POWERTORQUE MAGAZINE Issue #87 February/March 2019

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 T R A I L E R M A G A Z I N E

Incorporating

ISSUE 87 FEB/MAR 2019 RRP: $8.95

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ISSUE 87 FEBRUARY / MARCH 2019

CLASSIC PETERBILT 388 • NEW SCANIA XT IVECO X-WAY • UD AUTONOMY ACTROS 2663 • CORONADO ON TEST

ISUZU TRUCKS

Thirty years and still number one*.

*Currently 30 years leadership (1989-2018) according to T-Mark industry statistics. FSA/ISZ12233

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8 At the Wheel

70 Stralis Steps Up

Warren Caves looks at the road ahead

IVECO’s new X-Way

12 Operation Coronado

76 Climate Control

Freightliner’s Coronado is a worthwhile member of any team

Hino shows it’s well ahead of the pack when it comes to climate change

18 Shifting Gears

80 Crunching the Numbers

Warren Caves visits Gear Shift Haulage

A brave new world of electronic autonomous control systems

24 Street Smart

Hino shows its 500 Series is based on clever thinking

30 Future Perfect Swedish Scania aiming high for 2019

34 Ultimate Thought Processors The autonomous UD

40 Digging deep

The pros and cons surrounding hydrogen fuel cells

88 PowerPlay Briggs & Stratton hits the 100 years mark.

90 Fork Torque Autonomous forklifts can see, think and act

Scania Australia reveals the new XT mining and construction range

93 TRAILER TORQUE

46 Ready to Work

94 The Right Connections

Fuso is geared up to start work with pre-bodied options

52 Custom and Classic

102 Poles Apart

58 Green Credentials

German trailer manufacturer Langendorf at IAA Hanover

Woolworths take the lead towards a greener future

106 Cool Thinking

62 Long Term Strategies

Thermo King brings new solutions to the table for discussion

66 Plugging in to options Cummins CEO Tom Linebarger talks about engine diversity For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Road Test Editors - Brenton O’Connor

Ed Higginson Contributing Writers - Stuart Martin Warren Caves David Meredith Photography - Jonathan Wood

Geoff Parrington

Warren Caves Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: edit@powertorque.com.au Website: www.powertorque.com.au

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JOST shows the scope of its range at the IAA Expo

The Peterbilt 388 of B&R Stevens Transport.

Living the life with the Actros 2663

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84 Hydrogenised

Follow PowerTorque on

110 Supply Chain

Key suppliers bring new technology to the trailer market

For advertising rates and information please contact: Motoring Matters Magazine Group National business development manager: Email: edit@motoringmatters.com.au Telephone: +61 (0) 7 4946 4658 Website:www.motoringmatters.com.au Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers.

Disclaimer: Although every effort has been made to ensure the accuracy of information the publisher will not accept responsibility for errors or omissions or for any consequence arising from the reliance on information published. The opinions expressed in PowerTorque are not necessarily the opinions of, or endorsed by the publisher.

ISSUE 87 FEB/MAR

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Chris Mullett

FORWARD

W

TORQUE

elcome to PowerTorque and the opportunity to look into a crystal ball at the changes the transport industry will undoubtedly face in the years ahead.

In our last issue of PowerTorque we reported on the IAA Show in Hanover, which proved its importance to the industry by showcasing where designers and engineers are taking their products for the future. In this issue we continue our report on the IAA with a focus on how electricity and alternative fuels are going to play an increasing role in all forms of transport.

The shift to alternative fuel sources covers LNG, CNG, bio-diesel, ethanol and even hydrogen. The introduction of vehicles using these alternatives to the common fossil fuels will decrease exhaust emissions, lower pollution levels in cities, decrease health costs, and slow the progression of climate change.

This scenario is not a wild projection. European cities are currently contemplating restricting non-Euro 5 and Euro 6 vehicles − cars as well as trucks − from entering their city centres. Access charges to operate in some city centres are already being applied to delivery vehicles and commuters because of the need to react to the issues of global warming.

City deliveries in Europe are now being scheduled to take place during the night, when traffic volumes are reduced.

The proviso here is for noise reduction to run concurrently with a potential for zero emissions, two objectives that electric vehicles have the capability to achieve. It’s here that urban delivery fleets as well as long-haul operations will face major technology changes.

When it comes to electric vehicles, we have to look much further ahead than just considering hybrid trucks and battery power. The next generation of trucks of all categories may well run with axles that generate electricity on downhill sections or while braking, storing the harvested electrical energy in onboard battery systems.

Other options include electric motors mounted within the trailing axles to assist in propelling the vehicle.

The B-double of the future may well have trailer axles generating electricity to power the refrigeration units, as well as adding motive power via hub-mounted electrical motors to aid in climbing hills or accelerating. The end result is less fuel use, greater efficiency, improved vehicle performance and an expectation of reduced total operating costs.

The relevance of autonomous trucks operating on Australian roads is a different issue completely, despite vast sums of development funding currently being applied by vehicle manufacturers to remove the driver from the vehicle.

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No algorithm exists that can replace the expertise of driver knowledge. Although autonomous trucks may be feasible when restricted to certain scenarios – say, a private haul road in a mining application − attempting to apply this technology to highway or even urban vehicle operation with complete safety and security is totally different.

The vehicles we choose have a direct bearing on the safety of those that drive them, or are carried as passengers. Australian car and LCV buyers have the benefit of ANCAP safety ratings. It’s important that the purchase process takes note that these are not simply a number of stars that are attached to a vehicle for the benefit of the marketing team.

The ANCAP team recently clearly laid out the benefits of modern technology and improved safety by comparing two passenger cars of different ages in daily use. One lacked safety features such as anti-lock brakes and electronic stability control (ABS and ESC) systems and SRS airbags, and the vehicle structure left a lot to be desired in terms of protecting the occupants in the event of an accident. The other vehicle, although not brand new, benefitted from dual front airbags, side chest-protecting and side head-protecting airbags, a driver’s knee airbag, seat belt pre-tensioners, ABS and ESC. The vehicle design was also far superior and purposely designed to protect occupants in a crash situation.

