PowerTorque Magazine Issue 42

A U S T R A L I A’ S L E A D I N G T R U C K A N D E N G I N E M A G A Z I N E

www.powertorque.com.au

ISSUE 42 August/September 2011 RRP: $7.95 (NZ $8.95)

Simply

FEATURE development is now a tribute to which company has the greatest resources, and, for Mercedes-Benz, that resource is awe inspiring. The next generation of Actros is the product of 2600 hours of fine-tuning in the wind tunnel, 50 million kilometres of engine testing on test rigs and in real-life operation, and 20 million kilometres on the road.

Although it’s early days for Actros 3 to filter through to European fleets in any substantial numbers, you can bet your carbon tax contribution that it will be heading this way within 12 months.

Mercedes-Benz claims the main rival to the new Actros is its predecessor, which can set a dangerous precedent if the company really didn’t look too closely at its other competition.

But building on the 15 years of experience, since the initial Actros introduction, there’s no doubt the company has learnt from the 700,000 units already sold in its lifetime.

Actros now comes in a choice of seven spacious cabs, five of which have a flat floor. There are new interiors, new engines and new drivelines, plus their underpinned by a new frame and a dynamic chassis.

The focus has been on creating a Euro 6 compliant truck range for tomorrow, while being able to supply a Euro 5 version for today. Fuel consumption gains, when compared with Actros 2, show how technology

Actros 3, the next generation of Mercedes-Benz trucks for line haul and 18

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THE JOURNEY CONTINUES has jumped ahead, with the Euro 5 versions reducing fuel consumption by six percent against its predecessor, and the Euro 6 version lowering consumption by around three percent. There’s also a reduction in the use of DEF/Urea (AdBlue) of around 40 percent.

Much of the development work focused on aerodynamics.

The new Actros spent some 2600 hours in the wind tunnel, and this resulted in many of the fuel efficiency gains when compared to its already highly economical predecessor.

Cab options include a width of 2.3 or 2.5 metres, four roof variants and a length of 2.3 metres to produce a modular system with a choice of seven different long-distance cabs, five of which have a flat floor. The flagship, GigaSpace cab (with due apologies to Isuzu for the name), provides a volume of 11.6 cubic metres, a flat floor, 2.13 metres of headroom and more than 900 litres of stowage space.

Global engine development programmes involving Detroit Diesel, Mitsubishi Fuso and Mercedes-Benz, itself, have capitalised on the use of the name, BlueEfficiency Power, that’s already available in the car range using diesel engines for the Australian market.

At Euro 6 emissions levels, the first member of the new engine family is the Mercedes-Benz OM 471 six-cylinder inline unit developing 310 kW (421 hp) to 375 kW (510 hp) with a torque of 2100 to 2500 Nm. A high torque, even at engine speeds below 1000 rpm, and almost peak output at 1400 rpm make for excellent driveability.

Four valves per cylinder control the two overhead camshafts. These are “composite” or “assembled” camshafts – a first for engines of this size. Another premiere arrives in the shape of the common-rail injection system with X-PULSE pressure booster. The maximum pressure in the rail, around 900 bar, is boosted to up to 2100 bar in the injectors, and can be fully varied on the engine map. Charging is performed courtesy of a turbocharger with an asymmetric turbine housing, which improves response. The engine brake, a

charged decompression brake, is designed to deliver maximum efficiency. This three-stage brake achieves a maximum braking power of 400 kW. To meet the Euro 6 emissions standard, Mercedes-Benz has developed a complex emission-control system consisting of SCR technology with AdBlue injection without compressed air, cooled exhaust gas recirculation (EGR) and a particulate filter. Factors behind the engine’s outstanding economy include its exceptional robustness and longevity, as well as maintenance intervals of up to 150,000 kilometres.

The third-generation Mercedes PowerShift fully-automated transmission featuring highly sensitive shift sensors allows even faster and more precise response. Rear axles with longer ratios reduce the engine speed and, therefore, fuel consumption. Changes to the chassis include a wider and torsionally stiffer frame, and the axle control and suspension has been revised to enhance driving safety and ride comfort.

Other developments include a new steering system, which delivers impressive precision and conveys excellent road feel, while the new retarder is more powerful as well as being lighter in weight.

Mercedes-Benz is once again well up there with its safety systems, offering the unique Proximity Control Assist system with stop-and-go function, which now automatically controls starting and stopping in traffic jams – making the driver’s job easier when driving through cities or in stop-and-go traffic.

