G R
NEWS Huntingwood
Dealer Licence No: 13965 MVRL No: 29259
The Truck People
OCTOBER 2016
G R
NEWS PETER DAVIES
Welcome once again to G&R News where this year we celebrate our 70th birthday. In this issue we look at how Select Quarry Materials is growing its business with superbly presented Kenworth trucks portraying an immaculate image for the company. We visit John L Pierce where the company is experiencing excellent results from new additions to the fleet in the form of Kenworth T409 prime movers powered by the latest PACCAR MX 13-litre engine. All of our team is immensely proud of the relationships we have established with our customers, some of whom have been with us for almost as long as we have been in business. Isuzu Trucks is this year celebrating 27 consecutive years as the leading truck manufacturer supplying the Australian market. New additions to the N-Series range
described in this issue indicate the strength and popularity of all the Isuzu trucks available, whether your requirements are for a light truck to be driven on a car licence or a long haul 6x4 prime mover. Once a year we hold the G&R pallet sale, and this year the proceeds topped over $750,000 worth of genuine parts covering all the products we sell, all sold in one day, which incidentally was the 25th year this event has taken place. Watch out for next year’s event and make sure you catch the best discounts in town. We are particularly proud of the service provided by our parts department, headed by Peter Davies. The stock levels in the parts division include over 12,500 different lines with a value of $5.4 million. Peter’s team can proudly boast a stock supply success rate of 97.6 percent. Kind regards,
Gary Melrose
- Dealer Principal
FINANCE At Gilbert & Roach Finance we are dedicated to finding you the best financial solutions for you and your business. We are able to develop a customised funding solution to suit your business needs for all new & used vehicle purchases. Our finance team is available every day so please call and let us help simplify your next vehicle purchase.
FINANCE IS AVAILABLE TO APPROVED APPLICANTS ONLY CONTACT:
Jennifer Wilson PH: 8825 3008 E: jennifer.wilson@gandr.com.au
THE RIGHT
CLEAN LIVING
IMPRESSION
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A highly distinctive corporate identity creates significant impact for Select Quarry Materials
t’s been two years since the merger of Central Quarry Materials and The Good Soil created the new business entity of Select Quarry Materials.
The company’s joint managing directors, Mark Allen and Michael Sultana, took the decision to adopt the highly distinctive corporate identity by duplicating the Select Quarry Materials’ logo across each entire side of the truck and tipper bodies, making each truck and trailer stand out from the crowd. “Michael and I have known each other through working together in the earthmoving and quarry products business for around eight years. We realised that in order to take the next step in growing our individual businesses our best option would be to pool our resources and invest together in the future growth. That’s basically how Select Quarry Materials came into being. We could both see the synergies of working together.
“Together we have been able to invest in substantial growth that has seen us increase our fleet to 35 vehicles. We are not purely a cartage business, we supply and deliver raw materials, which is over 50 percent of what we do,” said Mark. “Our fleet ranges from three-tonne tippers and single-axle and bogie-drive rigid trucks used in the retail distribution of soil and landscaping products, right up to 6x4 rigid tippers with four-axle and five-axle dog trailers,” added Mark. Kenworth is the predominant truck brand, comprising 60 percent of the total 35 heavy vehicles in the fleet.
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GILBERT & ROACH Recent purchases include ten Kenworth T409s, each powered by the Cummins ISXe5 engine rated at 550 hp and using SCR and AdBlue. These join a couple of earlier T409 models powered by the Cummins ISX EGR engines with DPFs.
“We have incorporated everything we think we might need within the refurbishment plan for the depot, including installing a wash bay. Our aim is to have vehicles washed at night through the week in order to keep the fleet as clean as possible,” said Mark.
“When I first started working in this industry the standard type of vehicle was a 6x4 rigid tipper with a three-axled dog trailer. With the formation of Select Quarry Materials the company was one of the first to run a truck and five-axle dog trailer in Sydney, and we currently operate four of these combinations in the fleet,” said Mark.
As Michael Sultana explained, “A good relationship with suppliers and customers is how we expand our business.”