The prognosis of both vehicles involved in a similar motor vehicle accident was that the driver of the newer vehicle would walk away, while the driver of the older vehicle would not survive. The rate of fatalities for older vehicles is four times higher than for newer designs.

Out of 254 vehicles that have completed ANCAP testing, only 10 vans and 21 utes have been tested. Of these, only 11 utes and two vans scored a full five-star rating. Can you confidently support the concept of placing your staff in vehicles that do not reach the top level of safety? If their lives can better protected, will you play your part?

Heavy commercial vehicles have not been subjected to ANCAP test procedures, but the range of available safety interventions matches many of those in passenger cars.

Cab roll-over protection, driver and passenger airbags, ABS, EBS and ESC systems are available today. Shouldn’t you, as an operator or driver, demand their fitment?

As always, stay safe and enjoy the drive.

Kind regards,

Chris Mullett – Managing Editor/Publisher

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WHEEL

AT THE W A R R E N

C A V E S

L O O K S

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t would be no surprise to anyone with their finger on the pulse of transport technology developments that our time “At the Wheel” is entering a period of rapid change.

I was recently invited to witness demonstrations of the latest technology advancements, showcasing active safety technology and autonomous truck operation.

All this electronic wizardry and technology pioneering left me wondering. Coming from a technical background, I marvel at the ingenuity involved to produce these developments and I admire the engineers for their foresight.

But I also wonder: What does the future hold for the transport industry in general, and how are drivers going to deal with all this innovation? While veteran drivers with many years’ experience are highly sought after in this climate of driver shortage, you’ll often hear the comment, “you can’t teach an old dog new tricks”. I don’t agree, because with the right level of instruction any driver can apply themselves to understand any system, especially when aware of the benefits they gain.

A T

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A H E A D

transmissions that vary engine power and torque output dependent on payload and topography; setting upper and lower speed limits for cruise control; the application of the retarder if fitted and the use of combined engine and exhaust braking systems; not to mention blind spot awareness, hill hold, fatigue management and lane discipline alerts. Sure, a truck is still a truck, but with all of these functions to learn, am I gaining the maximum benefit from it? On a bus trip overseas last year, I watched closely as the driver battled with the shift mode of an AMT for which he had obviously not received any training. The AMT was initiating horribly short shifting, to a point where the back of the bus was vibrating quite badly.

“Driver training is a skilled profession, not something to be handled by a salesman after a one-hour induction course”

I have no doubt that with all this advanced technology coming into play, the days of throwing a driver into a new, highly advanced truck and expecting them to operate these vehicles to their maximum potential, are over. Put simply, there are too many systems at play to understand and learn how to operate effectively without specific training.

Astute manufacturers and transport operators need, if they haven’t done so already, to shift a good deal of focus into training drivers in the correct operation of their vehicles. I’m not saying that you can’t put a 30-year veteran driver into the latest high-tech truck. Undoubtedly their skill set will enable them to operate it safely and efficiently. But to do so at the optimal level from the moment they climb into the cab would be extremely difficult, and potentially very challenging.

I say this from personal experience, having had the opportunity to drive some of these latest developments in a variety of vehicles. There have been times when I have felt overwhelmed by the steep learning curve when faced with a drive opportunity that can be as short as eight hours.

Even at the end of that day, I’m still learning about the correct operation of the vehicle and gaining an appreciation of the specific features. That might include being able to manually over-ride gear shift points within an AMT; understanding the power applications of manual 8

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When the bus encountered winding mountainous terrain all it needed was a combination of errors such as a tight corner with a steep pull on its exit. The bus (still in auto mode) lacked momentum and ground to a halt, refusing attempts to restart. The passengers were required to transfer to a smaller bus to continue the last few hundred metres to our destination because, according to the driver, the original bus was incapable of climbing such a steep grade.

Because of inadequate training, he believed there was nothing he could do. Some private instruction on AMT shift over-ride options the next day enabled the same driver to negotiate the same climb to pick up his passengers, all the while grinning like a Cheshire Cat. Training is the key, at manufacturer, dealer and transport company levels. Spending time and money on training may be seen as a cost burden, but the reduction in total operating costs will significantly outweigh the financial outlay over the long term.

The ideal training option is that provided by the vehicle manufacturer in the quest to improve driver performance, improve fuel economy, reduce vehicle wear-and-tear and incorporate all the safety and driver assistance features included in the vehicle. Driver training is a skilled profession, not something to be handled by a salesman after a one-hour induction course.

Smart operators know that transport is a tough game with fine margins and plentiful competition. Success is not guaranteed by what you can charge, it’s sustained by what you can save.

Safe trucking, Warren Caves.

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LEGAL TORQUE GILLI A N BRISTOW A ND EMILY NG, OF LEA DING L AW FIR M COOPER GR ACE WA R D, DISCUSS THE ISSUES W ITH THE NOW A BOLISHED ROA D SA FET Y R EMUNER ATION TRIBUNA L IN THE CONTEXT OF L A BOR’S PROPOSA L FOR A NEW INDEPENDENT ‘SA FE R ATES’ BODY. History of the Road Safety Remuneration Tribunal (RSRT) Three years is a long time in politics – April 2019 will mark the third anniversary of the abolition of the RSRT. So what was the RSRT and why does the promise of a new ‘safe rates’ body create such controversy?

The RSRT was established in 2012, with powers to issue Orders imposing legal obligations on the road transport industry and its customers/supply chain.

During its operation, the RSRT made two Orders imposing significant obligations on businesses that engaged owner/drivers directly, or contracted with business that engaged owner drivers. Its 2014 Order set out procedural requirements including safe driving plans and payment terms. Its 2016 Order mandated minimum payments for owner/drivers on an hourly and kilometre basis. This Order was fiercely resisted by industry associations and many industry participants.

