armoured vehicles layers of protection
012 JANUARY 2015
MIDDLE EAST
trakking the dakar iveco’s rally trucks
Hub reduction The 4038K tipper has hub reduction as standard
Tipper Time tata Motors unveils the latest in its priMa range – a 380 hp 6x4 tipper with an 18 cubic Metre load body
NOW AVAILABLE IN THE MIDDLE EAST
HEAVY CONSTRUCTION RANGE K
DISTRIBUTION RANGE D
renault-trucks.com
CONSTRUCTION RANGE C
THE NEW RANGE – EURO 3
LONG HAUL RANGE C ROAD
02 CONTENTS
A supplement of Cmme
08
MIDDLE EAST
GrouP CHAIrMAn AnD FounDer DomiNic De SoUSA GrouP Ceo NADeem HooD GrouP Coo GiNA o’HARA PuBLISHInG DIreCTor RAZ iSLAm raz.islam@cpimediagroup.com +971 4 375 5483 eDITorIAL DIreCTor ViJAYA cHeRiAN vijaya.cherian@cpimediagroup.com +971 4 375 5472
18
editOrial
tAtA motors’ shArp offering It seems hardly a month goes past without hitting the market. This month, we preview
advertiSinG
Tata Motors’ new 4038K tipper, the
02 / proteCtiVe edge Saxon Armor provides an armouring service for a range of vehicles from its DIP base. FEATURE
08 / trAkking the dAkAr Iveco has three trucks racing in this year’s Dakar, using FPT engines built mainly from serial parts. nETwORK
14 / lAunChes lift sAles Volvo Trucks reports sales growth of 24% in 2014 after launching three new models in January. InTERVIEw
16 / sAVings by sAfety MAn is using driver training to promote safe driving practices, which also leads to lower ownership costs for fleet operators. FEATUREd VEhICLE
20 / tipper time We feature Tata Motors’ 4038K 6x4 tipper truck ahead of its official GCC launch. pARTIng ShOT
rePorTer JeRUSHA SeqUeiRA jerusha.sequeira@cpimediagroup.com +971 4 375 5477 SuB eDITor AeLReD DoYLe
another new vehicle (or even marque)
FACTORY VISIT
ACTInG eDITor STiAN oVeRDAHL stian.overdahl@cpidubai.com +49 176 759 89 250
CoMMerCIAL DIreCTor micHAeL STANSFieLD michael.stansfield@cpimediagroup.com +971 4 375 5497
second in its Prima series (its 4x2 tractor head was featured in May last year). While Tata Motors has long dominated the Indian market, over recent years it has been
SALeS eXeCuTIVe BiPiN SoNeJi bipin.soneji@cpidubai.com +971 4 433 2856
challenged by the arrival of new competitors. deSiGn
This has awakened Tata Motors from its domestic market concentration, and it is now
ArT DIreCTor SimoN coBoN
developing its Prima range to seriously contest
JunIor GrAPHIC DeSIGner PeRciVAL mANALAYSAY
the international markets. And for the GCC,
MarKetinG
that means an extra option in the truck market, one which comes with an enviably low price tag, both up-front and for its service contracts. And the 4038K tipper should prove an able performer in the Gulf, since it was designed precisely for the market with a larger engine (380 horsepower) and standard features such as hub reduction and its 18 cubic metre payload box, which is factory-fitted (though supplied by Hyva). A pre-production vehicle spent two summers in Kuwait to examine performance in high temperatures, suggesting that Tata Motors has done its homework to ensure its vehicles can fully cope with the environment here. It’s yet another example of the old
MArKeTInG MAnAGer LiSA JUSTice lisa.justice@cpimediagroup.com +971 4 375 5498 CirCUlatiOn & PrOdUCtiOn DATABASe AnD CIrCuLATIon MAnAGer RAJeeSH m rajeesh.nair@cpimediagroup.com +971 4 440 9147 ProDuCTIon MAnAGer ViPiN V. ViJAY vipin.vijay@cpimediagroup.com +971 4 375 5713 diGital DIGITAL SerVICeS MAnAGer TRiSTAN TRoY mAAGmA
PUbliShed by
adage of competition leading to better outcomes for the market, and fleet owners will benefit from an additional option.
24 / driVerless sAfety?
Registered at imPZ Po Box 13700 Dubai, UAe Tel: +971 4 440 9100 Fax: +971 4 447 2409 www.cpimediagroup.com
Heralded by some as the future, expert voice concern over liability and security when it comes to driverless cars.
Printed by Printwell Printing Press LLc © copyright 2015 cPi. All rights reserved
Stian Overdahl ACting editor
While the publishers have made every effort to ensure the accuracy of all information in this magazine, they will not be held responsible for any errors therein.
JANUARY 2015 TRUCK&FLEET ME 1
ARMoUREd Armoured VEhiCLEs Vehicles
The proTecTive edge
Armouring vehicles is not to be tAken lightly, since properly instAlled Armour cAn be the difference between life And deAth. Jerusha sequeira visits sAxon Armor in dubAi
2 TRUCK&FLEET ME JANUARY 2015
Armoured Vehicles
T
he scene is all too familiar from the movies: a truck carrying millions of dollars, driving along a deserted highway, is suddenly attacked by the villains. As anyone who has watched a few action flicks can testify, vehicles carrying valuables or VIPs are vulnerable to several dangers – gun shots, explosions and kidnappings, for instance. Enter armouring companies that modify automobiles for such life-or-death scenarios. Building armoured vehicles is big business, and a recent report by Markets and Markets estimated the global market at $22.5 billion in 2014, projected to $28.6bn by 2019, with the Middle East a major growth market. Saxon Armor is a company which specialises in armouring vehicles for a range of high-profile clients from its manufacturing base in Dubai Investments Park 2, using the vehicle base of popular SUVs, such as the Toyota Land Cruiser. General manager Ricky Jordan explains he was inspired to get into the armouring business by his personal experience with poor quality vehicles in the US military. “I’ve been in these vehicles when they’ve been shot at, I’ve been in them when they’ve rolled over. And it was very poorly designed. And this disturbed me,” he says. “We’re not worried about how much can you maximise on profit-wise per vehicle, but we wanted to bring quality to the discreet armoured vehicle
market. This is something that’s been missing for a very long time. Everybody here’s using the cheapest parts and putting things together that are just horrible.” In order to do things differently, Jordan says the company decided to design their vehicles differently, using fewer components for the firewall. “What we’ve done is we’ve removed a lot of small, tiny pieces, which also reduces the weight of the vehicle. Because if you put in a hundred small pieces and you weld, that welding is adding extra weight. All that welding is deteriorating and disrupting the ballistics of the steel. “So what we want to do is, we want to make the inside of the vehicle the same weight as the left, the same weight as the right, front and rear, so it works in compatibility with the platform that we’re building in.” Other components of the vehicle also have to be upgraded in order to accommodate the additional weight of the armouring, Jordan says. “We replace the braking system with an Alcon braking system, specially designed by MSW Armoured here in Dubai.” Based in Al Quoz, and a subsidiary of Motorsport Wheels LLC, MSW Armoured specialises in supplying heavy-duty components for armoured security vehicles, such as brake upgrades, fire suppression systems, suspension upgrades and wheels, tyres and run-flat systems. MSW partners with wellknown international component suppliers, among them Alcon, Lifeline and Runflat.
