights Waste Disposal Services of
Telford is delivering lime to a field near Crewe, Cheshire

PAUL O’CALLAGHAN, Volvo FH500: Denis J Downey of
Donoughmore, County Cork, Ireland’s 15-plate FH,
photographed by Paul on a fine day in the countryside

STAR

H
PHOTO
£30 WINNER
THOMAS ELLIS, Foden 3275: This Foden six-wheel skip lorry, ‘Brooklyn Alfred’, is still working hard across the Black
Country – seriously rare these days and a great catch by Thomas. It’s dedicated ‘In memory of Jeff & Mary’
TRUCK & DRIVER APRIL 2019

15


FROM THE SHARP END
Shutterstock

I’m confident that there aren’t too many drivers on
containers or ro-ro trailers pulling in that sort of salary.
Think of it as a snapshot of the real value of a driver’s
wages: £71,440 for 12 months; £5953.34 per month;
£1373.85 each week; £274.77 a day over five days.
The hourly rate of pay? Legally, as I understand it, it
must average 48 hours maximum per week, regardless of
the company’s reference period. In truth, most trampers
are still knocking out around 71 hours every five days. For
the sake of this exercise, however, we’ll err on the side of
‘legal’ and divide £274.77 by 9.6 hours, bringing the
required hourly rate, to satisfy the lending requirement and
buy the aforementioned three-bed semi, to £28.63.

Tax to consider too

PRICED OUT

Compare property prices with those
in 1998, figure in current pay and,
argues Paul Godby, it’s not difficult
to fathom why drivers are unhappy

O

Paul Godby

Truck driver

ctober 1998. I was 23 and my then girlfriend and I
bought our first home – a three-bed semi in a Suffolk
coastal village for £48,500. At the time I drove an
FL10 on general dock work for DFDS, Ipswich; my
guaranteed weekly hours were 50 plus overtime but I often
averaged 71 hours per five-day week.
My girlfriend, now wife, worked in a children’s home on
a zero-hours contract, working ‘pool shifts’. The building
society wouldn’t take her income into account as it wasn’t
guaranteed, so the mortgage was agreed based on my wages
alone. At the time it was still common practice to use the
borrower’s income x 2.5 as the lending limit. We saved up a
deposit of £3000, so around 6% and a few months later we
had the keys. We were over the moon, our own home at last!

And now?
Fast forward to the present day… Clearly house prices have
risen in the last 20 years; the same-style house in the same
road is currently on the market for £190,000. Using the

same borrowing framework, a 6% deposit would be £11,400.
The ‘2.5 x income’ lending limit would require an annual
income of £71,440 – I don’t claim to be an economist but

16 APRIL 2019 TRUCK& DRIVER

To demonstrate enough income to service a mortgage,
however, I can only assume that this hourly rate must be
net of tax to qualify for the mortgage to buy a three-bed
semi in a popular Suffolk coastal village. A modest
dwelling, not a five-bed detached house with a double
garage on an executive development.
“But you weren’t limited to 48 hours per week in 1998,”
I hear you say. You’re absolutely right. In 1998 my DFDS
basic pay was for 40 hours then time-and-a-half thereafter.
Our guarantee was for 50 hours, so 10 hours’ overtime was
guaranteed. Sadly, my payslips of that time are long since
gone but, from memory, the building society wouldn’t
allow talk of 71 hours per week to enter the calculation.
I’ve a feeling it was capped at 60 hours per week so, to be
more realistic, let’s call it a 60-hour week – resulting in
£22.90ph take-home that our 2018, 23-year-old lorry
driver and prospective home-owner needs to earn.
Thank you for bearing with me so far. Using the above
jumble of calculations and historical perspective, I have a
fairly good idea as to why the haulage industry has for the
last decade or so been struggling to hire and retain ‘proper’
lorry drivers – the pay’s crap.
To spend the week up the road with all the rules, regs,
lack of secure parking, awful food, diesel thefts, load thefts,

gas attacks, anti-social behaviour from other road users, the
decline of camaraderie between fellow wagon drivers and
be remunerated to the tune of about £8ph is scandalous.
Is it too much of an expectation for a professional lorry
driver to be able to buy a modest home to live in, if only at

Being stuck renting a
three-bed semi leaves
you without a dog in the fight
weekends? Should house prices be used as a benchmark for
wages? Yes. Why do we all go to work? What is the biggest
cost of living? Your home.
Were everyone able to afford to buy their own home,
then I’m confident society’s mood would alter for the
better. Being stuck renting a three-bed semi leaves you
without a dog in the fight. Why bother, when you’re
working 60 to 70 hours each week with nothing to show at
the end of it? Not a difficult equation really, is it… l


BE YOUR OWN BOSS

Our
Independent
Contract Haulier
scheme is hitting
the road again
Are you ready to take
your first or next step with the
knowledge and guidance of Wincanton?