“In our type of work we don’t find a great difference in fuel consumption between the engines because of traffic conditions and even driver variations. “The Cummins product, and the after-hours service we get from them, is pretty much unbelievable. So too is the support we receive from Gilbert and Roach, our local Kenworth dealership at Huntingwood. “We are increasing our intake of automated manual transmissions, and currently around 70 percent of the Kenworth fleet is fitted with the UltraShift PLUS Eaton transmission, with earlier units using the AutoShift,” added Mark. The headquarters of Select Quarry Materials has undergone a complete refurbishment and the result would be the envy of many transport operators.
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“We have satellite tracking on own fleet, but with subcontractors we can look at the introduction of compatible systems in the future, together with an automated allocation system. It’s something we are in the process of doing now, with devices in our trucks and those of our permanent subcontractors. “We now specify a four-camera set-up on each truck with front view, side view, and rear views. It can be hard to determine who is at fault after an accident, and we see that as being an important way to support our drivers.
CLEAN LIVING “In line with our growth we have recently employed a permanent compliance specialist to support our operation. That moves us into a new level by being able to benchmark our operation from the ground up. Some of our competitors simply don’t have the level of compliance that we deem necessary,” added Michael. The composition of the Select Quarry Materials fleet reflects the considerable knowledge of both Mark Allen and Michael Sultana, and their pooling of experience has resulted in different truck and trailer applications to suit varying requirements. “When I started Central Quarry Materials back in 2006, Sloanebuilt Trailers was my preferred supplier for all truck bodywork and trailer requirements.
The use of quad-dog trailers provides a high degree of flexibility as they can operate at 57.5 tonnes one way on a PBS approved route, but then still operate on a non-PBS approved route at the lower gross weight of 50.5 tonnes. A typical specification for a 6x4 rigid Sloanebuilt aluminium tipper body that is NHVR approved and PBS compliant includes the mandatory fitment of ABS anti-lock braking systems. Fitted with Hendrickson INTRAAX air suspension, with auto slack adjusters operating with the electronic braking system, the tare weight is approximately 7200 kg.
“At that time, the relationship with Sloanebuilt was particularly important to us because of its expertise and involvement in our PBS-compliant trailers. “We have continued a very solid long-term business relationship for over ten years, starting with truck and three-axle dogs, then to four-axle dogs, and it continued as we became one of the first operators of five-axle dog trailers and 10x4 rigid tippers in Sydney,” said Mark. For those interested in payload and efficiency comparisons, the standard 6x4 rigid tipper and quad-dog trailers are running under HML and PBS requirements at 57.5 tonnes.
Mark Allen and Michael Sultana, joint managing directors of Select Quarry Materials.
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GILBERT & ROACH efore introducing a new engine into the market it is common practice for truck and engine manufacturers to place prototypes into an evaluation programme with major national fleets in order to substantiate performance and ability prior to general release.
In 2014, Kenworth approached NSW petroleum and general freight specialist John L Pierce to take part in such a development programme featuring a Kenworth T409. Although the specification of this early prototype T409 was not ideally suited to tri-axled, semitrailer petroleum work, the trial showed that the engine and driveline under development had good potential, especially if fitted to the company’s standard specification and preferred wheelbase dimensions. “During that trial the performance of the engine was very impressive and driver feedback was very positive. Fuel economy was on par with its competition,” said chief operating officer, Phillip Pierce. The engine in question was the PACCAR MX13, a 13-litre, six-cylinder turbocharged and intercooled diesel that had previously only been available in Australia in the driveline of the DAF XF products. One year later,
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after having successfully completed its trials with selected fleets, Kenworth released the MX in the T409 for Australia’s domestic market. “John L Pierce are not frightened of adopting new technologies as we have the expertise to determine if it is right for our business,” said Phillip Pierce. “When the first round of emissions came, it created higher tare weights and the exercise tended to be a false economy. Now with addition of SCR (Selective Catalytic Reduction) the fuel savings we are getting now are matching our expectations. “We have had a long and very healthy relationship with both Gilbert & Roach and Kenworth. From a geographical perspective, G&R is just up the road and the 45 years of association has developed between Craig Sutton, who is of my generation, and his father, who is the same age as my father.