Main and dipped beam, as well as the indicators and the daytime driving lights, are integrated in the cab design, and each Actros can be equipped with bi-xenon headlamps. The optionally available fog lamps, the cornering light function and the daytime driving lights (optionally available in LED format with a chain of five LEDs) are integrated in the front apron.

You won’t even have a problem finding your Actros on a dark night in the truck park, as follow-me-home lighting illuminates the way ahead for

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DRIVEN

BRINGING OUT Dave Whyte takes the wheel of Scania’s

R730

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BRINGING OUT THE BIG GUNS

The

race for power has changed a lot over the last 20 years. The days when a “Big Cam” 400 hp Cummins ruled the road are long gone, as are those of the 500 hp Mack V8. The 600 hp Cummins Signature was the biggest thing around for a while – then something changed. The Europeans decided to have a crack at the prize, and the onslaught began.

Volvo got the ball rolling with a 660 hp engine, then upped the ante to 700 hp. Not to be outdone, Scania brought out the big gun, and went to 730 hp. While these horsepower figures are impressive, the Europeans managed to bring something else to the table - massive amounts of torque. Given the large areas of mountainous country in Europe, the manufacturers on the Continent are well aware of the need for torque. A look at any engine spec sheet will show that even where a Euro and American engine share the same horsepower, the Euro powerplant will, in most cases, deliver a lot more torque.

Strangely enough, the journey of time has proven that six-cylinder engines produce the most torque when compared to other configurations of the same engine size. Diesel engines have been proven to create more torque, again, and provide better fuel economy than a petrol engine of the same size and configuration. For these reasons, most of the trucks running our roads are powered by a six-cylinder diesel engine. Again, the Europeans have done things differently, and have produced V8 engines that provide both horsepower and torque. What’s more, they claim there is no penalty when it comes to fuel consumption.

Elsewhere in this issue, you will find my report on the Mercedes Benz Actros, which was powered by their 600,hp V8, but for this story I will focus on those available from Scania. I recently had the opportunity to compare the performance of three Scania V8s, each with a different output rating - one at 560 hp, one at 620 hp, and one at the top-of-the-line 730 hp. All three were towing B-double combinations and grossing between 58.35 t and 58.5 t, which is a fair representation of what would be normal operating conditions for these trucks.

Kilmore, in central Victoria. Our route then took us to through undulating country, before re-joining the Hume Highway and travelling south to the town of Broadford.

This trip covered just over 130 kilometres, with the trip computer showing an average speed of 66 km/h, and fuel economy of 1.55 km/l. Not too bad for a fully loaded B-double, I thought.

My next mount would be the R620. Powered by the same engine, but with the higher output of 620 hp (456 kW) and 3000 Nm (2210 lb.ft) of torque, this unit proved a little thirstier, but the average speed rose remarkably.

Though we covered a shorter distance in this unit (94km), the terrain was similar, with a comparable number of stops and starts for the distance covered.

Over that distance the trip computer showed an average speed of 72 km/h, which was 6 km/h more than the R560. The fuel economy dropped to 1.47 km/l, still a respectable figure given the GVM and terrain covered.

The real story here, though, is the R730. It’s the truck everyone wants to know about. At 730 hp (537 kW) and 3500 Nm (2580 lb.ft) of torque, it is the most powerful standard spec highway truck on the Australian market.

A bigger 16.4-litre engine (designated DC16 21 730) utilises a Compressed Graphite Iron (CGI) block, which allows higher pressure within the cylinder without adding any extra weight. Also helping to produce the extra oomph is the higher pressure XPI (Extra High Pressure Injection) fuel injection system.

Developed in conjunction with Cummins, this system has been used on Scania’s smaller in-line engines since 2010, but makes its first V8 appearance on this engine.

This system allows better control of fuel pressure and injection timing, regardless of engine speed or camshaft position. The 730 also differs from the other Scania V8s in that it uses pilot injection, firing two separate doses of fuel for each combustion event. This not only provides a better fuel burn, but brings with it the added benefits of smoother running and reduced noise. The 730 achieves Euro 5 EEV (Enhanced Environmentally Friendly Vehicle) emissions standards – the equivalent of Euro 6.

I started the day behind the wheel of the R560, the lowest powered truck on the test. This unit was powered by the 15.6 litre DC16 18 560, which delivers 560 hp (412 kW) and 2700 Nm (1990 lb.ft) of torque, and driven through the 12-speed Scania Opticruise Automated Manual Transmission (AMT) with the updated two pedal configuration. The R560 has become the most popular Scania spec for the linehaul B-double market, and, as such, you would expect it perform well in these conditions. And it did, in spite of the numerous red traffic lights and frequent uphill climbs between Campbellfield, in Melbourne, and There’s no substitute for horsepower as Dave Whyte found with Scania’s R730.