The primary objection to the 2016 Order was that it set up a two-tiered freight system in Australia where owner/ drivers would be unable to compete with other transport operators (who were not required to charge minimum rates) and potentially forced out of business. The concern was that owner/drivers would be priced out of the market, particularly for ‘backload’ routes where rates are more competitive due to lower demand. The knockon effect would be that owner/drivers would be unable to secure a high enough rate on the initial journey to justify running back empty. Other objections to the 2016 Order included: 1. It was unclear how the Order applied in a number of common scenarios. For example, the Order made no provision for what would happen in circumstances where goods were transported on behalf of multiple hirers or as part of multi-leg journeys.

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2. The Order made it unviable for owner drivers to obtain part-loads, because it required hirers to pay the required rate regardless of whether the owner/driver was transporting a full load.

3. The Order failed to recognise that the road transport industry does not operate on a per kilometre and per hour basis and that contractual arrangements between transport operators and their customers set fixed prices and do not typically allow for price increases to accommodate additional payments due to drivers.

Proposal for a new independent ‘safe rates’ body: RSRT version 2.0?

In December 2018, Labor amended its party platform to say that a Labor government will urgently set up an independent body to establish safe rates for transport industry drivers and operators.

According to the amendment, Labor ‘will, as a matter of urgency, legislate for a national system of safe rates consisting of an independent body with responsibility for safe standards of work including fair payments and conditions’. Labor proposes that the new system cover ‘all parties in the transport supply chain and contract networks... operators and workers, regardless of label’.

The 2016 Order illustrated the various challenges associated with mandating minimum rates and the need to ensure that certain industry participants are not put at a competitive disadvantage. At this stage, it is not clear how the proposed new system will work and what mechanisms will be formulated to avoid the issues encountered with the 2016 Order. While the new ‘safe rates’ proposal is backed by the TWU, it is already facing resistance from industry associations.

If you have any questions, you are welcome to contact Gillian Bristow (07 3231 2925) or Emily Ng (07 3231 2986).

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PowerTorque ISSUE 87

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FEATURE

OPERATION CORONADO The Freightliner Coronado is a worthwhile member of any team – Words by Brenton O’Connor, Images by Geoff Parrington.

The tipper and dog market is booming, especially in NSW and Western Sydney, so the invitation from Daimler Truck and Bus to drive its new tipper demonstrator was an opportunity not to be missed.

The truck in question was a Freightliner Coronado 114 day cabin, fitted with a Hercules alloy body and hooked up to a Hercules alloy quad dog trailer combination. This had been setup to run as a conventional 50.5 tonnes, 19-metre truck and dog (as the set forward front axle of the Coronado 114 meets the infamous ‘bridge formula’ for extreme axle spacing). Alternatively, the truck can be used as a level two HML/PBS (on approved routes) that allows a gross combination mass of up to 57.5 tonnes.

A lot has been done to the Coronado to help with weight distribution due to the extreme forward steer axle location on this truck, and driving these changes has been Michael Egan, senior manager of Freightliner fleet sales. Michael was on hand to explain the key changes and modifications Freightliner has made to create a better spec, and particularly to help with weight distribution.

The front axle on the 114 Coronado is mounted only 756 mm from the bumper to the centre of the steer axle, and, to put that in perspective, the Western Star 4800 is 872 mm and the Kenworth SAR is 870 mm. This extreme forward axle spacing has created weight distribution issues for Freightliner, particularly in rigid tipper applications.

Typically, the wheelbase of choice for Coronado 114 tippers has been 5300 mm; however, the truck tested was some 500 mm shorter at 4800 mm, fitted with a decent length 4.3-metre body. To accomplish these dimensions Freightliner Australia has made a number of changes to the truck and equipment.

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FREIGHTLINER 114 TIPPER

“Standard equipment on the Freightliner is outstanding, one does not need to delve deep into the options list”

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FEATURE The most significant is the exhaust routing, with the exhaust system modified so that the exhaust gas comes directly out of the DPF filter and straight onto the ground, resulting in the removal of the dual stainless-steel stacks normally fitted up each side of the cabin. The reasoning behind this is to be able to move the tipper body right up to the back of the cabin in order to push weight forward onto the steer axle, removing the substantial gap between the cabin and the body where the exhaust system and dual stacks were typically routed.

The next major change has been the fuel tank design and location. Typically, the tipper spec will come with three round tanks – two for fuel and one for hydraulic oil. However, the Coronado as tested was fitted with two short and deep square fuel tanks incorporating integrated steps, that were fitted as far forward as possible to again help get weight forward.

The left-hand fuel tank had been split to give 200 litres of hydraulic oil, and, as such, the truck has a total fuel capacity of 630 litres, which should be plenty for most applications. The only downside of these tanks is that they no longer provide the same ease of access to the cabin as experienced with round tanks when fitted with big wide steps across their full width. A further possible concern is their close proximity to the ground, opening up the possibility of damage if going off-road into construction sites to deliver bulk materials.

Another change has been the fitment of the batteries in the cabin, rather than on the left-hand-side of the chassis.

The batteries have been fitted underneath the passenger

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seat to further help move weight forward. Freightliner Australia has also fitted a number of yellow grab handles to make access in and out of the cabin easier, an attention to detail that will appeal to purchasing officers in large fleets who are safety conscious.

The only engine offering on the Coronado 114 is Detroit’s DD15, available in a range of horsepower and torque settings. In this application it was set at 500 hp and 1850 lb-ft of torque. For those wanting extra power it’s upgradeable to a maximum horsepower rating of 560 hp with torque staying the same at 1850 lb-ft.

The DD15 is one of the few engines running a combined EGR and DPF system (rather than SCR) in order to meet its emission obligations, and, whilst to many readers that will be off-putting, it really shouldn’t be.

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DAYS

FEATURE The DD15 was an engine designed to run EGR from its design phase and not a tack-on to an already existing engine that was never designed from the outset to host EGR. So confident is Detroit of its engine’s success, included (as standard) is a five-year/one-million-kilometre warranty and a minimum of 40,000 km service intervals on B-double work that can be extended even further depending on fuel burn and operating conditions.