CLEAN LIVING Call them in the morning and it’s on the 10:30 a.m. delivery. “We operate 168 prime movers in total, with 200 fuel tankers and our line haul fleet numbers 58 trailers.
The PACCAR MX13 engine.
“It makes it simple to work with them. They have a fantastic product on the market, and there’s never a problem with warranty, policy or negotiation. They have branches in the right place, they service our requirements and they have 98-99 percent of parts you need.
“Standard fleet replacement programmes are easily managed to suit the supply chain requirements of a manufacturer. But time delays can occur if you are trying to increase a fleet to satisfy a new contract. We need the agility of being able to purchase vehicles quickly. “As our business grows, we recently needed additional prime movers, and PACCAR was keen for us to move to the MX-powered T409. We can order a Kenworth and expect delivery in nine weeks. “The fuel consumption straight out of the box on the MX is exactly where we would expect them to be, and where they should be for comparison with other products.
trends and trials
John L Pierce Transport finds the PACCAR MX is proving itself under the bonnets of Kenworth’s T409 prime movers GILBERT & ROACH OCTOBER 2016
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GILBERT & ROACH “Driver acceptance has been excellent, and with the short lead time it made the T409 ideal for single-trailer tanker work. For our 19-metre B-double work it’s virtually all Kenworth and Cummins ISXe5 at 525-600 hp for the areas where we are running out of Sydney over the mountains. Out of Newcastle, it is more 25-metre applications as we run on approved routes where we can get the higher mass. “The MX-powered T409s we bought have been supplied with manual 18-speed Roadrangers, but the latest software programme released by Eaton has meant that we now have our first AMT UltraShift Plus in the fleet, and we’ll be evaluating that closely. It’s obviously going to be the way of the future as we move to have more automatics,” said Philip Pierce. As Lance Fisher, the company’s national maintenance manager told G&R News, “These are young drivelines and we’ve only had them for six months. When you have in-house maintenance it’s important to have commonality in parts. “We adopted EBS on all the fleet from 2007 onwards and have retrofitted any earlier vehicles and trailers with EBS and ABS using the Wabco system.
Eaton UltraShift Plus transmission.
From a safety perspective we also fit dashcams (both forward and inward facing), plus we have satellite-tracking systems through MT Data and download the engine management programmes at each scheduled service. “The MX is the most commented on engine by the drivers who rate it for its quietness and driveability. The performance is bar none. “We’ve never experienced that sort of feedback before. It’s great on fuel and a perfect fit in our single tri-axle trailer operations. “Kenworth has the ability to change its products to suit a specific application and their engineering is second to none,” added Mr. Fisher.
Company director , Phillip Pierce wi th a PACCAR MX engi ned Kenworth T4 09.
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PREMIUM USED TRUCKS 2008 Kenworth K108 Prime mover
2014 Isuzu FYX 2500 10x4 agitator
$110,000
$199,000
Kilometres: 750,000 Reg #: AZ 82 DJ Stock #: N/A
Kilometres: 2000 Reg #: TBA Stock #: N/A
6x4 prime mover, CAT C15 Acert with 18-speed manual Roadranger, 140 tonnes rated.
Fitted with 9 cu.m bowl, this 10x4 with lifting lazy tag axle is an ex demonstrator fitted with an Allison automatic.
2010 KENWORTH T908 PRIME MOVER
2009 Isuzu FRR 500 MWB
SO
LD
$159,900
$65,000 IncGST
Kilometres: 885,470 Reg #: CG42DE Stock #: 0315638
Kilometres: 270,000 Reg #: TBA Stock #: N/A
97,000 kg GCM. Cummins Signature 600 EGR engine with 50-inch bunk. Meritor RT46-160GP Diffs. 18 speed Roadranger. White in colour. Black chassis. Barup Texas Bar. TV in cab.
2014 ISUZU FTS 800 Dual Cab 4x4
Brand new 8 pallet curtainsider body with AMT auto.
2009 Isuzu FRR Tipper
$119,900 Kilometres: 100 Reg #: TBA Stock #: 0315611 Ex Isuzu Australia demo. This truck is brand new and has only 99 km on it. Five-speed Allison auto. 13,900 kg GVM. Comes with remainder of new truck warranty.