• Be part of the largest independent MOL
network in the country
• We will plan your vehicle across our
extensive network
• We can help you obtain the finance for
a vehicle
• Be your own boss - we can enable you
to start or grow your haulage business
• Access to the latest in-cab communication
systems

For further information contact


“I was a driver and approached
Wincanton 13 years ago. They
supported me and guaranteed the
finance on my first truck.”
“I now own my own business and
have never looked back!”
Russ Ayling - Director, RB Ayling Haulage


BOOK NOW
AND SAVE
UP TO £18!

FEATURING THE BRITISH TRUCK RACING ASSOCIATION CHAMPIONSHIP
Plus a full programme of support racing including Legends, Pickup Trucks, Jaguar Series Elite,
Mighty Minis, Wildcat Sprint Series, Super Silhouettes and the CNC Heads Championship.

WEEKEND ADMISSION (ONLINE*/GATE) £32/£40
EACH DAY ADMISSION (ONLINE*/GATE) £20/£25

In association with

CHILDREN UNDER 13 GO FREE

*Advance tickets available until midday Thu 8 August. Postage fee applies. Calls will cost 7p per minute plus your telephone company’s access charge.


A TRUCK SHOW WITH A DIFFERENCE
LIVE ACTION ARENA
Don’t miss all the action throughout the weekend, with Team
Maximum Lock showcasing jaw-dropping precision driving
skills plus Red Dragon monster truck rides, opportunities to
get behind the wheel of an HGV or US rig, drift truck demos
and the legendary Convoy in the Park caravan smash!

HUGE MUSIC LINE-UP
Our best-ever Saturday night music line-up features
Queen tribute act Freddie and the Mercurys sending
the crowd ga ga and rock outfit U2 2 churning out
hit-after-hit, plus two hours of side-splitting stand-up
comedy in our big top tent.

1,000 SHOW TRUCKS
The entire venue will be crammed with
one of the UK’s biggest gatherings of
spectacular show trucks displaying

stunning liveries, including incredible
artwork and sparkling chrome.

MANUFACTURER STANDS
Leading truck manufacturers
including Scania, MAN, Mercedes
and more will join the convoy,
displaying their latest state-of-the
art models for visitors to browse.

KIDS’ ENTERTAINMENT
There’s plenty for children of all ages to enjoy. We’ll be
showing kids’ movies on the big screen throughout the
weekend, and daredevils can try their hand on the inflatable
assault course and climbing wall. Look out for Scalextric
racing, circus performances and roaming kids’ characters too!

FOR MORE INFORMATION:

WWW.CONVOYINTHEPARK.COM

DONINGTON-PARK.CO.UK - 0843 453 9000
SITUATED JUST OFF THE M1, SOUTH OF DERBY


ROAD TEST

R

ecently we had the

opportunity to put the current
top-of-the-range Iveco Stralis
570XP through its paces for a
couple of weeks, and a lingering
memory is the storming performance
of the 13-litre engine. Over the years
plenty of criticism has been directed at
the manufacturer’s products,
especially the quality of the cab
interiors, but few drivers who have
actually got behind the wheel ever
complain about the way they perform.
In the current Cursor engine lineup are 9-, 11- and 13-litre variants,
with overhead camshafts and, except
on the lowest ratings, variablegeometry turbochargers, which
increase engine power and torque at
low revs and maintain the output
throughout the rev range. Apart from
performing well, the Iveco engines can
give good fuel consumption and, if
maintained properly, are reliable.
The latest XP versions have further
refinements to the engine and
driveline to both improve efficiency
and to lower fuel consumption.

A true test
We used the truck on a variety of work
pulling a range of trailers, including
fridges, curtainsiders, double-deck

trailers on night trunk and a day or two
with a step-frame, moving machinery.
We covered most of the UK south of
the Pennines and had a trip up into
the Ardennes in Belgium. And before
anyone says that the Stralis is now
built in Madrid, the parent company
is still based in Italy and the truck’s
DNA is still firmly Italian.
The Iveco twin-steer is by far the
most popular choice for UK operators,
and the second steer axle on the Stralis
has been hydraulically operated –
lighter in weight and with fewer
wearing parts – for many years; Iveco
led the way with this innovation. Above
40km/h the steering is ‘locked’ in the
straight-ahead position but has a
variable steering angle down to 15km/h
and full steering below this point, which
is ideal for low-speed manoeuvring.
Our truck had single-leaf steel
suspension on the front axle and full
air on the rear bogie, with the usual
weight transfer to aid traction and full
lift on the second steer. Most Stralis