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PROFILE a history that extends over 40 years, the TRN Group of Camden remains a family owned business, where many of the employees are actually part of the Fordham family, the founders of the company.

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The TRN group name comes originally from the involvement of Terry, Ron and Neil Fordham, and signals how the company has grown since it was founded when it was known simply as TJ and RF Fordham.

With brothers and cousins all working in different aspects of the business, Trent Fordham, as Truck Workshop Manager, has the task of making sure the many different pieces of equipment used by the company are all in top shape and ready for work.

THE SAFE ALTERNATIVE All major service work and maintenance is completed on site, and the company has an extensive workshop facility that was previously part of the Heggies Bulkhaul operation, until being purchased by TRN as the centre for its operating base.

“We were very upset at the way Caterpillar just left the on-highway market and, consequently, that’s kept us at arms length from making a move back into Cat power with vehicles such as the new Cat Truck,” said Trent.

With 30 prime movers, plus rigid trucks, floats, low loaders, semi-tippers, rigid and dog trailers and, now, quad-dog trailers, the total equipment tally for the company now runs to over 120 pieces, and includes plant such as graders and rollers, up to, and including, D11 dozers.

“It’s something we may look at, but, in the meantime, we’ve settled down with different makes of trucks and engines as we compare the different models,” he added.

Caterpillar has always figured strongly in the equipment profile, and its presence in the earthmoving fleet extends through to the truck fleet as the preferred engine in trucks sourced from Mack, International or Iveco, Western Star and Kenworth.

One of the latest trucks to join the fleet is a Kenworth T409 SAR powered by a Cummins engine, and this is performing well. So too is a Mack, with the Mack engine and m-Drive automated manual transmission.

“Not every driver will make the move into an AMT,” said Trent. “Some prefer changing gear and would never contemplate at auto-shift, others try it, and within a short space of time would never drive anything different. We’ve got the m-Drive, which is proving very reliable and efficient, and also the Eaton Autoshift as a three-pedal AMT. “We have a Mack Granite with an EGR engine, and it has proven to be very troublesome as the engine has a consistent habit of finding small electrical faults. Fortunately, the Mack dealership at Chipping Norton has been providing good service support in terms of trying to find a solution.

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DRIVEN

THE

EMPIRE STRIKES BACK Expect a major change in attitude as Mercedes-Benz gears up to attract more business

With

celebrations this year for its 125th anniversary, what could be more appropriate for Mercedes-Benz than to restructure its commercial vehicle business in Australia in order to increase market share.

In the past four years, it’s been very evident to those watching the company performance that the German truck maker has been working hard to raise its profile and to prove that, with a comprehensive range of medium and heavy-duty trucks, it can compete on equal terms with the best the world has to offer.

Olaf Petersen was the General Manager of the MercedesBenz truck division in Australia, and during his time at Mulgrave he was responsible for a substantial rise in the presence of the company’s trucks, reflected in a gradual increase in its sales performance. Now, with Olaf returning to MB headquarters in Stuttgart for a new role in used truck marketing, we welcome Jo Heinke as his replacement.

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THE EMPIRE STRIKES BACK

Heinke has stepped into the position as General Manager and has moved quickly to continue the work started by Petersen, in order to maintain momentum and continue to grow the brand presence. Under Petersen’s tenure, MercedesBenz has seen its sales performance increase each year for the past four years, and there’s every reason to believe this trend will continue, thanks to the more intense focus of the new management team.

There’s certainly a renewed level of passion evident within the management ranks now, with CEO and President, Hans Tempel, and Managing Director of Commercial Vehicles, Dr. Kolja Rebstock, both having a very strong involvement in the truck business during their careers before joining the Australian company. If Heinke plays his cards correctly, this backing from the uppermost level, plus a maintained approach to customer growth, could well be the start of a renaissance for the company downunder.

Following the premise of needing improved communication to get feedback from the customer base, the truck marketing team organised a week-long experience for truck operators, drivers and users, at the Mount Cotton training centre in Queensland. During a continuing round of single day experiences, customers were able to talk with senior management, discuss their requirements, iron out any differences and, subsequently, drive a selection of the latest products.

PowerTorque joined one group for the day and worked through a product presentation followed by four different driving experiences, based in different parts of the Mount Cotton complex.

Fully laden examples of Atego, Axor and Actros were all available for a self-drive evaluation, and, additionally, there were opportunities to view, at first-hand, a demonstration of the latest advances in safety inclusions now available through the range.