$65,000 IncGST Kilometres: 270,000 Reg #: TBA Stock #: N/A Brand new tipper body with AMT auto.
FOR MORE DETAILS PLEASE CONTACT: Wayne Simpson: 0407 515 425 Royce Field: 0447 117 798
Sold fully roadworthy with 12 months unlimited-kilometre driveline warranty supplied by National Warranty. Conditions apply. Price includes GST but does not include registration or stamp duty.
GILBERT & ROACH
TECHNOLOGY UPGRADES FOR DAF’S XF105 FLAGSHIP ADD TO ITS OVERALL APPEAL – REPORT BY DAVE WHYTE
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CLEAN LIVING
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s the top of the product range for DAF in Australia, the XF105 is easily described as a well-rounded piece of kit. With plenty on offer in terms of driver comfort and a good driveline, it ticks a lot of boxes for the budget conscious operator.
Following its release to the Australian market in 2012, the XF105 model range has earned a strong reputation among those users that have embraced the Dutch brand, and with good reason. The XF105 is comfortable and versatile, and its 13-litre PACCAR MX13 engine has proven to be both capable and efficient. New to the latest XF105 is a host of safety equipment, which brings the DAF back into line with most of its direct competitors. The updated XF105 retains the same cab as we have seen on the XF95 and XF105 models for many years, providing a comfortable and driver-friendly workplace with many well thought out conveniences. The interior is modern, well laid out and easy to use, with plenty of storage and space for drivers to make themselves at home. Noise levels are very low, ride quality is excellent and the driver interface is easy to operate and understand, as you would expect from a European manufacturer. The driveline also remains largely unchanged, with the PACCAR MX13 engine and ZF-AS Tronic 16-speed AMT working together to provide an efficient and reliable combination. The MX13 delivers 510 hp and 2500 Nm (1845 lb-ft) of torque and provides a big weight benefit over 15-litre engines with similar output. The MX13 platform is now available in all PACCAR owned brands, including Kenworth and Peterbilt in America, demonstrating the confidence that PACCAR has in the technology and reliability of the engine. There are no plans to increase the power output of the MX13, or to implant another brand of engine into the XF, and so it will continue to fall short of the 550 hp mark many think is needed to tow B-doubles. The ZF-AS Tronic is, as always, a very slick shifting AMT, though the Aussie XF doesn’t yet receive the fuel-saving Eco-Roll function. The chassis layout has come for a big improvement in terms of fuel and AdBlue packaging, and placement of the main air tanks. Early versions were fitted with a 65-litre AdBlue tank and around 900 litres of fuel capacity. The current spec XF brings increases in both, with a new one-piece 140-litre AdBlue tank and two 500-litre fuel tanks to allow for better range between fuel stops. The main air tanks have also been moved from their previous position above the chassis rails behind the cab and now fit neatly inside the rails behind the fuel tanks. While they don’t have a huge effect on the performance of the truck, these improvements show that customer feedback is taken seriously.