20 APRIL 2019 TRUCK& DRIVER

LATIN

British drivers often give Iveco a bum
rap. Bob Beech puts a Stralis 570XP on
a variety of work for two weeks and
climbs out of the Hi-Way cab smiling


LOVE-IN

Iveco Stralis 570XP

Words: Bob Beech / Images: Tom Cunningham

TRUCK & DRIVER APRIL 2019

21


ROAD TEST

Fact focus
Make & model: Iveco New Stralis AS440S57TX/P XP 6x2 twin-steer tractor
Chassis: 4000mm wheelbase (3800mm optional). GVW 24,500kg/GTW 44,000kg.
Steel front suspension plated 8000kg, fully air-suspended rear bogie plated 17,200kg,
385/65R22.5 tyres on axles one and two, 315/70R22.5 on axle three. Meritor singlereduction drive-axle with diff lock, 2.64:1 ratio standard (others available). Polished
aluminium wheels, 500-litre fuel tank, 50-litre plastic AdBlue tank
Engine: Iveco Cursor 13 Euro 6c 12.88-litre six-cylinder in-line with overhead camshaft
and common-rail fuel injection, SCR emissions control. Optional EcoSwitch to optimise
performance, Iveco engine brake
Power/torque: 570hp @ 1605rpm, 2500Nm @1000-1605rpm
Gearbox: Iveco Hi-Tronic (ZF TraXon) 12TX 2620, 12-speed automated with manual

override, direct-drive top gear, eco-roll, rocking mode and low-speed manoeuvring mode
Brakes: EBS-controlled air operated discs with Hill Hold, ABS and ASR
Cab: Hi-Way high-roof sleeper with four-point air suspension, four external lockers, full
air-deflector kit, roof-mounted Stralis light bars, air horns, auxiliary air-conditioning,
additional driving lamps, sun-visor. Leather seat trim, single bunk (80cm wide), overhead/
underbunk storage, coolbox/fridge. Manual air-con (ATC optional), electrically-operated
front blind, side-window curtains. Iveconnect multi-media system: CD player, radio, phone,
satnav, interface for other devices
Fuel consumption: Overall over seven days, 8.99mpg (at 26-44 tonnes gross)

22 APRIL 2019 TRUCK& DRIVER

tractors have a smooth ride without
too much roll, achieving this fine
balance with relatively soft suspension
and anti-roll bars on each axle.
Our truck had 385/65 super-singles
on the front steer and 315/70 tyres on
the rear bogie, along with Dura-Bright
aluminium wheels.

Highest ever output: 570hp
The 11-litre Cursor is the most
popular choice in the UK, rated at
420, 460 and 480hp, along with the
new gas-powered 460 option, while
the 13-litre is now offered at 510 and
570hp, the latter being Iveco’s highest
ever output. Above 40km/h the
maximum torque for either rating is

not that exceptional at 2300 and
2500Nm respectively, but it is
developed over a wide rev range.
The 570 maintains 2500Nm from
1000rpm right up to 1605rpm. This
gives the unique performance


Iveco Stralis 570XP

characteristics of the Cursor range,
where there is an even flow of power
through the rev range and the engine
and transmission make full use of this
to give better than average
performance. The variable-geometry
turbocharger also boosts the
performance of the engine brake by
increasing the gas flow through the
engine at lower engine speeds; this is
an important point, as the relatively
high overall gearing of modern trucks
has tended to reduce the effectiveness
of many engine brakes.
Iveco has championed the SCRonly emissions control system from
Euro 4 onwards and now a number of
competitors, including Scania, have
followed this lead. EGR has proven to
be quite troublesome in the long term
for many manufacturers, resulting in

turbocharger, valve and cooling
problems. Although Iveco has now
started to use EGR on the two XP

high-efficiency versions of the Stralis
(11-litre 480 and 13-litre 570
engines), the company claims that the
system is used merely to optimise fuel
consumption and plays no part in
controlling emissions.
The XP range includes a system of
Smart auxiliaries where the
compressor, alternator and power
steering pump operate only on
demand, thereby reducing fuel
consumption; a high axle ratio is also
part of the package. Our truck was
also fitted with EcoSwitch – which
gives reduced-speed running and a
revised gearshift pattern to boost
economy – but it was turned off
during our time with the truck and we
were able to run at full speed.
GPS-controlled cruise control
comes as part of the full range of
electronic control and safety systems
fitted to most modern trucks.
The standard ZF TraXon 12-speed
automated transmission, which
replaces the AS-Tronic auto, has, with

its revised software, much-improved
clutch control and a new, more
sensitive control system.
Both gear ratios and modes are
selected via the dash-mounted buttons
and changed manually via the righthand steering column stalk.
Previously, high-power Stralis
models had overdrive top ratios which
saw them drop out of top gear on
most motorway hills to increase
engine revs. Now, the 570 has a
direct-drive top gear, allowing the
engine to rev a bit more; our truck
showed 1450rpm at 55mph.