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FEATURE

Anyone

who lives in rural Australia knows that local communities are the first to feel the effects of recessions, and also suffer the knock-on effects of weather conditions and natural disasters.

For the local community of Alexandra, on the outskirts of Melbourne, the recent years have brought one challenge after another. The fires that raged through Victoria impacted heavily on the community, and, as if that wasn’t sufficiently damaging to the local area, there were subsequent effects of lost employment when the local mill had to close due to the loss of the local forests.

For every employee that lost their job at the mill, you can add the loss of revenue to the local truck companies that make their living with specialised rigs hauling wood and associated products. These families have to cut back on their spending, and that continues the knock-on effect throughout other local business that rely on their custom. And so the trend continues, until reforestation takes place and the timber industry can gear up to get back into action.

But, as Australian communities have proven time again, pulling together and keeping things happening keeps the community together, and, in turn, focuses attention on opportunities, rather than just problems.

This year’s Alexandra Show was an absolute triumph, with the largest crowd ever to visit the small town, which every year on the Queen’s Birthday weekend hosts the Truck, Rod and Ute Show. Police estimated the crowds to number over 15,000 visitors, and with bright sunshine and unseasonably warm weather, the crowds just kept on coming.

The event is actually a masterpiece of organisation, with SES, volunteers and the event organisers’ team of handy helpers handling the crowd control and directing entrants into position. The town shuts its main streets throughout the shopping centre, and from 5.00 a.m. on the Sunday the trucks just keep rolling into position.

Alexandra in wintertime is not renowned for hot weather, and the morning started as usual with mist and a chilly temperature

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The Argosy provides plenty of opportunity for customising as with this Freightliner owned by Christou Transport which competed alongside a kenworth from the same fleet.

SHOWTIME

that hovered around freezing point. While those out in the open could always wear more clothes, scarves and gloves, it doesn’t make it easy to complete the final preparation of vehicles when the polish freezes on the stainless steel or aluminium of the fuel tanks.

The major sponsor this year was the Adtrans Truck Group, and with the newest examples of Iveco products on display, including the latest PowerStar, the Adtrans team soon had their hands full demonstrating the new features, such as the choice of Cummins or Iveco engines that now come with either Easton Roadranger manual gearboxes or ZF AS-tronic automated transmissions.

As usual, there were the outstanding examples of customising that come from the competing stables of the Klos Custom Trucks and Thorpe Interstate Transport, with a clue to where the origins of the work lay being given by a quick look at the mudflaps, which bore their logos.

The tow truck businesses that operate out of Melbourne were also well displayed, with Associated Towing exhibiting a collection of their fleet, and Modern Towing, once again, attending with its immaculate Mack. Congratulations also went to Eagle Towing, a regular entrant, who this year brought the latest addition to its fleet, the first heavy truck tow unit in Victoria to be fitted with a full rotator recovery unit.

This Kenworth-based recovery wrecker is powered by a Caterpillar Acert engine rated at 550 hp, with an 18-speed

Above: Great to see a high contingent of vintage and classic trucks such as this early Kenworth with GM Diesel Power and the occasional piece of duct tape to hold things together.

The Commer holds a special place in the development history of Australian trucking. Especially for those that had to keep them running.

HOWTIME Alexandra bounces back from fires and job losses, with its largest ever crowd PowerTorque ISSUE 42

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TESTED

ELECTRONIC INTERVENTION The

Australian transport industry is almost unique in the way we have access to vehicles and technology from all corners of the globe. We are spoiled for choice when it comes to vehicle manufacturers and models available, from America, Europe and Asia.

It’s no news to anyone that each region manufactures a different style of vehicle, suited to their own local conditions, but given the variety of tasks and conditions here, there is a place for each in the market. The differences have always been very obvious: the Europeans built quiet, comfortable trucks with a focus on safety, the Americans went for classic looks and brute strength, while the Asian manufacturers chose practicality and reliability.

Gradually, it seems that things are changing, with a few products in recent times turning these long held stereotypes on their heads. The Europeans winning the power war, the

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Japanese building cabs designed for driver comfort, and the Americans... well, some things never change. Or do they?

The world of electronic safety devices such as Electronic Braking Stability and Adaptive Cruise Control, for trucks, has long been the realm of European manufacturers. Due to regulations mandating some safety features, such as electronic braking systems (EBS) on trucks in various European countries, they have been fitted as standard equipment by most of the Continental truck builders for many years. Still, the American and Asian manufacturers have been slow to adopt such equipment, possibly due to the cost, and the fact that such equipment is not a legal requirement in their home markets.