The update also includes the addition of a number of tech’ features designed to improve safety and efficiency. These come in the form of adaptive cruise control (ACC), lane departure warning and emergency brake assist, along with a side-view camera to improve vision down the lefthand-side of the truck. This camera is activated when the left indicator is in use, and for a few seconds after it’s turned off, to give a clear view of the area directly beside the prime mover. It can also be turned on manually at any time, for use when manoeuvring in tight spaces for example. It doesn’t, by any means, replace the side mirror, but adds another viewing angle to eliminate the blind spot down that side of the cab. To see if all of these changes had in fact improved the driving of the XF, I took one out for a couple of days cruising up and down the Hume. Alright, so it wasn’t quite that relaxed. The Melbourne-Sydney return trip was done with a refrigerated B-double combination on behind, and loaded both ways. The prime mover on test was fitted with a 3.58:1 final drive ratio, a taller ratio than the standard diff ratio of a few years ago, which was 3.9:1. Having owned and operated a DAF XF105 with a 3.9:1 diff ratio on inter-capital running, we opted to change to a 3.73:1 in search of better performance and fuel economy. We achieved both of these, with a 0.2 km/l improvement in fuel economy and better performance in the hills. This evaluation with a diff ratio of 3.58:1 enabled me once again to compare performance and fuel economy. The truck I was driving for this test was brand-new, and had only 90 km on the clock when I picked it up for the return run up from Melbourne. At a gross weight of 48 tonnes, the load was not exactly heavy, but the DAF was still rolling 24 trailer tyres, and, for the run to Sydney, the XF105 averaged 52 l/100 km (1.923 km/l), including battling the 5:30 p.m. freeway traffic out of Melbourne. The return trip, in atrocious weather conditions and with very similar weight on behind, returned an average of 51.9 l/100 km (1.926 km/l). Both trips provided good opportunities to utilise the adaptive cruise control, including on many of the descents. By setting the gap between the XF and the vehicle in front, the engine brake and transmission would take control of the speed to maintain the gap. I did find that it could work against you on the uphill sections, if you are catching the vehicle ahead. On a couple of occasions, the cruise control backed off the power so smoothly, that I didn’t realise the DAF had slowed down when in fact it could have overtaken the vehicle in front. It didn’t take long to get the hang of pressing the accelerator to over-ride the adaptive cruise when coming up behind other vehicles. By simply lifting off once I was around them, the adaptive cruise control would return to normal operation. From the driver’s seat, my opinion was that the 3.58:1 final drive ratio made life hard on the MX13 engine when operating in B-double configuration.
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While the truck still selected third gear to move off from a standstill, it took longer for the clutch to lock up and then seemed to be working hard to gather speed. Once it was up to speed, it seemed to enjoy cruising at 1550 rpm on the flats but not so much in the hilly sections. I find this interesting as it felt like the XF was struggling in the hills, but the average speeds seem to tell a different story. The average speed over both trips varied very little, at 85.1 km/h and 85.8 km/h respectively, which, when paired with the fuel figures, shows great consistency in performance. The choice of using a taller diff ratio is very much a topical question in the American market where operators are going down the path of “downspeeding” (taller gearing, lower rpm) to achieve better fuel economy. My experience in my own DAF with 3.73:1 diffs is that this is the correct ratio for the heavier tasks, providing better fuel economy and performance characteristics. With this ratio selection of 3.58:1 I think DAF may have found the perfect spec for single trailer work, leaving it for the operator to choose the 3.73:1 as ideal for B-doubles. Over the period of the drive, I also spent two nights sleeping in the truck. The layout of the cab makes for easy movement around the cab, and the full wraparound curtains do a great job of providing privacy from the outside world. Interior lighting is more than ample, and the location of the table makes for easy reach while sitting on the bed.
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The mattress provides a very comfortable night’s sleep, and noise intrusion from outside is minimal. Although the XF didn’t have a cab air conditioner, I found that by opening the sunroof the warm air could escape without the rain getting in, and the temperature inside stayed right for sleeping. The XF105 might not feature diamond studded vinyl trim or a dashboard full of gauges, but it does provide safety, efficiency and a very liveable workplace. And, what’s more, it provides it all for a much lesser price than some of its competitors. With all of these updates for very little extra coin, the value for money in these trucks is probably better than ever.
PREMIUM USED TRUCKS 2009 HINO 300 SERIES 516 TIPPER
2010 Mitsubishi Fuso Pantech
$49,900
$37,500
Kilometres: 144,900 Reg #: XAU129 Stock #: 0315618
Kilometres: 139,000 Reg #: BP24TH Stock #: N/A
Factory tipper. 7500 kg GVM. six-speed manual. Good km’s for age of truck. 160 hp turbo diesel. Hungry boards fitted to tipper. Workshop checked.
2012 ISUZU NPR200 CAB CHASSIS
4x2 with manual transmission, fitted with Pantech body and tail lift 4.5 tonnes GVM - Driven on car licence.
2013 Isuzu FRR 600 Premium
$53,900
$79,900
Kilometres: 51,271 Reg #: 1DXM773 Stock #: 0315626
Kilometres: 48,000 Reg #: TBA Stock #: N/A
AMT auto. Climate control air con. Power steer. Reversing camera. Can be 4495 kg GVM (car licence) or 5500 kg GVM. Toddco rear roller door.