The truck tested was fitted with the optional Eaton UltraShift transmission, providing a full two-pedal operation. Freightliner still has the best gear selection method for trucks running this transmission, with its steering-column-mounted ‘paddle shift’ known as SmartShift making both selecting gears, and also manual upshifting and downshifting, easy. Furthermore, it saves space in the cabin and improves access from the driver’s seat into the sleeper cabin (when fitted). Another nice advantage is the integration of the gear selection into the main display allowing the driver to easily identify the gear selected.

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Driving the Detroit DD15/Eaton UltraShift package with the loaded combination obviously makes life easy, without needing to operate the clutch or change gears manually.

Like most UltraShift trucks, the transmission is too slow to upshift in the lower gears and requires the driver to manually ‘tap’ the paddle shift to force the transmission to upshift, otherwise the truck revs out to 2100 rpm before it shifts up. On one particular occasion, when leaving the BP truck stop in Epping, the truck wouldn’t shift out of second gear, even though automatic mode was selected, therefore a manual upshift was required to get the transmission to move up through the gears.

When it comes to steering feel, the Coronado 114 excels, which could be in part due to the dual steering boxes fitted as standard to the truck. The steering is both light and direct and has excellent road hold. So much so, that the truck drives as if on rails, and, even when dropped off the edge of the bitumen onto the gravel road shoulder, the truck remains composed and is easy to bring back onto the black top. Going on further, the truck handles extremely well, and when cornering the truck feels very composed and inspires confidence into the driver.

FREIGHTLINER 114 TIPPER The downside of the road handling is the ride comfort, particularly from the steer axle. While the firm front springs provide exceptional road handling, they are very firm, and on rough roads the truck is quite rough. The rear suspension is Freightliner’s AirLiner 46K airbag suspension, with a four-bag arrangement. The nature of a four-bag tandem-drive airbag setup doesn’t provide the same level of axle articulation, movement and ride comfort when compared to an eight-bag arrangement.

Standard equipment on the Freightliner is outstanding, and, unlike other US trucks, one does not need to delve deep into the options list (with additional costs) to get a decent specification. Power mirrors and windows are standard, as is ABS and traction control, along with full cross locks (differential locks), Michelin tyres and Alcoa DURABRITE rims, all of which make the standard truck both comfortable and well equipped for the range of tasks likely to be thrown at it.

For the test route, a trip was taken from Daimler’s Somerton dealership north up the Hume Highway to Broadford, where the vehicle weight at the checking station recorded a gross combination weight of 46.06 tonnes. From there the route detoured west to Kilmore, then onto Wallan, before returning to the dealership at Somerton. This provided a combination of freeway travel, stop/starts through the towns and also some country highway with less than perfect road conditions, during which the rigid tipper and quad dog combination recorded an average fuel consumption of 1.75 kilometres per litre.

The Coronado 114 is a good package, and the range of changes instigated by Freightliner Australia has sought to make the vehicle more suitable for tipper and dog work, especially with the explosion of PBS truck and dog combinations witnessed in recent years. Unfortunately, as the truck was not loaded to its legal limit, we weren’t able to ascertain how close to 6.5 tonnes on the steer axle the changes made by Freightliner have achieved; however, the technical drawings done by both Freightliner and Hercules indicate that it should be feasible.

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FEATURE

SHIFTING GEARS Warren Caves visits Gear Shift Haulage of Ingleburn, Sydney – Photography by Torque it Up There’s something very special for any fleet when a new truck arrives, and PowerTorque was privileged to join in the celebrations as Sydney-based Gear Shift Haulage commissioned its latest combination with a special tribute.

Formed in 2013 by managing director Lee Fahey as an offshoot of a civil construction business, Gear Shift continues to become a dominant player in heavy earthmoving equipment transport from its company base in Ingleburn, south-west of Sydney.

Drawing on the success, experience and infrastructure already in place, Gear Shift Haulage transports heavy machinery and plant to all areas of the Sydney basin, as well as regionally within NSW and interstate.

At any time, the scope of work for Gear Shift may span hauling small equipment such as remote trench rollers, up to 45 tonne compactors, dump trucks or crushers.

Currently the workload is split, with 85 percent attributed to external customer requirements and the remaining 15 percent catering for internal company movements.

Kyle Bunning is the transport manager for Gear Shift Haulage and explains the company’s business philosophy.

“The machinery movement business can be extremely delicate, and you need to be on your A-game all the time,” he said. “Service is a big thing. Realistically, customers do not necessarily remember all those little jobs you managed to complete on their behalf at the last minute in order to keep their jobs on track. They do, however, remember if a truck doesn’t turn up, or you might have previously said that it was not possible to handle a specific job, so we are extremely customer focused.

“We find now that a lot of our clients are searching us out to do work for them, even if they traditionally have ties to other transport carriers. We don’t actively chase other

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GEAR SHIFT HAULAGE company’s clients as that is not the way that we operate.

However, if they come to us and request a job because another service provider can’t get a job done for them, we’ll try to help them out”.

Prior to the early part of 2018, Kyle handled all the operational planning and allocations himself. It was at this stage that the decision was made to employ Rick Sookee, to take responsibility for allocation. “My phone never stopped ringing,” said Kyle.

In another bid to streamline operations, Gear Shift implemented a single email system for contact, using Excel Online. This informs several staff members of the whole process of booking jobs, relieving a lot of the burden from any single staff member. “It helps share the operational load more evenly and keeps all concerned well and truly in the loop, in real time,” Kyle said.

“This game can also be a bit hit-and-miss with workloads.

One day you can be flat out and be dreaming of another couple of trucks available in the fleet, and the next there is the risk that they might all be sitting in the yard with no work, so we have to carefully plan our equipment purchases”.