JANUARY 2015 TRUCK&FLEET ME 3
Armoured Vehicles
The Alcon braking system used by Saxon can stop a vehicle – weighing up to six tonnes – from “120km per hour to zero in 20 metres every single time, a thousand times in a row,” says Jordan. Saxon Armor also replaces the OEM tyres on the vehicles with heavy-duty alloy rims that can carry 1700kg per rim. “The alloy rim is designed to absorb the bullet or let the bullet mushroom off without splitting the rim. So it can take several hits and still manoeuvre,” Jordan says. “We’ve stiffened up the sidewalls of the tyre with a thicker tread on the bottom so the vehicle sits up straight. Now, when you’re driving you have stability, you have control. You can manoeuvre this vehicle.” For those high-speed chases, evasive manoeuvres are a crucial need in armoured vehicles. “When you turn four tonnes turning sharp to the left, the vehicle’s going to dive.” Jordan uses a 34mm solid steel anti-sway bar system specifically designed for the Land Cruiser. “This works in conjunction with the shock in the spring. This allows a vehicle when it’s doing a hard dive to be stable, to keep it level. And when the vehicle does a hard dive, the shocks will grab quickly, stop the vehicle from coming too far down, and then rebound quickly.”
With armoured vehicles used for VIPs, Saxon is also striving for comfort. Jordan shows this with a live demonstration of a Land Cruiser. Securely strapped in, he accelerates rapidly along a short stretch of road outside the facility and then abruptly hits the brakes. The car smoothly slows to an effective stop, as promised. Jordan then sharply veers the 4x4 off the road into the sand and speeds up, noting that this is how the vehicle would be used in combat conditions. Despite the obvious discomfort of the bumpy terrain, the ride is as comfortable as in an unarmoured Land Cruiser – a feature the company has worked long and hard on, Jordan says, and which customers notice. “Previously in armoured vehicles, they were extremely uncomfortable,” he points out, adding that special attention has been paid towards retaining the OEM feel as much as possible in the vehicle’s interior, to maintain the comfort level. It’s not enough for the vehicle to feel like an OEM one, however; it also has to look like one. “90% of the vehicle looks absolutely OEM. The idea of it is you don’t want to be a target. You want to blend in to your environment.” The company will also provide an Under Vehicle Bomb Detection System, just released.
dIP attracts armoured vehIcles manufacturers to uae Dubai investments Park (DiP) is steadily gaining traction as a hub for armoured vehicles manufacturers. The commercial, industrial and residential
4 TRUCK&FLEET ME JANUARY 2015
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community in Dubai already hosts four of
CM
them, producing a combined total of 1,600
MY
armoured vehicles a year: inkas Vehicles
CY
LLC, Mezcal security Vehicles, shell armored Vehicles LLC and saxon armor. “apart from world-class logistics, DiP offers a business-friendly environment and proximity to key transit points for exports. These are the key requirements for the armoured vehicles manufacturing, which is evident in the growing number of companies in the sector within DiP,” says Omar al Mesmar, general manager of DiP. inkas Vehicles is set to open a second manufacturing facility worth about $15 million in DiP 2, over an area of 14,836sqm. The company currently operates a 10,000sqm factory that produces 1,000 armoured cars, luxury sedans and special purpose military vehicles every year. “DiP offers a unique infrastructure that is
“We Wanted to brIng qualIty to the dIscreet armoured vehIcle market. thIs Is somethIng that’s been mIssIng for a very long tIme”
C
tailored for the armoured vehicles industry. at present, inkas is manufacturing 1,000 vehicles annually at our existing plant within DiP, and this will be augmented to 1,600 vehicles with the new factory,” says ulugbekhon Maksumov, CeO of inkas Vehicles, adding that inkas expects $326 million of sales over the next two years.
CMY
K
Armoured Vehicles
“It’s sensors that are placed underneath the vehicle, and what they do is they read more or less the dimensions of this vehicle’s underside. Now if a terrorist comes by and he sticks something under the vehicle like a sticky bomb or a magnetic bomb, it disrupts that surface area. “This system sends an SMS to up to three cell phones, telling you something is on the vehicle, do not approach.” Despite the impressive list of features, Jordan is quick to assure that no special maintenance is required for the armoured cars. “These vehicles are designed that you can take them into any Toyota dealership, any garage, and have the same exact services done that you normally would. ” While armoured vehicles call to mind the military, Saxon Armor boasts clients across a range of sectors. “We do several militaries, governments, lots and lots of embassies, ambassadors, delegates, security companies, your oil field companies [and] lots of businessmen. Businessmen are now the targets. Everyone wants their money. I’ve got customers in Vietnam, Canada, South America, and of course the Middle East and the Asian market,” Jordan explains. The company also caters to entertainers, movie stars and banks for money transfer purposes, and has built several vehicles for families too. Jordan has a crew of 40 people, including welders, benders, painters, electricians, mechanics and other technicians that handle materials, leathers, plastics, tyres and suspension. The vehicles first have to be completely stripped down, after which the interiors are armoured with the firewall. The windows also have to be replaced with ballistic glass curved to OEM specifications. The entire process takes about 10 to 12 days. A Toyota Land Cruiser, which weighs 2-2.5t before armouring, weighs 3.8-4t when complete. Although the vehicle weighs twice as much after armouring, Saxon Armor does not modify the engines in any way, Jordan says, because there’s no need for it. “The vehicle is already equipped to pull 10,000 pounds. That’s four and a half, five tonnes, if not more. We’re just taking some of that payload away from the towing package by converting it into the vehicle.” Apart from Land Cruisers, the company also works on a range of other vehicles, including the Toyota Camry, Toyota Hiace and Nissan Patrol.