As we reported in our last issue, Kenworth, in Australia, has bucked the trend, and are now the only American based manufacturer offering a full suite of electronic safety equipment on its 2011 range of trucks. The name of each function is fairly self-explanatory: Anti-lock Braking System (ABS), Automatic

ELECTRONIC INTERVENTION

Traction Control (ATC), Electronic Stability Program (ESP), Trailer Response Management (TRM) and Active Cruise with Braking (ACB). All of these systems look good on paper, but how effective are they in real working conditions? The developers of this particular electronic braking system, Bendix and Knorr-Bremse, recently teamed up with Kenworth, at Mount Cotton Driving Centre, to demonstrate just what these systems can do.

before the drive wheels were off the ground, it would be too late to save the situation without the training wheels. A rapid lane change manoeuvre was also executed, and again only the added wheels saved the day.

With only the prime mover system activated (as would be the case in the situation of a truck, fitted with ESP, towing an older trailer without ESP), the whole dynamic of the combination changed. The same manoeuvres showed

Following a brief presentation on the technical side of each component of the safety package, it was time to see the practical display. With the operation and advantages of ABS and ATC already being well known, the organisers used this opportunity to focus on the ACB and ESP components. Using three of Kenworth’s finest – a T359 agitator spec, a T609 prime mover with a loaded tanker in tow, and a K200 with towing a Tautliner – these were demonstrated, “hands on” style, to a large group made up of salespeople, prospective customers and representatives of various industry bodies, including the Australian Trucking Association and the Truck Industry Council.

Making roll stability control a legal requirement can cut Australia’s truck accident rate.

Dave Whyte looks at the latest systems from Bendix and Knorr Bremse.

The Adaptive Cruise with Braking (ACB) was demonstrated using the K200 and a ute (driven by someone braver than me) on the longer driving loop. The ACB uses radar, mounted in the lower bumper, to maintain a preset distance between the two vehicles. Should the leading vehicle (in this case the ute) slow down rapidly, the ACB alerts the driver by beeping loudly, and slows the truck down in order to avoid a collision. This is done by disengaging the cruise control, activating the engine brake, and then the service brakes if necessary. This same radar will also alert the driver to any stationary object in the trucks path, such as parked cars or trees, allowing the driver

drastically different results, with the system disabling the accelerator pedal, and automatically activating the brakes to control vehicle speed. With the system activated, only on the prime mover, the trailer wheels lifted very briefly before the brakes came on and brought the speed down to a point where the vehicle was stable. The results seen with the system activated only on the trailer (as would be the case with an older truck towing a new EBS equipped trailer), were very similar, if not a little more impressive. Again, the outriggers were obsolete, as the whole combination remained stable due to the trailer brakes slowing the unit to a safe speed.

to take evasive action before disaster strikes. This system was demonstrated continuously throughout the day without any sign of failure or malfunction.

With such impressive results from the individual component systems, it was hard to see how the complete unit operation would work any better. Somehow though, it does!

In demonstrating the Electronic Stability Program (ESP), controls were fitted to allow the driver to turn the system on or off for the prime mover and trailer, individually, or for the whole combination. With the system turned off completely, only the outriggers fitted to the trailer saved the unit from rolling over.

By driving a continuous curve at around 45 km/h, the driver (also braver than I am) was able to demonstrate how a rollover starts.

With both systems talking to each other, the difference was nothing short of extraordinary. The only sign that this vehicle was even close to a dangerous situation was the short puffs of smoke from the inside trailer wheels, and the use of the brake lights. Even with the operator intentionally trying to lay this truck on its side, the system kept things well and truly under control. In fact, even while driving around in a continuous circle, the electronics prevented the truck from accelerating once the maximum safe speed was reached. What this does is eliminate the chance of the situation becoming dangerous.

Tighten the radius of the turn, and the system simply slows the truck to the safe speed for that curve. You really need to see the difference to believe it!

Initially, the inside wheels on the trailer start to lift, and before long there is clear daylight between the tyres and the road. The next step involves the inside drive wheels on the prime mover lifting. By this stage, the aforementioned outriggers were clearly taking the weight, and preventing a rollover. Watching from the sidelines, it was clear that even

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FEATURE

Illuminating Experiences There’s much more to Hella than just driving lamps, as Chris Mullett found during a recent trip to the company’s research and development centre in Germany

Almost

without exception, everyone who has anything to do with motor vehicles knows the name of Hella. It’s a company that’s known as being the first port of call for anything electrical where high quality lighting is needed.

This German company remains, to this day, privately owned, and has a long history of association with Australia, currently celebrating 50 years since it established a presence with a head office based in the outskirts of Melbourne that employs more than 360 people. Globally, the headcount exceeds 23,000 personnel employed in more than 70 locations in over 30 countries.