The latest prime mover to join the Gear Shift fleet is a Kenworth K200, bringing the total number of trucks operated by the company to six. In addition to the new flat roof K200, the fleet comprises two Volvos in the form of one FM and one FH, together with a K200 Aerodyne and a Kenworth T359 tilt tray. Finally, working on back-up duties predominantly in the yard is an older K104 model. The fleet also comprises three trailers − two deck-widening, steerable quads, one 3 x 8 full widener and a bogie axle step-deck used behind the smaller FM Volvo. Another K200 Big Cab and accompanying Drake trailer with a gooseneck dolly are scheduled for arrival in the first quarter of this year.

Kyle said the delivery of the new Drake trailer and gooseneck dolly would enable the company to accommodate loads of up to 60 tonnes.

Whilst the latest acquisition is from the Kenworth stable, the existing Volvo trucks in the fleet play an equally important role in the company’s success.

“The little FM Volvo with the bogie axle, step-deck trailer is a great little unit and is perfect for tight city jobs. It can take payloads of up to 27 tonnes, and with its tight turning circle and 12-metre length, it is right at home on these jobs. The FM can get to most places a tilt tray can access, with the added benefit of increased payload over a 6x4 truck,” Kyle said.

“The driver we have in the FH Volvo was offered the Kenworth to drive, but remained content to stay with the big Volvo”.

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FEATURE Gear Shift Haulage handles all its own maintenance requirements within the company from its Ingleburn workshop, with the excess workload picked up by local company RV Mobile Truck and Trailer Repairs.

Within the broader scope of the company group, Kenworth has a strong presence among the trucks, explaining Lee Fahey’s allegiance and loyalty both to the brand and the local dealership, Suttons Arncliffe.

Whenever new vehicles are required, the company evaluates the various options from different manufacturers and dealerships. For now, though, the dice seems more often than not to roll back to Kenworth.

Suttons Sales Manager Michael Maranda handled the latest purchase, working with Lee to optimise specifications for the new truck.

The flat roof K200 is kitted out for heavy work with an X15 Cummins engine at 605 hp (450 kW) utilising an Eaton UltraShift PLUS automated manual transmission. The final drive ratios are 4.56:1 and the wheelbase spread is 4250 mm. Heavy duty aluminium guards were fitted, incorporating toolboxes in the empty space between the guards, and dual intake pipes and exhaust stacks add a bold stance to the appearance.

The K200 was ordered intentionally without cab side wings at the recommendation of Kyle, who believes it gives a little bit of old-school class to the truck.

When questioned about the names on the side of the truck and the significance of the title “Ted’s Shed” on the front of the cab, Kyle explained: “The truck was ordered and specced up by Lee, but I wanted to do something a little bit special with this one. I wanted to keep it on the quiet, and surprise Lee. “I liked it when there were a lot of owner/drivers out there with the family names on their trucks and thought that might be a nice touch.

“Without Lee knowing, I got in contact with Adam Blair of Blair’s Signco Pty Ltd. at Heathcote and devised a plan to have the names of Lee’s kids and a tribute to his dad, Ted, hand-painted onto the truck.

“As Adam is an old mate of Lee, and with Lee being very hands-on in his management style, it was a real struggle to keep him from seeing the truck before our official unveiling, which took place in front of the whole family at a job site. I even had to go as far as to instruct the satellite

L-R The Fahey family of Ted, Ruth, Melissa, Lee and Sarah 20

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FEATURE tracking installers not to activate the tracking on this truck until I gave the go-ahead, because I knew if Lee could find out where the truck was, he would head out to check up on its progress,” laughed Kyle.

Orchestrating the unveiling of the new truck to Lee was a difficult affair. Lee was requested a few days prior to attend a worksite, and had been told by Kyle to wear his best Gear Shift shirt. This immediately got Lee wondering what was going on. Lee’s wife Melissa was in on the secret and also

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arranged to bring out Lee’s parents, Ted and Ruth, and daughter, Sarah. PowerTorque was also present to capture the unveiling and hand-over of the new truck.

The truck was driven out by Kyle connected to the company’s three-week-old Drake quad-axle trailer.

For authenticity, Komatsu at Ingleburn lent a refurbished 20-tonne excavator for the day.

GEAR SHIFT HAULAGE In an industry fast becoming dominated by big business and multinationals, the transport game could do with more old-fashioned family value displays such as this offered by a transport manager to his owner.

Lee and the extended family were treated to quite the surprise upon arriving at the work site to view the truck and its signwriting.

A nervous few minutes passed with Kyle not knowing if Lee would approve of his use of company funds to spring the surprise, or whether he had to look for a new job. It didn’t take long for the smiles to kick in as the family took in the small, yet humbling, gesture.

Kyle Bunning and Lee Fahey

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FEATURE

STREET SMART Hino shows its 500-Series is based on clever thinking – Words by Warren Caves.

H

ino’s 500 Series Wide Cab range entered service with Australian fleets in early 2017, teaming a choice of two different capacity, six-cylinder, turbocharged diesel engines with the Allison 3000 World Series six-speed automatic transmission.

Visually, the difference between the two engines was evident in the cab positioning being lower – a two-step cab entry for the 8.0-litre, versus the three-step up to the 9.0-litre.

At the time of its launch there were more than 50 variants in the 500 Series range, encompassing models such as the FG, GH, FL and FM, and running from 4x2 to 6x4 and with a 6x2 featuring an additional lifting lazy axle alternative as an aftermarket fitment by the bodybuilder.

In what was an Australian first for this class, Vehicle Stability Control (VSC) was fitted as standard across the 500 Series range. Additional class-leading safety features include ABS, traction control (ASR), a driver airbag, cruise control, fog lamps and Hill Start Assist (with manual gearbox only).

Although a standard cab version of the 500 Series was previewed at the Tokyo Motor Show in 2017, it wasn’t available for the Australian market until November 2018.

The arrival of the standard cab to join the wide cab versions was destined to gain the attention of medium duty truck buyers and operators, where the additional interior space of the wide cab versions is not needed for inner city application.