All are subject to rigorous testing procedures for certification under different standards. “We shoot the vehicle with 200 rounds to test the armouring. We blast it with 15kg of high explosives, one metre high and three metres from the vehicle,” Jordan says. As proof, he points to a Land Cruiser outside the factory, its windshield shattered and body pierced by bullet holes. As he draws the tour to an end, Jordan acknowledges the need for a unified testing procedure for armoured vehicles in the country. His vision is to improve the armoured vehicles
market regionally and force manufacturers to step up their game. “People won’t be able to just build because they just want to make a quick buck. They will have to be on a fair, even playing field. “When I took over Saxon Armor, one of the things I noticed was nobody has put a standard on any armoured vehicles in the country. My goal is to change this UAE market, to change the Middle East market. I want all these builders to either comply with standards or go out of business. And this is what I work on daily. I want these people to either build properly or get out of the game.”
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IsIs to boost armoured requIrements 2014 has been an eventful year
instability in the region.
Globally, despite increasing
security-wise for the world,
The uae, in particular, has been
budgets and new contract
with disputes in asia, conflict
cementing itself as a priority
opportunities, confidence in
ravaging the Middle east and
market globally. in March 2013,
the armoured vehicles market
the bloody rise of isis.
the country announced $3.8
appears to be on the decline. in
a report released ahead of the
billion worth of deals to procure
the annual Defence iq survey,
15th international armoured
armoured vehicles. regionally,
only a third of respondents said
Vehicles Conference, to be
the report forecasts growth of
they were very confident about
held in January in London,
the armoured vehicles market
the future of the market over
identifies india as the top target
in the Middle east. Countries
the next decade, down 4% from
market for armoured vehicle
in the region are expected
the previous year.
manufacturers, with 39% of
to increase procurement
This is attributed to the North
survey respondents calling
of armoured vehicles, with
american market, where
it a priority market. The uae
looming threats like isis.
survey participants express
and saudi arabia are close on
Turkey, for instance, is set to
concern about the industry’s
india’s heels, however, with
boost its armoured vehicle
future. europe, however,
37% and 35% respectively
export market as the country’s
seems to be recovering, with
– numbers that seem to be
indigenous industry gains
respondents more optimistic
closely related to the growing
traction over the next decade.
about it than last year.
$28.6bn: estimated value of global armoured vehicles market by 2019 6 TRUCK&FLEET ME JANUARY 2015
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FEATURE
Trakking the Dakar
Three Iveco Trucks Are rAcing in The 2015 DAkAr rAce. sTrAppeD in AnD TAken for A spin, T&F ME leArns how enDurAnce rAcing boosTs The performAnce of iveco’s proDucTion vehicles
8 TRUCK&FLEET ME JANUARY 2015
FEATURE
a
s experienced rally driver and truck tester Giuseppe Francesco Simonato accelerates sharply and roars around the corner in the race-modified Iveco Trakker, there is none of the smoothness that marks fuel-efficient driving. The engine fires with the rapid gear changes and tears around the corner; if there’s another vehicle up ahead, there’s going to be little time to stop. Luckily, we’re driving in a sectionedoff area of a quarry in Turin, Italy (the home of Iveco and Fiat), but from my vantage point – strapped into a Sparco racing seat and wearing a heavy helmet, with the navigation instruments for rally driving at arm's length – it's a good demonstration of the skill gap between a racing truck driver and an ordinary truck driver. The Dakar race, or rally raid, is an excellent example of endurance racing, for both the drivers and the trucks that take part. With 14 days of continuous racing with a single break day in the middle, and an average of 300-500km
per day – up to 800km on some stages – there is no respite, and a break-down or single error can have a major impact on the final placing. Therefore, it’s no surprise that the world’s truck manufacturers flock to the event, both to demonstrate the reliability of their vehicles and to get vital feedback on how their components hold up in the harsh conditions, information that is then fed back into their ongoing R&D work. Held from 4-17 January this year, the rally has mutated significantly since the race was first run in 1978, originally tracing a route from Paris to Dakar. This has been modified over the years, and the event was cancelled in 2008 due to an Al-Qaida threat in Mauritania, before being shifted to South America. This year’s rally covers 9,000km across desert and rocks, starting in Buenos Aires in Argentina, crossing Chile and Bolivia, before returning to the starting point. In total, there will be 414 vehicles: 164 motorcycles, 48 quad bikes, 138 cars and 64 trucks, among them brands such as Kamaz, MAN, Renault Trucks and Hino.
682 for growth in sauDi
Iveco is happy with its presence in the majority of the Gcc markets, Iveco’s MeA marketing and product manager, Davide Diana, explains to Truck & Fleet ME, but is targeting Saudi Arabia as the market with the most growth potential while still looking for incremental growth elsewhere. Saudi is the largest truck market in the Gcc but also one of the most difficult, with entrenched sales patterns and strong presence manufacturers with complete kit knock-down (cKD) assembly plants in-country. Iveco’s distributor in KSA, omatra Group, was acquired by Al-Futtaim Group in 2013, which should give the brand greater momentum in the Kingdom. Key models in addition to the Trakker include the Performer, a long-haul tractor designed to be able to cope with rough road and semi-off road conditions. The Performer is available as 4x2 tractor or 6x4 with enhanced traction. As a water or fuel tanker it can carry up to 50,000 litres, can haul general cargo on a two- or three-axle semitrailer, or a flatbed for machinery transport. It’s powered by a FPT cursor 13 engine, with 420 horsepower and maximum torque of 1900Nm. The new 682 has great promise for Iveco in the Gcc, says Diana, as a vehicle built in china by an Iveco joint venture with SAIc, powered by an FPT engine. The cab is taken from the previous generation of the Stralis, and powerline is Iveco. The name refers to the legendary Fiat 682, built from 1952 to 1988, extremely popular in Africa for its reliability, and can still be found there today – including units with more than 10 million kilometres on the odometer. Today's 682 is built as a rigid or articulated 4x2 or 6x4 tractor for on-road, with sleeper cabs on the artic, and the option of sleeper or day cabs on the rigid. The off-road version is either 6x4 or 8x4, with a max GcW of 55t.