2009 Isuzu FRR 500 MWB cab chassis
Ex Isuzu demonstrator with 8 pallet curtainsider body and Euro 5 emissions engine and AMT auto.
2015 Isuzu NRR 200 Pantech
$39,900 Kilometres: 270,000 Reg #: TBA Stock #: N/A Ready for bodying with AMT auto GVM 10.4 tonnes.
$47,900 Kilometres: 50,000 Reg #: CB88VJ Stock #: N/A Immaculate Pantech with side doors, ideal for urban deliveries. Manual gearbox with car licence driver GVM 4500 kg.
FOR MORE DETAILS PLEASE CONTACT: Wayne Simpson: 0407 515 425 Royce Field: 0447 117 798
Sold fully roadworthy with 12 months unlimited-kilometre driveline warranty supplied by National Warranty. Conditions apply. Price includes GST but does not include registration or stamp duty.
GILBERT & ROACH
c i t a m o t u a an a U’S
Z ISU
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ER N-S
INC
s the leading supplier of trucks in the Australian market for 27 consecutive years, Isuzu has achieved its enviable sales position through investing continually in its products and its people on the ground.
The N-Series is Australia’s favourite light-duty truck and forms the basis of rental fleets around the country that rely on the attraction for operators of being driven on a standard car licence at a GVM of 4500 kg. With car-like safety features, the 2016 N-Series updates include the adoption of Isuzu Electronic Stability Control (IESC) across the 4x2 light-duty range. Additional safety benefits include anti-lock braking, electronic brake force distribution, anti-slip regulator and hill assist. Also new for the N-Series is the introduction of Isuzu’s third-generation automated manual transmission with torque converter (TC-AMT) to all AMT models with the 3.0-litre (150 PS) 4JJ1 engine. It features a P-position shift lever, which engages a new, substantial park pawl and gear at the rear of the transmission. The ratio spread has also been adjusted to reduce the gaps from 2nd to 3rd gears, and also 3rd to 4th gears, resulting in improved fuel economy and smoother operation at partial throttle. Latest figures from Isuzu Australia Limited (IAL) show that sales of automatic or automated manual transmissions have overtaken the traditional manual gearbox versions in the light and medium-duty markets.
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Recent technological advances also mean there are opportunities for an AMT to provide up to five percent better fuel economy compared with a manual transmission driven by an average driver. Features such as idle stop start (ISS) – a technology common in many modern cars – also help reduce fuel consumption in stationary traffic. North American company Allison, the world’s largest manufacturer of commercial-duty automatic transmissions, claims the powered shift of an automatic transmission gains anywhere from four to seven seconds every 400 metres travelled. There are also reduced maintenance costs in the wear and tear on clutch and driveline components. The latest updates align with broader industry trends towards low displacement engines that deliver on performance. As an example, the Isuzu 3.0-litre 4JJ1 engine, with its peak power of 110 kW, is now powering models from 4.5 to 6.5 tonnes GVM across the N-Series range.
CLEAN LIVING A total of six new model variants join the N-Series range, including the NNR 65-150 MWB and the NNR 65-150 AMT MWB models, both rated at 6500 kg and powered by the four-cylinder 4JJ1 engine.
The system is developed in Australia and made specifically to suit Isuzu trucks operating in Australian conditions. It is connected to the Telstra mobile network and uses fully licensed Google Maps for the broadest national footprint in Australia, both in metro and rural areas. A fully functional telematics system links Isuzu Connect and Connect Plus to offer a wide array of features, all visible on a clear, user-friendly dashboard. The Isuzu Telematics Connect product (which can be retrofitted to older models) comprises vehicle positioning and fleet management capability. Features include live locating capability, mechanical checks, theft alert, and service reminders. As well, this package includes some aspects of analysing how the vehicle is driven: speeding, harsh braking and acceleration, and adherence to geo-fenced boundaries.