Jurgen Victor, a member of the executive board, Business Division, with responsibility for aftermarket and special original equipment spare parts, explained that the current downturn in sales for all three local car manufacturers was being monitored closely.

With Ford sales of Falcon down 40 percent, Toyota having reduced production quotas for Camry, and Holden running under maximum production capability, it might only take the withdrawal of one of the three carmakers to tip the scales of profitability from local assembly to full import status.

Hella has a strong commitment to support Australian vehicle manufacturing, and supplies lighting systems to Ford, Holden and Toyota. The light units are assembled in Victoria, and, in the case of Toyota, it’s a unique association that is not replicated anywhere else in the Toyota global operation.

“A typical European supply chain for Hella would result in us providing lights for a production level at Volkswagen of 450,000 units per year. Currently, the plans for Camry in Australia are for volumes of 100,000, with around 30,000 units each for Holden and Ford. It only needs additional influences, such as the recent Brisbane floods and Japanese earthquake and Tsunami, to radically alter the economies of scale,” Mr. Victor added.

The viability of local car manufacturing is something that regularly hits the Australian news media, and, for suppliers like Hella, the permanency of these supply chain requirements has to be constantly under review.

Mr. Victor highlighted the seriousness of the situation currently affecting the Australian car manufacturing industry, explaining that viability depended on the three manufacturers remaining in the market. If one carmaker decided to pull out

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ILLUMINATION EXPERIENCE of local manufacturing, the other two remaining companies would not justify aftermarket suppliers maintaining their current levels of local assembly in a support role.

“Fortunately the mining industry is a fast growing opportunity for Hella,” said Mr. Victor. “We have learnt that the heavy-duty nature of mining requires stronger and more durable lighting products, and we have focused our design abilities on providing lights and equipment that can stand up to the heavy-duty demands of this industry.

“We see the future for Hella in Australia as covering three areas - passenger vehicles, construction and mining. Our own future, globally, extends to increasing our product offering and moving into newer areas,” he added.

Although recognized for its aftermarket lighting systems and as an original equipment provider to major European prestige carmakers, Hella is, these days, diversifying into control systems, vehicle road safety initiatives and products for

brake systems, air filters and other components. This additional portfolio is marketed under the MANN Filter aftermarket filtration range, the Hella Marine product range, and Behr Hella Service for premium quality engine cooling and thermal management products.

The recent growth of the Chinese automotive industry has brought its own challenges, especially for leading technology systems’ manufacturers such as Hella. Companies such as Hella are constantly at risk of having their designs copied and patents infringed by competitors in China, over which Hella has no control.

It’s a very fair analogy to state that Hella’s research and development is what leads the lighting industry, and that many other competitors are lower technology copies that look similar but fail to deliver the same quality or durability.

“We take significant steps to investigate non-genuine parts and copies of our products, even employing detective agencies such as Pinkerton’s to maintain an overview of events in markets with suppliers such as are operating in China. Because we produce premium products, the major OE manufacturers don’t want to copy our patents,” said Mr.Victor.

If you’ve been watching recent developments in lighting technology, you’d be well aware of the increasing use of LED lighting systems. Using low current draw, and with vastly extended durability, LED lighting systems for marker lights and signaling lights are already becoming commonplace.

What you may not know is how LED development is continuing in new areas, and, as Jurgen Victor explained, in 10-15 years simple halogen lights will have all been replaced by LED units. Although costing more, the durability, performance and service life of an LED unit is vastly superior.

LED headlamps are already standard fitment, in the US, in the Cadillac Escalade, and in Europe, in the Maybach.

Audi has already made the move to LED headlamps with the A8, and other carmakers are keen to follow this trend, with Volkswagen expected to switch to a full LED headlamp on some of its products as early as within the next two years.

For the truck business, the North American market will see PACCAR as the first adopter of LED lighting systems, including headlamp assemblies, for its Peterbilt and Kenworth products.

Because of its ownership of DAF trucks, PACCAR has the experience of working with LED systems and can appreciate the benefits they provide. The release of these products onto North American aerodynamic designs is a natural extension of this higher standard for lighting systems.

Our visit to Hella included access to manufacturing plants where we viewed, at first-hand, the attention to manufacturing perfection where headlamp units are assembled in a dust-free and contaminant-free environment.

Gone are the times when a seven-inch round headlamp ruled the day, even though some North American truck makers still provide these as standard fitment. Freightliner Australia, with the Coronado, is a prime example, having failed to move forwards with standard lighting equipment. The company claims that the easy replacement of an incandescent globe more than outweighs the vastly superior performance advantages of a Halogen sealed beam or Bi-Xenon light unit.