JANUARY 2015 TRUCK&FLEET ME 9
FEATURE
Dakar 2015 by numbers The race will take place in Argentina, chile and Bolivia, from 4 to 17 January. The route forms a ring, starting in Buenos Aires in Argentina, reaching Iquique in chile, and returning once again to the Argentinian capital. A total of 414 vehicles have registered for the race this year: 164 bikes, 138 cars, 48 quads and 64 trucks, with 665 competitors representing 53 different countries. In 2014, 3.9 million spectators came out to watch the popular race. Argentina will host both the start and end of the race, as well as a further six stages. The rest of the race will take place in chile, plus one stage in Bolivia, as the 9,000km route weaves through a landscape of desert and rocks. Like last year, there will be different routes for cars, trucks, bikes and quads. In particular, the truck route will be nearly
Iveco, part of CNH Industrial, will contest this year’s rally to show off the strength of their chassis and engines, as well as to try to pick up a medal. Team captain and driver Gerard de Rooy is an accomplished veteran who won the Dakar in 2012 with Iveco and finished second in 2014, only three minutes and 11 seconds behind the overall winner, Andrey Karginov, who drove a Kamaz. The three Iveco vehicles are part of Team PETRONAS De Rooy Iveco. De Rooy, the team’s captain as well as lead driver, will drive a sleeper-cab version of the Iveco Powerstar, a cab-behind-engine truck built for the harsh conditions of Australia. Hans Stacey will drive a second Powerstar, while Spanish driver Pep Vila will drive a Trakker 4x4, manufactured in Spain and based heavily on the serial parts found in Trakker vehicles around the world, including the Middle East – though obviously with some serious modifications to make it race-fit. The support vehicles tailing behind will also face a rigorous test, and the team is made up of six Trakkers: one 8x8, four 6x6s and one 4x4. The Iveco Powerstar is a Strator prototype, built in the Netherlands with an Iveco chassis, driveline and cab inspired by the Powerstar, manufactured and marketed by Iveco
Australia. The two drivers of the Powerstar will benefit from its cab-behind-engine design, a configuration which subjects the driver to significantly lower vertical and horizontal loads than a cab-over engine (COE) truck like the Trakker. This means less bouncing around for the driver, leaving them in better control of the truck. But by no means does that leave the Trakker a distant third – in 2012, when the Iveco Powerstars finished first and second in the final results, the Trakker finished in sixth place. The race version has of course been modified with special suspension and roll bars, as well as racing seats and harnesses supplied by Italian firm Sparco. Other features make it competitive, such as the ability for the mechanic to adjust tyre pressure from inside the cab, depending on the terrain. It’s certainly a testament to the ruggedness of the ordinary Trakker, designed for off-road applications such as quarry or construction, and therefore capable of passing over rough and uneven terrain. The market version of the truck is built with a high-yield-strength steel, available in two thicknesses – 7.7mm for applications where unladen weight is important, or 10mm for heavy duty. The suspension has a mechanical option with parabolic or semi-
1,000km shorter to avoid having heavy vehicles passing through Bolivia's salt flats, to protect the environment.
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elliptical leaf springs, though it’s unlikely ordinary drivers will encounter bumps as extreme as those on the Dakar course. A point of pride for Iveco and FPT is the fact that the Cursor 13 engines used in the race vehicles, able to generate more than 900hp (671kW), are built using mainly serial production parts. More than 70% of the engine is made from parts found in the Cursor 13 used in Iveco trucks running here in the GCC (though power-wise, the top-performing Cursor 13 in the Trakker pushes out a relatively measly 440hp). One special modification for the race
"the Cursor 13 engines useD in the raCe vehiCles, able to generate more than 900hp (671kw), are built using 70% serial proDuCtion parts" 10 TRUCK&FLEET ME JANUARY 2015
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FEATURE
is a higher pressure injection system, with the FPT’s CommonRailHD injection system guaranteeing pressures up to 2,200bar. An oil sump with muffling inside is used to cope with the higher heat, and a special fan system has been installed since the serial fan was not able to cope with the performance demands – the type of modification that may one day find its way into general production. The pistons also need a higher clearance, since they become hotter than in an ordinary truck engine. With the vehicles embarking on the difficult course with carefully tuned engines, the FPT Industrial team will also receive important data on how the engine and individual components perform under extreme stress, leading to design insights in terms of engineering
durability for ordinary work conditions. But as much as the race takes its toll on trucks, it also requires supreme concentration, endurance and driving skills from the drivers. Speaking with Truck & Fleet ME, the experienced Simonato, driving a modified Iveco Daily, says that concentrating over the length of the
race is the biggest challenge for drivers. If they miss a check point, they are penalised. Each race truck has a driver, mechanic and navigator. The support vehicles do not remain with the vehicle during the racing stages, meaning that the vehicles are alone during the day. Speed on the trucks is limited to 140km/h. The most likely mechanical issues are damage to the leaf springs or the shock absorbers in the suspension system, says Simonato. The engines are highly reliable and give little trouble. And what is the most difficult terrain to traverse? If you drive into a big hole and do not have enough power to exit, especially if there is soft ground or sand. Going over the crests of dunes is also a problem area, since the driver doesn’t know what terrain lies on the other side of the dune; but if they don’t have enough power, they can get stuck with wheels on either side of the crest. The Dakar is a demanding course that makes the routes and obstacles of most ordinary day jobs and hauler routes seem somewhat mundane – but the trucks are up for the challenge.