Another addition is the NNR 55/45-150. Available at 5500 kg GVM as standard – with the option to derate to 4500 kg GVM – the updated model also boasts larger rear disc brakes than the lesserrated models, and new TC-AMT with P-position transmission option. Isuzu Telematics is an integrated intelligent trucking solution. A black box installed behind the truck’s dash panel works with a server and wireless devices to provide a range of operational and driver safety management efficiencies, such as live positioning, trip playback, geo-fencing and fleet and engine data information tools.
The new automated manual transmission includes a torque converter and a traditional P-Park position on the gear selector.
Isuzu Connect Plus ups the ante on the Connect offering by adding engine management data readings to the mix, from clutch activation and fuel consumption to how much time the engine is idling. There are also driver-security features, such as an assist button, collision alert and door-open monitor. On the Connect Plus package, Isuzu Telematics integrates with Isuzu’s DAVE (Digital Audio Visual Equipment) touchscreen, enabling tracking of individual drivers’ performance through a personalised identification number (PIN), and two-way messaging between fleet despatcher and driver. The telematics technology collects and collates information on each vehicle’s location, speed, idle time, engine rpm and performance as well as vehicle braking. Operators can then use this information to access driver behaviour, vehicle performance management and fuel economy, and incorporate maintenance scheduling and electronic proof of delivery into their daily business. GILBERT & ROACH OCTOBER 2016
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first impressions A day spent driving seven different models with representative payloads of a typical working roster provided plenty of opportunity to find out at firsthand how a 3.0-litre, four-cylinder diesel works in the cut and thrust of the inner city confines.
With a common architecture throughout the different models, the driving characteristics are very similar, albeit with the coil sprung front-end being a little more compliant. Noise levels are low inside the cab and visibility is excellent, whichever model you steer around town.
This Euro V rated engine produces 110 kW at 2800 rpm with a peak torque rating of 375 Nm from 1600 rpm through to 2800 rpm. With a variable nozzle turbocharger and an air-to-air intercooler, this is a 16-valve design with chaindriven double overhead camshafts.
The torque converter AMT is indeed the star of the range, indicating what can be achieved by matching fluid technology with an automated manual gearbox.
For those wanting more power, the NQR 80-190 stays with four cylinders but with an increased capacity to 5193 cc to produce 140 kW at 2600 rpm with peak torque of 513 Nm rated from 1600 to 2600 rpm. The GVM for the NQR is 8000 kg and it comes with a six-speed manual gearbox. For the most part, the front axle through the range is a reverse Elliott I-beam, but, with the NLS and NLR, it changes to an independent wishbone design with coil springs. The NLR and NNR get disc brakes all round, while the NLS has discs on the front and drums on the rear.
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The N-Series ServicePack option has proven to be an instant success with customers.
CLEAN LIVING
A final word about the on-board telematics options and the opportunity to link in different camera inputs to remove blind spot distractions. With reverse sensors and up to four different camera inputs, there is no excuse for coming back to base with a dented rear step and damaged doorframe. Similarly, with the optional tyre-pressure monitoring system, the destruction of a tyre through low-pressure running should be a thing of the past. Those lucky enough to have the built-in satellite navigation system receive three years of free mapping updates.
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MR. DEPEN THE 4X2 HIGH-RIDING D-MAX SX SPACE CAB DOESN’T MAKE PROMISES IT CAN’T KEEP
T
here are times when the “jack of all trades” tag is used as a term of derision, but this is not one of those moments when the subject of the evaluation is the honest and workmanlike D-Max.
Isuzu’s D-Max has existed in it current form – with a few tweaks and alterations – since 2012, and throughout its life in the Australian market it has continued to grow in reputation for always managing to deliver on a promise of reliability and dependability. Our time with the SX space-cab utility saw it well laden through most of its evaluation, during which it presented a tough appearance in its high-riding five-speed auto guise (the only transmission on offer in the taller super-cab utility). It sits 90 mm taller at 1780 mm, sporting 225 mm of ground clearance, which is akin to the 4x4 models further up the product range. At 5200 mm long and 1860 mm wide, it’s not short of road presence. The added bonus here is in load carrying, as the space-cab body style endows it with a tub measuring 1825 mm along the floor and 1530 mm wide, narrowing to 1105 mm between the wheel arches.