Try explaining that reasoning to a truck driver crossing the Nullarbor on a dark night when he finds he is using technology that dates back to the introduction of the Halogen globe in 1962. Gas discharge Xenon lighting has now been available for over ten years and should be a first thought item for any vehicle that travels long distances at night.

The technology these days, in a headlamp unit, comes by way of the free-form reflector, or, in the case of a Projector lamp unit, from the lenses in front of the light source. Headlamp units now contain fans to keep the PowerTorque ISSUE 42

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TRAILER TORQUE

IMAGE

EVERY

The

tremendous growth of vinyl wraps for signwriting of cars, trucks and trailers has revolutionized how a company can promote itself and make use of the tremendous opportunities presented on your own trailers and bodywork.

Enhancing the new branding, all Nolan’s graphics will now be digitally printed on self-adhesive vinyl that covers the whole wall. This allows them to remove their livery without leaving any imprint, thus providing a clean skin and higher resale value.

This was well illustrated, recently, when Queensland’s largest privately owned refrigerated transport company, Nolan’s Interstate Transport, approached Freighter MaxiCUBE Queensland (FMQ) to custom build a Maxi-CUBE B-double Reefer to carry frozen freight across Australia.

The latest Reefer B-double, delivered by FMQ’s, Mark Kelly, exemplifies Maxi-CUBE’s commitment to providing tailored innovative solutions that meet unique and, often, challenging requirements.

As one of Australia’s leading distributors, Nolan’s Transport provides a total supply solution to the fresh produce, meat, confectionary and dairy industries. The management and staff pride themselves on their focus on supplying customers with a total transport service that also includes cold storage and warehousing.

The new Nolan’s branding and livery has been designed to reflect the overall professionalism and scope of the company without sacrificing the Nolan’s ribbon and name logo, which has been, for many years, so recognizable on all its transport equipment.

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Nolan’s, in particular, has been a loyal customer of MaxiCUBE, and also Freighter, with around 80 percent of their trailers coming from the two product stables. The relationship between Terry Nolan and FMQ’s dealer principle, Mark Kelly, extends over 30 years, and with son, Flea Nolan, now controlling the company operations and purchasing, the mutual respect and trust between the two organisations is set to continue for many more years.

With a fleet consisting of well over 200 trucks, trailers and rigid vehicles, it’s only logical that Nolan’s is continually finding new ways to increase fleet productivity and safety through flexible and efficient transport equipment.

IS

Using your fleet to promote your image can expand your business

YTHING As part of enhancing their fleet safety, all Nolan’s trailers are now specified with Electronic Braking Systems (EBS) as standard.

Maxi-CUBE’s high profile aluminium air-flow floor that ensures cold air is evenly distributed throughout the trailer, maintaining the freshness of produce, meat and dairy.

The most innovative feature on the new Nolan’s new B-double is the revamped Maxi-CUBE Roll Back design, on the lead trailer, which features a more powerful hydraulic drive motor that provides even smoother movement of the body.

Importantly, the Maxi-CUBE van has also been built to conform to the full range of food transport safety requirements.

Nolan’s uses the internationally recognised and scientifically based food safety system known as HACCP (Hazard Analysis and Critical Control Point), and their involvement in this program ensures that their goods, and the equipment they use, are always of the highest order.

When the body of the lead trailer is parked in the forward position, the body weight is lifted off the rollers to extend roller life and durability, which is so critical to a smooth transport operation.

The Roll Back hydraulic pump, control box and battery source have also been redesigned and improved, ensuring optimal performance and ease of access and use for drivers in almost any location and situation.

The B-double incorporates 300 mm cross-members, and is fitted with BPW AL2 suspension and D36 airbags.

Able to perform at temperatures down to -30 degrees Celsius, and providing a total capacity of 34 pallets (12 for the lead and 22 for the tag), the B-double has also been fitted with

The particular requirements of transport operators carrying freight through Western and Northern Australia resulted in Maxi-CUBE launching its Classic C-Series van.

The C-Class design incorporates a full-length chassis to provide the integral strength that’s needed where roads still provide a challenge to manufacturers to counteract the constant vibration of rough road surfaces.

The Maxi-CUBE C-Series enables operators to take advantage of growing opportunities and upgrade their fleets with durable, high specification equipment. A number of these

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DRIVEN

SLEEPING

GIANT China wakes up to the opportunities in the light truck market.

Dave Whyte gets a first drive of the JAC option

The

light and medium-duty truck market in Australia has long been the domain of the big three Japanese truck builders, Isuzu, Mitsubishi and Hino.