"the support vehiCles tailing behinD will also faCe a rigorous test, anD the team is maDe up of six trakkers: one 8x8, four 6x6s anD one 4x4"
kamaz’s Domination
With Kamaz naturally
At the Iveco press
With many of the top
conference in Turin, Italy,
truck makers represented,
the hot favourites based
Gerard de Rooy noted
the level of competition is
on their impressive
that the Russian team is
improving every year. “It’s
record, de Rooy is looking
extremely experienced,
good to have competition
to knock them off the
and that it is hard to fight
now that more teams are
winner’s spot, as he did
against experience. “They
entering the truck category.
in 2012 when he won the
have a very reliable truck,
It’s good for the global
race, with Hans Stacy
the same as us. everything
business.
finishing second, also in
is on the same level. So it’s
The three minutes and
an Iveco truck. Kamaz
just a matter of luck. At the
11 seconds that separated
drivers finished third,
Dakar last year [2014], we
victory from second
fourth and fifth. In 2013,
Despite the 14-day length
rally in recent years has
lost by only three minutes.
place in last year’s Dakar
when Kamaz drivers filled
of the race, sometimes only
been Kamaz, the Russian
We drove for two weeks,
underlines the importance
the top three positions,
the slimmest of margins
manufacturer. Kamaz has
four to five hours every
of having a reliable truck:
de Rooy in an Iveco came
separates the competitors.
won 12 of the last 18 titles,
day, and in the end there
“If you break down or have
in fourth, so it's a strongly
The most formidable
including an impressive
were only three minutes'
a puncture, you may lose
contested race and no
performer in the truck
1-2-3 finish in 2013.
difference. It’s nothing.”
the competition.”
quarter is given.
12 TRUCK&FLEET ME JANUARY 2015
FEATURE
JANUARY 2015 TRUCK&FLEET ME 13
NETWORK
NETWORK 01 15
YOUR MONTHLY GUIDE TO THE MIDDLE EAST’S TRUCK AND FLEET OPERATOR NETWORK AbU DHAbI DOT HOLDS wORkSHOp ON fREIGHT TRANSpORT SAfETY STANDARDS
Volvo Trucks Middle East is targeting double-digit growth for 2015.
New safety standards to be set for goods operators.
VolVo Trucks ME grows salEs 24% Volvo Trucks Middle East delivered 24% more trucks in 2014 than in 2013, with the brand receiving a big boost from the launch of its new FH, FM and FMX models. The models were launched at a January event in Abu Dhabi. The biggest growth was in the UAE and Iraq, where sales grew 49% and 67% respectively. The FH distribution model accounted for more than 70% of overall regional sales. Major individual sales included 250 FH 4x2 tractor heads, all equipped with I-Shift gearboxes, to a major construction firm in Dammam, KSA, and a delivery of 100 FH 6x4 tractor heads, all equipped with I-Shift, to a construction company in Dubai, UAE. In Muscat, Oman, an order of 80 trucks was delivered to a construction company, including a mix of FH 6x4 tractors, 50% of which were equipped with I-Shift, and 8x4 concrete mixers. In Iraq, 282 FMX trucks were delivered to
the Baghdad Municipality, including a mix of FMX 6x4 and 4x2 rigid trucks equipped with different types of superstructure, including vacuum tankers, garbage compactors and Tipper bodies. A further 100 FH 6x4 tractor heads, with flatbed general cargo semitrailers, were delivered to the Ministry of Transport in Baghdad. Lars-Erik Forsbergh, president of Volvo Trucks for the Middle East, said that the brand was also targeting double-digit growth in 2015. “The ongoing development of the Middle East truck market makes it a key focus for Volvo Trucks, and we will be building on this year to reach our goals of double-digit growth in 2015. The new FH, FM and FMX models, and the solutions we offer our customers, will continue to help us to do that.” The regional offering was bolstered by the introduction of new flexible financing options, and VT also reported growth of 27% for the sales of spare parts.
Abu Dhabi’s Department of Transport (DoT) recently held a workshop to discuss minimum standards for road freight transport operators. The event aimed to garner public feedback on implementing new safety standards for freight transportation services in the capital. “Setting minimum safety standards for operators of goods vehicles is an absolute must in Abu Dhabi. The launch of today’s public consultation shows that the Department of Transport values the opinions and experience of the private sector, as this will allow us to set reasonable and workable standards for truck operators,” said Mohammed Nasser Al Otaiba, director of DoT’s Freight Division. “The proposed standards will apply to companies holding a general transportation commercial licence to operate goods vehicles with an unladen weight of more than 2.5 tonnes,” the DoT said in a statement. Suggested standards stipulate companies should have: a truck inspection and maintenance management system; a driver fatigue management plan; an operating centre in Abu Dhabi with sufficient off-highway parking areas; nominated key contacts within the business; and updated record-keeping.
SCANiA RECENTLy CELEbRATED ThE 100Th biRThDAy iN SöDERTäLjE, SWEDEN. ThE mANUFACTURER PRODU 14 TRUCK&FLEET ME JANUARY 2015
NETWORK
PiRELLi SigNS moU WiTh EgyPT TO ExPAND ALExANDRiA TyRE FACTORy Pirelli Tyre S.p.A and Egypt’s Minister of
and head of Region Middle East, Africa and
Investment have signed a Memorandum of
India for Pirelli Tyre S.p.A.
Understanding (MoU) to evaluate the possible expansion of the Alexandria Tyre Co (Atco). The Italian tyre giant has over 90%
Atco is expected to invest around $107 million in expanding and upgrading the factory, over a 36-month period. When complete, the
ownership of Atco, which produces radial truck
expansion will boost the factory’s production
tyres in Alexandria, Egypt.
capacity by 300,000 radial truck tyres.
The agreement was signed by Ashraf
Pirelli became a major shareholder in Atco
Salman, Egyptian Minister of Investment, and
in 1999, and currently produces about 850,000
Alberto Pirelli, vice president Pirelli & C. S.p.A
truck tyres a year in Egypt.
RENAULT-NiSSAN SUSPENDS SOmE RUSSiAN ORDERS AS ROUbLE PLUNgES Renault-Nissan’s chief executive Carlos Ghosn says the two firms have stopped taking orders for some new models in Russia and hiked prices of others as the rouble’s free fall continues. The currency has been in decline for several months, halving in value against the dollar this year, but it has suffered sharp falls of late. “When the rouble sinks, it’s a bloodbath for everybody. It’s red ink, people are losing money, all car manufacturers are losing money,” Ghosn said, according to the BBC.