A payload of 1060 kg and a 1790 kg kerb weight means it is going to carry its fair share through each and every working day, and when running over the weighbridge when empty it manages to tip the scales at a slight weight saving over some of its heavier counterparts. The 4x2 High Ride scores points for a 3.5-tonne braked towing capacity (its lower-slung siblings stop at 2500 kg), although the anti-lock equipped braking system has retained the rear drums to work with the front discs.
The D-Max is the reliable workhorse that gets the job done. 18 GILBERT & ROACH OCTOBER 2016
The safety features list extends to stability and traction control, emergency braking assistance, dual front and side airbags, three-point seatbelt for all four seating positions, with pretensioners and load limiters for the front pair. Loading the tub up with 300 kg of timber and securing the load using four tie-down hooks in the tub enabled the SX to ride almost demurely, and longer loads can be accommodated by dropping the tailgate, which extends the load platform without obscuring the number plate. The unladen ride compares well with the segment average for vehicles with a ladder frame chassis and leaf-sprung rear end, and when set-up for lugging a load it achieves its goals without showing any undue rear depression, unlike some of its competition. The 16-inch steel wheels are wrapped in all-terrain tyres and controlled by a front suspension that has double wishbones, coil springs, gas dampers and a stabiliser bar, while the rear is held up by a set of heavy-duty alloy-steel overslung (the low-rider has underslung springs) leaf springs and gas dampers. The drivetrain falls into the “proven” category as well, with an Aisin five-speed auto still in use where some of its competitors have gone to six (or more, in the case of VW) ratios in the auto.
CLEAN LIVING UTE
NDABILITY The Isuzu driver can shift gears ‘manually’ – although the electronics will over-ride the lack of a ratio swap if it chooses – but overall it’s a smooth-shifting transmission, also making good gear ratio decisions for engine braking when travelling down steep hills or towing near maximum weight trailers. The 3.0-litre, turbodiesel, double overhead cam, 16-valve, four-cylinder is iron of block but alloy of head, with a variable geometry turbocharger. Fed by common-rail direct-injection it produces peak power of 130 kW, while the 380 Nm of peak torque is applied across a reasonable range (between 1800 and 2800 rpm). In terms of fuel economy the D-Max as tested achieves an ADR laboratory-derived consumption figure of 7.9 l/100 km on the combined cycle, rising to 9.7 in the city and falling to 6.9 on the highway. Real-world experience suggests that is not an optimistic set of claims, having returned numbers in the realm of 9 litres per 100 km during our time in the vehicle; a useful touring range of over 800 km is feasible from the 76-litre tank. Among the standard fare on the SX is a leather-wrapped steering wheel with audio, phone and cruise controls, a vinyl floor, underbody protection, an upper and lower glovebox with a 12-volt outlet, manual air conditioning, front power windows and pop-out rear windows in the half doors, and power mirrors. The six-speaker (including ‘Sky Sound’ roof-mounted speakers) sound system delivers a reasonable output, and quality is above average for an entry-level model and comes with Bluetooth phone and music streaming. The rear of the cabin has two ‘jump’ seats that flip up to reveal a pair of small storage areas capable of stowing tools or the vehicle jack and wheelbrace, complementing the back area’s usefulness. Without any side steps, the rear-hinged, forward-opening half-doors give easy enough access into the rear section. With the seat bases folded down it can take two passengers in the rear, limited by only having two seat belts. By folding the seat bases up there’s a decent amount of space for workbags or to stow dirty and/or wet gear on coat hooks or the rubber floor. It’s also an ideal compromise for a pair of wet and muddy hounds. The rear seats are good enough for short trips, such as taking the kids to the school bus, but adults are going to baulk at the idea of a long trip, making the step up to a full dual-cab a worthwhile exercise. The D-Max in all its various guises remains the capable workhorse when there’s a job to be done, but when it heads out for a night on the town it scrubs up well. It’s the workhorse that doesn’t feel like it’s going to shirk the work. GILBERT & ROACH OCTOBER 2016
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Huntingwood The Truck People
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