While other manufacturers do offer vehicles for these markets, the price and reliability of Japanese trucks have helped them become the crowd favourite.

Some of the credit must also be given to the number of different specifications available, with a vehicle for almost any job. The fact that Isuzu has sold more trucks than any other manufacturer in Australia, every year for the last 22 consecutive years, speaks volumes about how versatile and cost effective these trucks are. What happens then, when another brand, this time from China, comes to the market with the promise of equal or better quality components, but with a dramatically reduced price?

Enter JAC trucks. Since its inception in 1964, JAC has delivered over two million vehicles. From January to June this year, it has sold 300,000 vehicles. And with selling 300,000 vehicles in six months, that’s over 1,650 a day, every day!

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SLEEPING GIANT With a range that covers small, medium and large cars, buses, and trucks from the light end of the market right through to heavy-duty prime movers, the JAC brand is a force to be reckoned with. It’s one thing to sell cheap cars and trucks to the masses in China, it’s another to crack the export market to countries like Australia. We are a very cynical bunch, and I’m sure I am not the only person who has ever had doubts about the quality and reliability of a cheap Chinese alternative - be it a wristwatch, a television or a truck.

mirrors positioned to give good view towards the rear, but also directly in front of the truck. The dash is very simple, and easy to read, with clear vision through the steering wheel.

JAC has gone to great lengths to alleviate these doubts, and has brought in some big name component manufacturers to add weight to its sales campaign. Names like Cummins, Wabco, ZF and Bosch should provide some reassurance that these trucks will not only perform, but also last the test of time.

However, will this be enough to convince people to part with their hard earned cash for a JAC truck in place of a Japanese rival? Here’s the clincher - what if the Chinese unit was 20 percent cheaper? This alone is sure to get a few people interested.

The HFC1048K (4.5 t GVM) is powered by a Chinese-built, 2.8-litre four-cylinder, Cummins ISF engine, which complies to Euro 4 emissions standards, and produces 110 kW (147 hp) and 360 Nm (265 lb.ft) of torque. A smooth shifting ZF Ecolite 5S400 five-speed manual gearbox transfers this power to a JAC rear axle fitted with dual wheels.

The first JAC light trucks are due for release here in late September, but across the Tasman, in New Zealand, there are a few units already at work. I was invited to go over and see a little of what the Chinese giant has to offer, and drive the two models available over there at present. There are more models to come, but, for now, only two have been introduced, those being the 4.5 t GVM HFC1048K and the 8 t GVM HFC1061K. The first thing that struck me about these trucks was the similarity in cab shape to the Isuzu NPR cab. It’s fair to say that, externally, the headlights and chrome grille aside, they are all but identical. The shape of the cab is where the similarity ends, with different interior details and very few common components underneath. Having said that, there is only so much that can be done in a cab of this size, so while things are different, the cab fitout is still very familiar.

Seating is your standard light truck fare, with thin padded seats and the obligatory fold down centre seat, but providing enough support to soften the ride. Vision is excellent, with the

Both models driven share the same cab. The larger HFC1061K has minor changes to the dash layout to fit an air pressure gauge. The only other difference appeared to be the park brake levers – a car like unit on the HFC1048K and a maxi-brake style lever on the HFC1061K.

Loaded to within 150 kg of its GVM, this little truck proved it was quite capable of keeping up with Auckland’s urban traffic, though the gap between 3rd and 4th gears was a big one. On the open road, even in strong winds, the HFC1048K handled remarkably well, but I was thankful for the extra weight on the back. The ride was good, while the bigger bumps were certainly noticeable, and there were plenty of them! Engine noise in the cab was obvious, but not enough to disrupt conversation, and was certainly different to a Japanese motor.

The engine under the HFC1061K is the larger 3.8-litre Cummins ISF. Strangely, the bigger engine produces only 105 kW (140 hp) – five fewer than the 2.8-litre plant. All is redeemed by the extra torque output, at 450 Nm (332 lb.ft), and its useability.

From as low as 1000 rpm, this engine will pick up and accelerate with ease. The six-speed JAC manual gearbox, slots in behind, has a slightly clunky shift, more like a truck transmission. With a couple of pallets of building supplies on board, and grossing 6.2 t, this unit was well under its maximum GVM, but demonstrated good handling and no lack of power. The ride was a little rough, possibly due to the placement of the load and the roads

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AUSTRALIA’S GUIDE TO ECO FRIENDLY, FUEL EFFICIENT CARS

AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

AUSTRALIA’S LEADING TRUCK & ENGINE MAGAZINE

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