The group has suspended taking orders for some models, including cars produced in Russia as well as those which use a large quantity of imported parts, Ghosn said. Orders already placed will be honoured, he added. Other vehicle manufacturers have also taken similar steps in the wake of the decline, it was reported. General Motors, Audi and Jaguar Land Rover have also suspended deliveries to Russian dealers recently. The rouble dropped more than 40% against the US dollar in 2014.
SHARjAH LAUNcHES NEw RADARS TO cLAMp DOwN ON vIOLATORS Sharjah Police has introduced a new system of radars that can detect violations such as hard shoulder overtaking and trucks driving during prohibited hours. The new system has been introduced in all existing radars across the Emirate and will be able to catch drivers who use the hard shoulder, the government body said. Moreover, CCTV cameras will be able to alert authorities when trucks use the roads outside permitted hours. Trucks are not allowed on the roads between 5:30 and 9:30am, 1 and 3pm, and 5:30 and 9:30pm. “The systems were upgraded successfully. It will allow us to catch reckless drivers who cross the yellow line that is used for emergencies.
Furthermore, heavy vehicles that don’t have permission to move on the roads during the curfew hours will be caught by the new systems and fined,” said Colonel Abdullah Mubarak bin Amer, director general of Central Operations in Sharjah, quoted in the National. Driving, stopping or overtaking on the hard shoulder, especially on highways, can result in fatal accidents, Bin Amer said, noting that the system was launched after the police observed an increase in traffic collisions resulting from this practice. Violators will be issued a penalty of six black points and a fine of $163 (AED 600) for driving on the hard shoulder, Sharjah Police said in a statement.
OF iTS FOUNDRy iN ThE COmPANy’S hEADqUARTERS UCES bETWEEN 85,000 AND 90,000 ENgiNES ANNUALLy. JANUARY 2015 TRUCK&FLEET ME 15
driver dRivER safety saFETy
SavingS through safety Teaching drivers how To drive more safely can reduce vehicle ownership cosTs, explains man’s Markus Geyer
16 TRUCK&FLEET ME JANUARY 2015
driver saFETy safety dRivER
using MaN's driving simulator prepares a driver for real events they will likely face on the job.
g
erman manufacturer MAN Truck & Bus took to the stands at the recent Big 5 Dubai with a special focus on driver training and minimising total cost of ownership for its vehicles. Training drivers properly not only enhances road safety but also makes a significant difference in prolonging the life and resale value of the truck, company executives told Truck & Fleet ME. Markus Geyer, head of Sales Region Middle East & Africa, MAN Truck & Bus, says that the company has training initiatives whereby driver trainers in Europe qualify driver trainers in other countries where MAN has a presence. “It’s not just the truck. It’s also about educating the drivers how to handle the truck [that] makes a huge difference, of course, for maintenance,” says Geyer. “Together with our local partners, we focus on how to operate this truck... in terms of driver training, for example, which is essential in this part of the world, where drivers sometimes are not so well trained.” The company’s ProfiDrive Training modules can lead to a 10% reduction in fuel consumption with better vehicle handling and driving, and so is also an essential component of MAN's total cost of ownership (TCO) approach. “It is a challenge and it makes a huge difference on, of course, consumption, but also on maintenance, repair and durability. Good drivers don’t brake harsh very often, they don’t over-rev, which is critical for a truck,” Geyer adds.
With its emphasis on reducing the cost of ownership across a vehicle's life, the company is highlighting solutions like MAN Service, extended warranties and a Parts Campaign offer. “I think more and more we see that the professional customers all over the world move from a decision which is based on the initial purchase price to a total cost of ownership concept, because they have learnt some hard lessons in the market by cheaper trucks upfront but then having a lot of problems afterwards.”
“advaNced siMulators traiN drivers to drive with foresight, reMaiN calM aNd coNfideNt iN critical situatioNs, aNd stay iN coNtrol of the vehicle”
MaN sold 1,000 trucks iN uae iN 2014
MaN is positive about growth prospects in the Middle east. a key factor pushing growth, Geyer says, is the region’s young population that will need more infrastructure, for which trucks will inevitably come into play. “you need trucks for almost everything: construction, distribution, long-haul logistics. I see a long-term growth trend in this region.” While saudi arabia is currently MaN's biggest market in the GCC, Geyer maintains that the uae, Qatar and Oman are also vital for the company. “We’re selling this year in the uae one thousand vehicles, which is a huge number for this market,” he says. MaN Truck & Bus is currently celebrating 20 years of partnership with its uae distributor, Darwish Bin ahmed & sons Co. LLC. “It has been an extremely positive and successful cooperation over the last twenty years, leading from 0% market share at the time to 20-25% market share these days. We’re very satisfied with the performance,” Geyer says. at the Big 5 exhibition in November last year, the star of the show at the MaN stand was undoubtedly the TGs WW 41.480 8x8, especially designed for offroad applications and a testament to their credentials when it comes to engineering off-road performance trucks, with permanent all-wheel drive. “The 8x8 is a very sophisticated, specialised vehicle for very tough operating conditions where you need traction [for] all wheels,” Geyer says. The 8x8 can be used for oilfields, crane operations, maintaining high voltage cables and other heavy-duty off-road tasks. The truck offers a range of features, such as a stone guard in front of the radiator; protective grilles on the headlights, rear lights and fuel tank; single off-road tyres; and a desert cooler radiator – all aimed at addressing challenges faced by drivers during heavy-duty transport. Moreover, the TGs WW boasts a powerful MaN six-cylinder D26 engine developing 480HP, and a torque of 2300Nm. Other MaN trucks on display included the TGs 40.360 6x4 chassis mounted with 18cbm tipper body, and the TGs 41.360 8x4 chassis mounted with 10 cubic metre concrete mixer.
JANUARY 2015 TRUCK&FLEET ME 17
driver safety
MaN is the only manufacturer to bring a mobile driving simulator to the region.
Markus Geyer, head of sales region Middle east & africa, MaN Truck & Bus.