Hino Trucks Australia has a lot riding on its decision to include a raft of safety features as standard inclusions on this truck, and is obviously excited to be able to increase the available product range. PowerTorque was invited to preview the all-new 500 Series standard cab at the Hino Motors Limited (HML) test facility in Hamura, Japan.

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HINO 500 One of the reasons for delaying the arrival of the standard cab was the introduction of an all-new smaller displacement engine that brings increased power and torque outputs. The gain for operators is improved fuel economy and lower exhaust emissions that comply with Japan’s stringent post-Post New Long Term (pPNLT) emissions standards, which is equivalent to Euro6.

With its cleaner, greener attitude, the standard cab 500 Series brings to the table new levels of both active and passive safety, together with technology benefits not previously seen in the Australian medium duty truck segment.

Versatility and choice have been increased with 54 model variants available across the FC, FD and FE range, up from the previous 35 model line-up.

Cabin variations across the 500 standard cab range include a short cab (FC), a rest cab with ADR42 sleeper compliance (FD&FE), and a crew cab (FD&FE).

For the new 500 Series standard cab, the FC now joins the FD in the 11,000kg GVM category, a significant increase over the previous FC model’s 10,400kg GVM. The FE model continues to be offered with GVMs of 12,000kg and 14,000kg, depending on requirements.

Beneath the cab sits the new heavy-duty AO5, 5.0-litre, four-cylinder, turbocharged engine, replacing the previous five-cylinder AO7 that was fitted to the original versions of the standard cab truck.

The AO5 is designed around the AO9 six-cylinder engine fitted to the 500 Series wide-cab models in Australia.

Sharing some core engine componentry from the AO9 including crankshaft and bearing dimensions, and utilising a shorter stroke, the AO5 is claimed by Hino engineers to be under less stress and easily able to cope for the long term with the increased outputs.

Interestingly, the new AO5 four-cylinder engine produces the same amount of torque as the larger JO8 engine fitted to the 500 Series wide-cab models, plus it offers 10 to 20 percent more torque than the JO7 five-cylinder engine that featured in the outgoing standard cab models.

The AO5 engine should be more than up to the task, as explained by Daniel Petrovski, Manager of Product Strategy, Hino Motor Sales Australia (HMSA): “The AO5 engine is basically an AO9 with two-cylinders cut off – it’s a big, heavy-duty engine”.

Three power ratings are available depending on model selection, with 240hp @ 2300 rpm and 794Nm of torque @ 1400 rpm for the AO5-TE fitted to FC & FD 1124 models.

The FE crew cab models receive the AO5-TD with 240hp at 2300 rpm and with 833Nm of torque at 1400 rpm, while the range-topping FD 1126 and FE 1426 models are powered by the AO5C-TC with 260hp at 2300 rpm and 882Nm of torque @ 1400 rpm.

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FEATURE The 240hp variants are fed by a single variable nozzle turbo, while the 260hp versions benefit from a two-stage variable nozzle turbo.

The low-revving nature of the new engines and a torque curve plateau from 1200 rpm to 2200 rpm, results in great low-engine rpm performance and should produce solid pulling power, with subsequent fuel economy gains from the down-speeding of the engine operation.

Exhaust emissions are controlled by selective catalytic reduction (SCR), exhaust gas recirculation (EGR) and diesel particulate reduction (DPR) to the equivalent of Euro6.

The Standard Cab 500 Series is the only sub 15-tonne truck in the Australian medium-duty truck market to be fitted with a true engine brake - a “Jacobs Engine Brake”, to be precise. This is an offering that, when used in addition to the traditional exhaust brake, should increase brake service intervals and reduce operating costs.

Manual transmission offerings are from the LXO6 sixspeed manual transmission, proven in the outgoing 500 Series standard cab, and additionally the MXO6 and MXO7 have been added to support the extra torque of the AO5 engine.

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A six-speed Allison 2500 series fully automatic transmission is available across the range of 500 Series standard-cab models, which sees Hino Trucks as the only Japanese truck manufacturer to offer a true fluid automatic transmission from a car licence truck right through to a 6x4 prime mover. Crew-cab models are now available with an automatic transmission, unlike the previous 500 Series models.

The Hino Automated Manual Transmission (AMT) is also available, controlled via a rotary dial function on the dash to the left of the steering wheel, with a manual selection paddle on the underside of the steering wheel. All manual and AMT FD & FE models are also fitted with a Hino stop/ start system, automatically stopping and restarting the engine when the vehicle comes to a stop.

Bill Gillespie, HMSA’s General Manager of Brand and Franchise Development says: “We predict that 70 percent of 500 Series sales in Australia will be fitted with automatic or AMT transmissions”.

On the outside, there are subtle changes from the outgoing 500 Series, a distinct two-bar grille, larger Hino badge and redesigned headlights (low-beam LED for the FD and FE), daytime running lights and cornering fog lights. These redefine the look a little and an Emergency Guard Impact System (EGIS) cab with door impact beamsrounds out the changes.

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FEATURE Inside the cab is where the major differences will be noticed, with a refreshed dash design and colour palette on offer that marries earthy tones and carbon fibre.

Technology advancements come in to play with the allnew 6.5-inch smart multimedia unit and seven-inch LCD multi-information display in the centre of the instrument cluster, giving the driver easier access via the steering wheel control switches to more information than any other Hino before.

Smart thinking also extends to the wireless mobile phone charging mat, located within the dash.

The new multimedia system and in-dash display could warrant an article all to themselves, so I’ll condense things a bit. There’s app integration for music and audiobooks, and wi-fi connectivity for the telematics options available in conjunction with Hino Traq. This builds a wealth of driver and truck performance data for owners and fleet managers which is both broad and encompassing, warranting the title of “the smart truck”.

For driver comfort, the latest ISRI NTS-2 driver’s seat is standard fitment with rearward travel increased by a generous 48mm for taller drivers and also containing integrated seatbelt fitment with pre-tensioner.

When asked what is standard fitment and what’s optional, Bill Gillespie’s answer was simple. “There are no options from Hino when it comes to safety”, he said.