Performance and driveability
We expected a decent level of
performance from the 570 Stralis and
we certainly weren’t disappointed.
Like previous versions, the truck has a
real feeling of get up and go from the
moment you first get behind the
wheel. It is exceptionally lively almost
regardless of the weight behind it, even
at 44 tonnes. The revs build quickly
from 1000rpm and the gearshifts are
fast and almost seamless, acceleration
not really tailing off right up to the
maximum limited speed.
While the engine note could never

be described as inspiring, there is a
pronounced turbo whistle as the revs

rise, along with a very subdued roar
that heralds the next gearchange.
There is no turbo lag whatsoever and
if you floor the throttle the truck does
its upmost to achieve the maximum
velocity for the given situation, the
TraXon gearbox playing a big part in
this, the changes being smooth and
rapid. From a standstill the Stralis
picks up drive straight away and the
starting ratio engages as soon as the
gear control button is pressed. Lowspeed manoeuvring and changing
between forward and reverse are now
much improved. As good as the
mighty I-Shift is in many respects,
drivers of previous-generation ZF
automated gearboxes need to try the
new model before voicing an opinion.
Hill-climbing is equally impressive,
the engine digging in well as the revs
drop but the transmission quickly
downchanging to increase revs if left
to its own devices, as if it’s

Various work was
undertaken over the
fortnight with the

570XP, including
fridges (left). The
570hp 13-litre
Cursor engine is
exceptionally lively
throughout the rev
range, and the
optional auxiliary
air-con (above) was
brilliant in the heat

TRUCK & DRIVER APRIL 2019

23


ROAD TEST
A 13-litre engine
working this hard
does generate quite a bit of
heat, and we did notice the
temperature gauge move
about 15˚C on big hills

Twin-steer Iveco
tractor is easily the
most popular choice
for UK operators.
Ride is smooth and
there’s little roll

programmed to try and defeat most
gradients by climbing them as quickly
as possible. We covered quite a few
cross-country routes that would test
16-litre engines producing
600hp-plus, one being the climb up
Crickley Hill on the A417 near
Gloucester, a good test of any truck at
44 tonnes. The 570 dragged a fridge
trailer fully laden with milk up the
testing gradient in 7th at 24-25mph.
The engine and transmission
software allow the engine to rev quite
freely rather than, in pursuit of
premium economy to the detriment of
journey times, keeping the motor
growling away at low revs. Even the
GPS cruise control is programmed to
allow the engine to rev a bit; we tried

24 APRIL 2019 TRUCK& DRIVER

to override it on some long motorway
hills a couple of times by changing up
manually but the system knew better
and dropped down a gear because it
read that the hill was getting steeper.
The truck performs well on motorway
hills too, especially with its direct-drive

top gear. It holds onto top gear longer,
achieving really good journey times
without pushing the truck.

Held its own against an R580
Although after a few days we were
well aware that the Stralis was
definitely punching above its 13-litre
weight, we were surprised when we
ran with a Euro 6 Scania R580. The
big V8 most definitely has a big torque
advantage – something like 450Nm,
which would be decisive in hilly
country – but the Stralis more than
held its own in the give and take of
normal terrain and traffic.
The Iveco easily pulled away from
the Scania from standstill at full
weight and this was achieved in
standard automatic mode, our
colleague reluctantly admitting that he
was surprised by how well the Stralis
went and that he had to use hill/

performance mode to keep up with it.
A long climb on the A303 past
Ilminster proves the point. Most 500hp
44-tonners are down to 6th or 7th
gear on the steepest part of the climb;
the Stralis held onto 8th but was back

up to 10th as soon as the gradient
eased and was still accelerating hell for
leather until we had to back off for the
sharp bend at the top.
A 13-litre engine working this hard
does generate quite a bit of heat, and
we did notice the temperature gauge
move about 15˚C on big hills. It soon
dropped back when the fan cut in and
it didn’t rise again no matter how long
the hill was, but keeping the radiator
clean will be a workshop priority as
the truck gets older.
The engine brake is very effective
right through the rev range, holding
the fully laden outfit on most
motorway hills. You can set the engine
brake to come in at just 1km over the
cruise control setting, the transmission
dropping one or two gears to get the
revs up to 2100-2200rpm, and this is
enough to avoid overspeeds on most
hills. On steeper A-road hills it is
possible to regulate the engine brake