“MAN started two or three years ago to promote this Consistently Efficient campaign, which is focusing on how to operate the truck in a best possible way to minimise your cost and maximise your uptime.” MAN has offered its ProfiDrive training for on-road operation since 2009 in the GCC, but last year launched a new off-road training programme in conjunction with its exclusive distributor in the UAE, Darwish Bin Ahmed & Sons. Using a driver simulator is an invaluable way to train drivers, including teaching them how to react in hazardous situations, and MAN was the first manufacturer to bring a mobile driving simulator to the region. The state-of-the-art simulator uses a fully functional MAN truck driver‘s cab with an onscreen projection directly onto the windshield, completely immersing the ‘driver’ into the simulation environment and the virtual reality of the exercise. The simulator can simulate various vehicles with different combinations (different types of trailers or semi-trailers, vehicle loads) and special situations (side wind, brake failure, tyre blow-outs), and there is also training in different environments (mountain roads, urban areas, highways), as well as a manoeuvring course. Functional controls and display units include the speedometer, tachometer, turn signal, pedals, multifunction steering
wheel including cruise control, and switches for driver assistance systems. Rudolf Wiegand, vice president of After Sales, MAN Middle East and Africa, says the initiative reflects MAN’s commitment to enhancing driver efficiency across customer fleets in the Middle East by introducing innovative training solutions. “The use of advanced simulators to support ongoing training is very helpful in training drivers to drive with foresight, remain calm and confident in critical situations, and stay in control of the vehicle. We place a huge emphasis on driver training as part of our ProfiDrive Training Packages, which are designed to enhance a driver's practical capabilities in addition to fundamental driving techniques so that they can maintain their vehicles better and contribute to increased fuel efficiency, which translates to tangible cost savings for our customers.” The off-road module of the ProfiDrive Training teaches drivers how to get optimum traction, operate on different surfaces and keep their vehicles under control using the latest MAN safety features, such as hill-hold brake for manual gearboxes and MAN EasyStart for TipMatic. Speaking to the need for training based on local driver skillsets, X.A. Darwin, head of After Sales at Darwish Bin Ahmed, says that the impact of poor driving can be seen in the workshop. “The level of economy achieved by a
vehicle in operation is considerably influenced by its driver. Based on observation over the years, we have seen that damages to clutch or brakes are generally caused by wrong operation. With a trained driver, such repair costs can be eliminated. "MAN estimates have shown that ProfiDrive training can lead to a 5% increase in fuel savings, just by teaching the driver how to operate the vehicle correctly.” Another focus for MAN is sustainability, with an emphasis on fuel efficiency. While the company offers CNG-powered buses as a more eco-friendly alternative to diesel engines, widespread adoption depends on adequate infrastructure being in place, Geyer points out. “For gas, the problem is always the infrastructure behind it. It’s not to operate it, that’s easy, but to have the infrastructure behind the filling stations,” he says. “If the government was dedicated to do something in that respect, in terms of environmental protection, it’s just better than diesel for the environment but also cost-saving in the end.” For now, however, diesel dominates, and the company is well prepared for the introduction of Euro-5 diesel in the UAE next year. “We are ready, whether Euro 5, Euro 6 or CNG, we can do whatever is requested. But we can’t push the market easily in that respect,” says Geyer.
“we have seeN that daMages to clutch or brakes are geNerally caused by wroNg operatioN. with a traiNed driver, such repair costs caN be eliMiNated” 18 TRUCK&FLEET ME JANUARY 2015
driver safety
JANUARY 2015 TRUCK&FLEET ME 19
FEATURED VEHICLE
Tipper time
TaTa MoTors’ PriMa 6x4 4038K TiPPer is The laTesT Model froM The new range To hiT The MarKeT, equiPPed wiTh innovaTive feaTures To reduce cosTs and iMProve PerforMance
380hp: power generated by 8.9 litre cummins engine 20 TRUCK&FLEET ME JANUARY 2015
FEATURED VEHICLE
t
ata Motors launched its new Prima range with a 4x2 tractor head in the GCC last May, and the 4438.S model has been enthusiastically received, with over 100 sales to fleet operators in the UAE and Qatar. The Prima range is now being bolstered with the launch of the new Prima 4038K 6x4 Tipper, already available ahead of its official launch event later this year. And while Tata is best known as a truck builder for its dominance of the Indian domestic market, its Prima range for export is clearly designed for the conditions of the Middle East, giving buyers plenty of reasons to take a second look at the vehicles. The range is well suited to the conditions here. How do we know this? Well, a prototype was tested in Kuwait over two consecutive summers, before the model was released for serial production. Gurshaman Singh, Tata Motors Middle East area manager for UAE and Oman, tells T&F ME that Kuwait was chosen for its high maximum and low minimum temperatures. The test vehicle was able to run up 150,000km over two years (20112013), with good results, leading to confidence in the Prima series and its ability to withstand the conditions in the Middle East. The offering is now expanding to Saudi Arabia and Kuwait. Built by Tata, the Prima range relies on a large number of international brand components. In most cases, Tata’s international suppliers have set up local manufacturing operations in India, close to its major production facilities in Jamshedpur, Jharkhand State. The new 4038K tipper is equipped with an 18 cubic metre payload box as standard, with the hydraulics and load body supplied by Hyva Hydraulics. The Prima tipper is shipped as standard, with dealers holding stock, making for fast delivery.
puTTing The driver firsT While customers have
comfort that we’re giving in
good relationship with our
responded positively to
this vehicle,” said Rajsinh
customers. And drivers [play]
Tata’s 4438.S tractor head
Kadam, brand manager
a very important role in this
model released last May,
for Tata at United Diesel.
part of the world, particularly
United Diesel, the Tata
the Middle East. They are
“So this time we are
Motors distributor for Dubai
able to satisfy the owners
a very good influence in
and the northern Emirates,
as well as the drivers
making the decision.”
has seen a good response
and the technical team
from drivers as well.
of those customers.”
“Earlier for Tata Motors,
“So what we do is after selling the truck, within two
Feedback from drivers,
weeks, three weeks, we try
operators were always happy
he explains, is sought by
to visit these drivers and get
because of the economical
visiting customers after
their feedback,” he notes,
price, the spare parts. But for
the sale and interviewing
adding that drivers are also
the first time, we’re getting
drivers about their
asked for their opinion when
very good feedback from the
experience with the trucks.
they bring the trucks for
drivers because drivers are happy with the look, with the
servicing, after which any
“Once we sell the vehicle, we have to have a
issues they raise are noted.
