IVECO engineers have been busily working away at refreshing the company’s range for 2024. Lucy Radley runs the rule over the new vehicle and engine line-up

If there’s one truck manufacturer that has always evolved its product continuously over time, rather than waiting to unveil big changes all together, it’s IVECO. But for Model Year 2024 (MY24), things are different – the Italians having made a record billion euro investment into refreshing their whole range at the same time, for the first time in the company’s history. Unveiled in front of 1,300 invited guests in Barcelona last November, the new models all now wear a freshly redesigned IVECO logo, but the new ident is a footnote to the engineering developments.

Starting at the lighter end of things, the new Daily van comes with a new fully digital and configurable dashboard and infotainment system. Keyless Entry & Go has also been introduced to Daily, while new advanced driver assistance systems (ADAS) include Advanced Lane Centring and a cruise-linked Stop & Go system for use in slow traffic. There are also safety improvements for urban driving, such as a new Turn Assist function, which automatically applies the brakes to avoid a collision – and a Door Opening Warning to alert the driver to approaching vehicles.

As well as also taking advantage of that digital dashboard and infotainment set-up, Eurocargo now offers natural gas as a fuelling option right through from 12 tonnes to 19 tonnes, thanks to new Tector 7 CNG engines. Offered at 220hp, 250hp and 280hp ratings, the engines offer improved fuel efficiency, while CO2 emissions are up to 10% lower than with the equivalent Tector 7 diesel engine. Add in ZF’s 8-speed fully automatic transmission and operators can, we’re told, save up to 5% in fuel terms.


But it’s once we turn to the heavier vehicles – those in IVECO’s WAY-range – that the really interesting stuff appears. Not least of which is IVECO’s version of camera-based rear view mirrors, which the company says can give a fuel efficiency improvement of as much as 1.5%. For the mechanics, however, a new Cursor engine is far more of a treat. First unveiled in September 2022 by FPT Industrial, IVECO’s sister brand for low impact powertrains, it’s only with the MY24 range that we get a proper look at the engine replacing both the 11- and 13-litre Cursor.

The most notable thing about XC13 is that it is most definitely not just a diesel engine, fully capable as it is of being run on natural gas and even hydrogen, further down the line. As a point of interest, IVECO has always been a great proponent of alternative fuels and its newly christened S-eWay BEV and FCEVs were both on display at the event. The former is planned to go to market in Europe (but not the UK) as a tractor in Q1 2024 and rigid in Q1 2025. There will be more information about these vehicles further down the line, but it’s interesting to note the artic’s 500km range, 22-tonne payload and 480kW continuous power – numbers very similar to those seen elsewhere.

Nevertheless, IVECO still made it clear that it believes electric alone cannot provide the full solution to decarbonising long-haul freight. So it is perhaps not surprising it has chosen to take a route that allows for a variety of fuels with its new ICE. As it is, XC13 offers a potential 7% reduction in fuel consumption over its predecessor, C13, a figure which rises to 8% when comparing the CNG versions. That means there’s an equal corresponding reduction in CO2 coming out of the tailpipe, too. At the same time, engine weight is down 10%, while performance is up; diesel XC13 can generate up to 580hp and 2,800Nm of torque, with CNG boasting 500hp and 2200Nm, respectively. Unsurprisingly, engine braking is up, too – as high as 530kW in diesel versions. A less impressive 260kW is the best the gas version can do, but that’s neither unsurprising nor unreasonable for what is, after all, a spark-ignition engine.


Technologies employed to achieve these figures include a lighter cylinder block and head, cast in compacted graphite iron (CGI), and rod and crankpins built from new materials to reduce friction. ‘Smart auxiliaries’ in the form of variable oil and water pumps, as well as improvements in both combustion control and thermal management, also have a part to play. An electronically controlled variable turbocharger features in the diesel, with turbo control using an electronic waste gate in the gas.

The big thing about Cursor 13, when driven alongside the latest engines from other manufacturers, was that it was still noticeably higher revving. With XC13, FPT has finally embraced the downspeeding trend seen elsewhere in recent times. The 500hp diesel version, for example, now develops its maximum torque of 2,600Nm at just below 850rpm, over 100rpm lower than the 530 C13, which only offered 2400Nm. It is this, combined with two faster new axle variants – 2.17 and 2.06 respectively – that explains the bulk of that 7% advertised fuel saving. Although whether anyone would be brave enough to opt for the latter in this country remains to be seen.

CNG XC13 500, meanwhile, also sees both a 200Nm increase against C13 460 and hits its peak 100Nm earlier. Torque-curve geeks will find this particular graph very satisfying, as it stays completely flat right through to 1,600rpm, by which time any driver who hasn’t already changed up without good reason needs some serious education. A 2.31 rear axle is the norm here and the transmission is direct drive, adding up to the magic 8% figure given for fuel efficiency gains.


Talking of transmissions, MY24 XC13 comes coupled with the latest Generation 2 Traxon automated manual gearbox. Upgraded GPS-guided predictive cruise control is claimed to add a further 1.5% fuel benefit, as well as now adjusting speed to keep to signed legal limits and to take account of roundabouts and the curvature of the road.

Moving on, from an aesthetic point of view, both S-Way and X-Way now come with a choice of eight updated grill options to go with that new badge. Ergonomically speaking, the interiors of the large AS cab have seen big changes, too. Needless to say these flagshift models have their own variation on the digital cockpit mentioned above, while both the dashboard and elements of the living areas can be customised, with a range of colours and materials available.

Speaking of dashboards, the entire front fascia inside the cab has been reshaped and smoothed out, something which initially raises eyebrows among those of us with an eye for trucks being practical living spaces, as it has also removed all the flat surfaces. Driver-input has clearly played its part in this design, however, as a new foldable table is stored on the passenger side.

IVECO is particularly keen to point out the AS cab’s new “car-like” driving position, created mainly by the use of a “smaller, more vertical steering placement” and a wider range of adjustment for the wheel itself. The author has never quite been convinced by this particular design direction, experience having taught her that her back prefers to be encouraged into a far more upright stance when driving day after day. The rest of the world seems to disagree, however, and there is still the option to sit up straight if you so wish.

On top of all this comes an electronic parking brake, and a whole host of new ADAS, taking S-Way and X-Way right up into the realms of full Level 2 autonomy if the right option boxes are ticked – a subject we suspect we’ll be hearing more about in future.

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