“We had some very robust discussions about what would, and what would not be standard inclusions when it came to the safety features on the new model 500 Series standard cab. In the end it was decided that all the safety features would be standard across the range”.

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These include Pre-Collision System (PCS), which includes Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Safety Eye (SE), Adaptive Cruise Control (ACC), and Lane Departure Warning (LDW).

Vehicle Stability Control (VSC), which incorporates ABS and Traction Control (TC), is also standard, bringing the VSC feature across the entire Hino truck range from the 300 Series through to the 500 Series.

Taking part in a drive evaluation at a Japanese test and development centre usually generates a degree of concern for the hosts, mainly because of the constraints placed on the employees accompanying the media and their belief that the incumbent driver might reduce their chance of enjoying a company pension.

Upon arrival at Hino’s Hamura plant, we were transferred from our roadgoing bus to a fully curtained plant transfer bus, denying us any unauthorised gazing upon Hino development projects, for the transfer to the test track facility and our drive evaluation of the new 500 Series standard cab.

Having completed the customary greetings extended by the senior management of the test facility and manufacturing plant, the media group was introduced to the three 500 Series standard-cab trucks poised for evaluation on the circular Hamura test track.

Available for test were an example of each available transmission variation, being a five-speed manual, a Hino AMT and the Allison 2500 fully automatic.

Entry to the cabin is excellent thanks to the low step, wide 90-degree door opening, and grab handles both side of the door opening, allowing for three points of contact.

HINO 500

The ISRI seat afforded ample adjustment, providing a comfortable driving position when combined with the tiltand-telescopic steering wheel adjustment.

Immediately noticeable from take-off was the low-down torque from low engine rpm levels, enabling things to start happening without undue lag. Getting up to speed even with a six-tonne payload of concrete blocks seemed effortless. Noise levels were non-intrusive unless the fan happened to be engaged, at which point the usual drone was apparent.

The test circuit is reasonably flat with only a small incline of two or three percent, which did not provide enough resistance to inhibit road speed to any great extent. It did, however, provide an opportunity to test the Hill Start Assist feature, which perfectly removed any roll-back on take-off.

The new dash and gauge layout are well positioned, with all main function gauges and the multi-information LCD display unobscured by the steering wheel. Steering was light and precise while ride comfort was ironed out smoothly, thanks in part to the 90 percent payloads and smooth test circuit.

For the first test drive, the foreign media were invited to ride “shotgun” with the Hino driver trainers to experience a simulated Pre-Collision System (PCS) event, utilising the top-of-dash-mounted Safety Eye and front-of-grillemounted radar unit. The vehicle was driven at 50 km/h towards a stationary mock car, prompting the truck to automatically grind to a halt after the audible warnings were ignored by our driver.

The remainder of our drive experiences were a little more sedate and carried out from the driver’s seat with yours truly at the wheel, accompanied by our driver trainer and an interpreter. During this exercise, the translation of driving instructions took a little while to make it into English, and hand gestures seemed a little speedier, with gesticulation increasing in direct ratio to the participation of the instructor.

On our test, I would be hard-pressed to decide whether I preferred the AMT or the Allison automatic transmission – only a longer, real-world test drive would do as a decider.

That’s not to say the manual transmission wasn’t any good, it’s just that the two-pedal models worked really well.

HMSA has made a brave move in incorporating so many advanced safety features and technical functions as standard equipment - presumably at a price premium over competitors’ base models - but I applaud the move. Any improvement in the driver’s workplace is welcome in my book, and it’s high time truck drivers in the medium duty segment were treated to basic safety advancements taken for granted in passenger cars.

Perhaps the Australian truck industry will one day see mandated minimum safety requirements for the workplace to include drivers once they leave the depot. Until that time, Hino Trucks are well in front of the game with the new 500 Series.

In summary, our initial drive introduction to the 500 Series standard cab reveals what seems to be a notable all-rounder in the medium-duty truck segment with sensible, forwardthinking improvements over its 15-year-run predecessor.

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FEATURE

FUTURE PERFECT Scania aiming high for 2019

S

wedish truck maker Scania is ready for a major attack on the Australian truck market through 2019 as supplies of its highly impressive New Generation Truck range become more easily available. With a high-profile global release, the company was taken by surprise when its order banks grew faster than anticipated and supply from Europe was no longer able to match demand.

As Mikael Jansson Scania Australia’s MD told PowerTorque during a recent interview; “it’s not so long ago we were celebrating selling 700 trucks per year into the Australian market. For 2018 we achieved total sales of around 950 trucks. With order banks stretching out now into 2019, if we had total availability in 2018 we would have been recording sales figures of 1250-1300 units.”

Unlike some manufacturers that launch a new truck range at different times according to the availability of the various product segments, Scania chose to release all models, in all categories, globally at the same time, uplifting the customer expectation to gain immediate access to the latest technology throughout the product range.

“The V8 engine and driveline is particularly popular and we could not match demand immediately. We have now sourced new supplies of the engine block from Latin America, one of our major markets, and we hope to have 30

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availability back to normal expectations in the short term,” Mikael added.

Improving the global environment is of particular interest to Mikael Jansson who expressed frustration at the lack of a climate and environmental policy for Australia. “There is some suggestion that legislation could be delayed on emissions control until 2027,” said Mikael.

“We offer Euro 6 compliance today and the ability to reduce pollution in our cities while improving vehicle efficiency and lowering the total cost of operation. It is inconceivable not to have a sustainable environmental policy with alternative fuels and to see inefficient old trucks polluting Australian cities every day,” he added.

“Our first autonomous truck is now running in Australia and safety is very high on the agenda. Scania is the first truck maker to offer SRS airbags in driver and vehicle rollover protection. We also have to look at greater use of hybrid vehicles together with ethanol powered buses and trucks,” said Mikael.