18 cubic metres: standard load body capacity JANUARY 2015 TRUCK&FLEET ME 21
FEATURED VEHICLE
The tipper is powered by a Cummins 8.9 litre engine, developing 380 horsepower, with Euro 3 emissions. The engine has a number of features designed to make driving easier, or else ensure that drivers don’t cause damage through poor driving skills. These include load-based speed control, which senses the load on the vehicle from the cargo and gradient and restricts RPM in a particular gear, to improve engine life and fuel consumption. It’s an intelligent feature which a skilled driver won’t even notice, while for a less skilled driver it will provide an alert to change up a gear, saving fuel. There’s also gear-down protection, designed to keep the driver in the top gear. The feature locks the RPM of the engine at one down gear, prompting the driver to shift to top gear, again leading to better fuel consumption. There’s also a Jake Brake, or engine compression brake, which uses compressed air from the engine generated when the driver is not accelerating to brake, especially useful for downhill gradients and to reduce use of the service brake. The 9+1-speed manual gearbox is supplied by US-based Eaton. The transmission has features which improve performance and reduce ownership costs, including a
22 TRUCK&FLEET ME JANUARY 2015
“iT is noT a ‘new kid on The block’ where The disTribuTor doesn’T know whaT To do; They are in The business already, They know The cusTomer base and They know The producT”
range inhibitor, which prevents the driver accidentally changing down into a low gear if the vehicle is going too fast. Cruise control is activated by a control on the steering column, and its use will reduce driver fatigue. In its 6x4 tipper, Tata has built in many of the features which are virtually standard in the GCC, and typically demanded by the market. This means that hub reduction is standard, for better ground clearance and less wear on the clutch. “The feel of the vehicle is better, and the maintenance costs roll down if you have hub reduction,” notes Singh. “We have it as standard to reduce any confusion.” The 4038K is built with a Hendrickson suspension system, for a more comfortable ride, with an advanced Boogie suspension. Other international components include seats from Germany and a cabin designed in Tata’s design studio in Italy. The tipper comes with a non-sleeper cabin (the sleeper cabin is fitted to the tractor), while the electrically operated tilt cabin makes it easy to access the vehicle’s engine. “We have taken the best from the industry and developed the product,” says Singh, with individual specification according to local market requirements. In the Middle East, that means a more powerful engine, higher
FEATURED VEHICLE
The hydraulics and payload box are supplied by Hyva.
ground clearance and other features. With its major economy of scale, including Tata Steel, there are many advantages for Tata Motors, including its significant manufacturing base in India, with lower costs compared with Europe. Another benefit in the Gulf is the longstanding distributors, many of whom have been with Tata for 40-50 years. “They have their workshops, they have their spare parts backing, so everything is well-stocked. It is not a ‘new kid on the block’ where the distributor doesn’t know what to do; they are in the business already, they know the customer base and they know the product. That is an advantage that customers get for after sales,” explains Singh. “So we are end-to-end. Selling the
vehicle is one part, but taking care of the vehicle after it has been sold in this market is something we want to prove with Prima.” Looking to customers and applications, Singh says that the tipper is built with the 18 cubic metre box which is the standard requirement in the industry, but customers benefit from a lower up-front cost and a lower serving cost. The vehicle is backed by a comprehensive service warranty, which Singh calls one of the best-value service packages on the market, working out at as low as 9.4fils/km for the first 100,000km. Singh believes that with the Prima able to be as productive as any truck on the market, the lower purchase and ownership costs will mean higher profits for the buyer. They’ve already
seen repeat customers, with initial satisfaction leading to further sales. Customer segments likely to invest in a Prima include those which have traditionally bought premium European brands, as well as buyers of second-hand vehicles. The Prima range will continue to grow, eventually encompassing the full range from 16t up to 44-48t. The focus on export markets comes in part due to increasing competition in the Indian domestic market, where Tata Motors has long been dominant. With a clutch of European brands and local JVs now selling in India, Tata is increasing its volume with its new Prima range targeting the export markets, including the Middle East and Africa. And with a new style of vehicle offering, concentrated on lowering prices, customers here in the Middle East stand to benefit.
“we have one of The besT-value service packages on The markeT, working ouT aT as low as 9.4fils/km for The firsT 100,000km” 9+1-speed manual gearbox supplied by us-based eaton JANUARY 2015 TRUCK&FLEET ME 23
PARTING SHOT
Destination unknown
Driverless cars have been haileD as the future, but experts voice concerns over liability anD security issues
W
hen mass-produced cars first appeared in the early 20th century, few could have imagined them operating without a driver. Fast forward over a hundred years, and many still seem hesitant to jump onto the driverless bandwagon. While major technology and automobile giants scramble to launch automated vehicles – Google, Mercedes and Audi are already in the race – some remain sceptical of the benefits. And although several countries permit driverless vehicles on their roads, traffic laws would still require the driver to be able to take control of the car and override automated functions, the Financial Times (FT) recently reported.
24 TRUCK&FLEET ME JANUARY 2015
There are several issues of liability that also need to be addressed before driverless cars become a reality, the FT article argues. For instance, insurance issuers will have to consider whether the driver or the manufacturer should be held accountable in case of accident. A report by the Institution of Engineering and Technology (IET) on autonomous vehicles in the UK raises other concerns, like cyber-security. “If we have the hacker community start to target vehicles... we could imagine a fair amount of chaos on the roads,” says Hugh Boyes, a cybersecurity expert at the IET, quoted in The Guardian. “Terrorism is a real risk. So cyber-security of autonomous vehicles will be critical,” Boyes cautions, noting that these vehicles may need to
be equipped with black boxes like airplanes in case of an incident. The data from driverless cars also poses an interesting question over ownership: will drivers own the data from their vehicles, or manufacturers? If the latter, can this information be sold to third-party providers like insurance companies? Additionally, driving for many is about more than simply commuting. Auto manufacturers will face challenges marketing vehicles to consumers when driving pleasure is out of the equation, the IET report says. One also wonders, will consumers be willing to relinquish total control of their precious vehicles, and forego the joy of driving? It remains to be seen.
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