Iveco Stralis 570XP

An Italian view

Colleague and good friend Gian Marco
Fieschi (right) now lives in the UK and has
spent a number of years driving for British
companies. Prior to this he worked for
operators in his native Italy, driving all over
Europe. “I drove quite a few older Ivecos for
a number of years. They were all an
improvement over the previous model and
the engines were invariably very reliable but,
as in the UK, the cab interiors were fragile; a
lot of the plastic fittings broke, the curtain
clips in particular. Also, the electrics gave
problems on the older models.
“Things improved quite a bit with the
second-generation Stralis, but Iveco always
took a long time to update the design and fix
the faults on the older models.
“Many smaller Italian operators are very
loyal to both the brand and their local dealer.
The older generation like the fact that the
designs do not change a great deal, that the
basic cab design has remained the same.
Loyalty to a product that has served you well
is understandable, and imported trucks only
really started to appear in Italy in the late
’70s. Iveco still has a large share of the
market and listens to its loyal customers.”

via the manual control, which handles
most of the on-road braking but can

get a little jerky at very low speeds.
The standard brakes themselves
work well enough but initially they
seem a bit dead and could do with
more feel at the pedal.
The ride and handling of the Stralis
is superb, helped by the relatively lowmounted cab. There is little roll and
the truck floats over the worst road
surfaces, while the steering is also
commendable. Initially it seems too
light but it is actually very positive
with lots of feel, enabling you to steer
right to the edge of the road with full
confidence. This was made clear on
some really bad roads in the Ardennes,
the combination of smooth ride,
excellent steering and superb handling
meaning we were able to make really
good progress on roads that with other
trucks literally shake you from the seat.

Living with the Stralis
The basic cab shell is now almost 25
years old, but much has been done to

Marco took the Stralis 570XP for a brief
drive. “The cab interior is definitely better
built and quite well laid out. I like the leather
seats and the dashboard is much improved;
it feels quite solid and most of the controls

are close to hand. The gearbox is a big
improvement and very smooth; in Italy I had
an early Stralis with the manual gearbox and
it drove well.
“There is plenty of room to move around.
The engine note is the same – we say the
engines sound like a coffee machine – but it

update it over the years. The latest XP
exterior styling has changed the look
of the truck considerably; the black
panel nicely complements the silver
cab and the deep visor and LED roof
bar give it a more modern look.
Three wide steps, decent grab
handles and a door that opens fully
make it easy to get behind the wheel
and the optional leather seats are
comfortable, with plenty of adjustment
in all directions, although the driver
does sit quite high in relation to the
controls; lighter individuals might
struggle a little. The facia sweeps
around the driver without hindering
cross-cab access. A small step has to
be negotiated to get to the centre of
the cab but the floor has been
reinforced and no longer sags when
you stand on the nearside section, and
there is plenty of headroom.

The steering column doesn’t adjust
as much as in some competitors but
we found it easy to get comfortable.
Vision is good in all directions, the
mirrors being well placed with a

goes really well, it would be good to try it for
a week or two. The ride is extremely smooth
and the engine brake is good. The footbrake
still feels a bit dead, although the brakes
work well enough.
“Otherwise, it drives very well; Ivecos have
definitely improved. The manufacturer might
be a bit slow to change, and that suits many
Italians, but they also say that if Scania
hadn’t started selling trucks in Italy in the
’70s we would still be driving the old Fiat 682
with the split-windscreen cab!”

decent gap between the main and
wide-angle heads, and although the
electric adjustment facility is
comprehensive it’s a bit fiddly to use.
The control layout is easy enough to
follow and well marked, although
some controls are partly obscured by
the wheel. Also, the main light switch
and the diff-lock are identical and on
either side of the wheel, which could
be an issue for some.

Low-speed mode
Low-speed mode is selected by
holding down the clearly marked
forward or reverse gear control
buttons, which work well despite being
a bit of a stretch. The handbrake dash
light requires the lever to be pushed
right home when parking otherwise it
issues a warning.
The dash display is comprehensive
but the graphics are quite small; the
optional digital speed display in mph
should be standard for this market.
Dashboard components seem well
assembled, with few rattles, and most
TRUCK & DRIVER APRIL 2019

25