International Prostar Truck and Dog: Review

It seems like an eternity since the launch of the International Prostar here in Australia last year. Since the launch, we have had operators asking us about the Prostar, but have been unable to answer them based on any more than a spec sheet. After months of waiting, we finally got behind the wheel of a Prostar, in the form of a truck and dog combination, for a day of driving around Melbourne and its suburbs.

Many people would have you believe that the Prostar is pretty much a re-badged and re- powered Cat truck. Actually, that’s not strictly true, and the opposite would be more in line with the truth. Even before the Cat truck, there were plenty of International-badged Navistar trucks on our roads, many of which still operate today. And while they were not aimed at the heavy-duty end of the market that the Cat was, the Prostar definitely is.

International Appeal
We won’t harp on about the Cat truck, and the issues that led to its demise. Instead, we’ll look at just what the International Prostar has to offer.

For a start, the International name is one that has a big following here in Australia, and just having that badge on the bonnet will be enough to get a few operators to at least have a look at the Prostar.

There is a little irony in the fact that the localisation of the Prostar to suit Aussie conditions happens in the same factory that was the home of International Trucks Australia before Iveco took over operations of the plant. The factory, located in Dandenong, Victoria, still produces the Peter Pan of trucks, the ACCO, on the same production line where it began life all those years ago, though it now bears an Iveco badge.

The interesting thing is that the Prostar is, in many ways, similar to the old International S-Line of the 80s that rolled out the gate all those years ago. In an era of high-tech trucks, the Prostar provides a basic-spec, no-frills offering that should get the job done with little fuss. This is, in many ways, the type of truck that built the International brand.

Back to the Future
Even the spec sheet harks back to the good old days, with Cummins power and a Road Ranger transmission to provide motivation. The Prostar is currently available with only one choice of engine, that being the Cummins X15 with a choice of power ratings up to 600hp and 2050lb.ft of torque. This is matched to an 18sp Eaton Road Ranger transmission, either in manual or UltraShift Plus AMT form.

Where the UltraShift Plus AMT is fitted, the Cummins ADEPT (Advanced Diesel Electronic Powertrain Technology) technology can be utilised to improve fuel efficiency. This includes features that neutralise the transmission and drop the engine to idle when there is no load on the drivetrain. This increases coasting distances, reducing fuel usage and unnecessary strain on the driveline.

The ADEPT technology was developed collaboratively between Cummins and Eaton, to ensure both components work seamlessly together, and to achieve the best possible results from the combination.

Meritor steer and drive axles complete the running gear specifications. Up front, the wide track MFS 14-143A, rated at 6500kgs, sits on three-leaf parabolic springs, also rated at 6500kgs. On the rear, tandem RT46-160GP drive axles, with power divider locks and cross locks, sit under a four bag Hendrickson Primaax-EX suspension setup rated at 20,900kgs.

All hubs are aluminium alloy, with polished alloy wheels all round, to keep tare weight to a minimum. Drum brakes are standard all round, with ABS and Traction Control.

Pros and Cons
The Prostar is available in three different basic specifications, including the rigid tipper spec that we drove.

As a standard spec, this truck clearly identifies where International wants to compete with the Prostar. The truck and dog market, including PBS applications, has been a huge growth market in recent years and, given the operating environment, is one where functionality is more important than techno gadgetry.

Tare weight is also an important factor, and with the tipper spec Prostar weighing in at just 8180kg (without a body), there is plenty of room for a good payload. As it stood, our test combination weighed in at around 48t gross, well below its PBS capability but allowing us to go wherever we wanted.

Climbing into the Prostar is easy enough for an average sized driver, as is getting comfortable in the seat. It may be a little trickier for the taller drivers, but the adjustments available through the seat and the steering wheel should alleviate most of the problems.

The cab has a very “fleet truck” feel about it, but the materials used in her are all easy to clean. The dash and switchgear are all formed in dark colours, contributing to a clean look that should last. There are ten gauges, all in easy view, and all the controls are easy to reach and operate. Again, simplicity is the rule in here. The integration of the PTO and tipper controls into the dash is a nice touch, given the target market, and blends seamlessly into the cab without the need for aftermarket controls.

The view from the driver’s seat is excellent, with the bonnet being virtually invisible and the windscreen wrapping around the corners of the cab to provide an uninterrupted forward view. The mirrors, positioned a long way out from the cab, provide good rearward vision and are easy to see around. While the test truck was relatively new, it was great to note that was absolutely no mirror shake, on the move or at idle. Despite the sloping bonnet, there was a significant blind spot down by the steer wheel on the passenger’s side, but that’s to be expected from a bonneted truck.

On the Road
Having ventured out the gate in Dandenong, it was time to take a trip across town. Given that it was already loaded, it was decided to head into the morning peak hour traffic to test the Prostar’s manners.

The trip from Dandenong out to Altona, via the Westgate Bridge, went very well. In the traffic, the excellent view around the truck was made more obvious, with no troubles picking gaps, changing lanes and blending in with the traffic. The manoeuvrability of the Inter was tested on the back streets of Altona and Laverton and, even with its five-metre wheelbase, the Prostar impressed in tight conditions. There are also plenty of roundabouts in that area, and the Prostar and four-axle dog trailer easily maintained one lane, even on the inside lane, when negotiating them.

The driveline combination of the X15 and UltraShift Plus AMT worked very well, with plenty of power in reserve if it’s needed for the added weights of PBS. Engine braking was also good, though there was the need for a manual downshift on plenty of occasions to actually slow progress. By pressing the Low button on the shift panel, the engine braking became more aggressive, but it seemed the driveline spent more time grabbing gears than slowing the truck down. But it sounded great in the Burnley Tunnel!

Engine noise was another old school feature of the Prostar, with plenty of volume in the cab and outside. The insulation under the cab is obvious when the bonnet is tilted, but with the engine so far back into the cab and the short exhausts just behind your ears, it’s definitely not the quietest of trucks we’ve driven. It’s a good sound though, and far from deafening.

Star Rating
The Prostar does a great job at being what it is – a simple, hard-working business tool. With a trusted and well proven driveline, the basics are all there for a strong workhorse that should be affordable to maintain. There has been plenty of work put into strengthening the cab, so it too should stand up to the conditions.

If you’re a fan of the old S-Line, you’ll find plenty to like about the Prostar. There is a lot to be said for simplicity, and there are many operators who prefer that over the increasingly complicated gadgetry that is built into many of today’s new trucks. Depending on where it is positioned price wise, it could well find a place in the hearts of Aussie operators.

Specifications:
International Prostar Tipper
GVM/GCM: 24500kg/90,000kg
Engine: Cummins X15 15 litre six-cylinder Euro5
Output: 550hp (410kW) 1850lb/ft (2508Nm) standard, 600hp (441kW) 2050lb/ft (2779Nm) optional
Transmission: Eaton RTLOF-20918B 18-speed manual (standard) Eaton UltraShift Plus 18-speed automated manual transmission (AMT) (optional)
Front Axle: Meritor MFS14-143A Wide Track with alloy hubs 6500kg rating/three leaf parabolic spring suspension 6500kg rating
Rear Axles: Meritor RT46-160GP with power divider locks and cross locks on both, alloy hubs 20,900kg rating/Hendrickson Primaax-EX air suspension 20,900kg rating
Brakes: Drum brakes with ABS and Traction Control
Wheelbase: 5000mm
Tare Weight: Steer 4530kg, Drive 3650kg, Total 8180kg (cab chassis)