HEADING

“Our first autonomous truck is now running in Australia and safety is very high on the agenda”

Mikael Jansson Scania Australia’s MD

The European operators continue to look closely at the prospect of expanding LNG (Liquified Natural Gas) as a road transport fuel across Europe, with new infrastructure that should ensure the long-term success and mass scale adoption.

For its road transport operations supporting its factories and supply chain Scania actually operates its own in-house transport division in Sweden and adjoining countries, using this resource to compare competitors’ products in identical operating conditions.

A consortium called BioLNG EuroNet has announced a commitment to the further expansion of LNG and this links together Shell, Disa, Scania, Osomo and Iveco in a range of separate activities that will see 2,000 more LNG trucks on the road, 39 LNG fuelling stations and the construction of a BioLNG production plant in the Netherlands.

Through its in-house haulier, Scania operates a fleet of 45 trucks and coaches, of which 14 are prime movers for long distance transport. As of 2018, the fleet can run on fossil free fuel and hybrid drive, which reduces carbon emissions by more than 95 percent.

The LNG retail stations will form part of a pan-European network and be built in Belgium, France, Germany, the Netherlands, Poland and Spain. The stations will be located approximately every 400 km along core road network corridors from Spain to Eastern Poland.

Reaching a target of 100 percent fossil-free fuel is certainly feasible, even though it is not currently possible due to a lack of HVO/biodiesel fuel stations outside Sweden that necessitates some trucks having to refuel with regular diesel.

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FEATURE The Scania Transport Laboratory was founded 2008 as an extension of the company’s research and development department, in an effort to learn even more about its customers’ challenges and how profitability can be improved. Already in its first five years the lab reduced fuel consumption by 20 percent and carbon emissions by 50 percent per transported tonne.

“This is about practising what we preach. We are not asking our customers and the industry in general to do something we are not willing to do ourselves,” says Jan Björklund, Head of Scania Transport Laboratory.

Every day, the Scania Transport Laboratory operates 14 truck and trailer combinations between the manufacturing plants in Södertälje, Sweden, and Zwolle in the Netherlands.

Over the course of a year each truck is driven approximately 400,000 kilometres, which is about three times as much as a truck would run in the same time in an average haulier’s operation. That means the Lab offers a uniquely rapid opportunity for Scania to test and assess vehicle quality and performance. Equally important, the lab can test theories about flow analysis and planning as means to remove waste from the transport system, as well as driver training.

“One of the key learnings for us is the effect of planning and driver training. We see that it works, and that fairly small adjustments have a big impact. For example, reducing the speed from 90 to 80 km/h in the long-haul operations reduces fuel use by 10 percent, while the comparative time loss is only 1 percent,” says Björklund.

The objective to transfer to fossil-free fuels is seen as pathway to sustainable transport, and to promote this focus Scania welcomes the European Commission’s strategic long-term vision for a climate neutral economy by 2050.

As noted by the Commission, Europe must accelerate the transition towards zero-emission mobility. Transport must become more energy-efficient and society needs to reduce

its dependence on oil until its use is eventually phased out altogether, in favour of exclusively fossil-free fuels.

The European Union recognises the need for a comprehensive regulatory framework comprising action on clean technologies through improved emission standards.

This includes the deployment of low-carbon fuels, but on this subject the current Australian Federal Government continues to refuse to acknowledge climate change.

In Europe there are calls for rapid electrification and, in parallel, a strong deployment of sustainable biofuels with the intention of finding further solutions for CO2-free transport.

In the coming decade, heavy vehicles will increasingly be electrified, initially as hybrids. Meanwhile, e-highways offer a highly promising carbon-reduction pathway. Scania is involved in projects in Sweden, Germany and Italy.

“The technology is already here and tested. They improve efficiency in the use of electric vehicles and need for batteries. Connecting the main road network between the three largest Swedish cities with an electrical road network would, for example, decrease carbon emissions from road freight by half,” said M. Carlbaum, executive vice president for Scania AB. However, it is not expected that electrified heavy transports will be fully technically and commercially viable for another ten years. Therefore, to succeed in fulfilling the Paris Agreement climate goals, sustainable biofuels must increasingly be utilised in combination with electrification, to enable the fastest carbon emission abatement.

Ethanol, biogas and biodiesel all have the advantage of contributing to a regional circular economy, reducing CO2emissions, increasing energy security and creating local jobs. Scania’s vehicles can operate on all commercially available renewable biofuels, which means carbon emission reductions of up 90 percent.

Scania Australia has recently announced the appointment of Dean Dal Santo to the position of director of truck sales. Key to the ongoing growth of Scania is the announcement of a further 11 truck service and parts support operations joining the brand representation in regional areas.

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FEATURE

ULTIMATE THOUGHT PROCESSORS Warren Caves reviews the autonomous UD

UD

Trucks’ revised Quon heavy duty truck has moved a step closer to complete autonomy. To experience this development at close quarters, PowerTorque visited Japan to evaluate a commercial test-ready Quon fitted with its latest autonomous technology, prior to the start of a trial in real-world customer operations within controlled environments. Once the trial is completed, the plan is to begin commercial customer operation by 2020.

UD’s ‘level-four’ autonomous Quon was revealed at UD’s experience centre, adjacent to the company’s Ageo manufacturing facility in Japan. Here, an in-depth presentation demonstrated in unmistakeable terms that UD trucks is heavily dedicated to its autonomous journey.

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In true Japanese style, the first UD truck to achieve high-level automation, or level-four, is named “Fujin” after the Japanese God of Wind. The Fujin truck is one of the two pillars of UD’s Innovation Roadmap, Vision 2030 announced in April 2018 − the second being Raijin, named after the Japanese God of Lightning and Thunder.

The Vision 2030 roadmap outlines UD Trucks’ goals and objectives towards automation and electrification of its products. Where 2018 was scheduled for practical vehicle demonstrations, 2019 sees the start of trials, and in 2020 we can expect to see autonomous trucks in commercial operation, finally culminating with level-five − or full autonomous − commercialisation by 2030.

UD

Connectivity will be a cornerstone to UD Trucks’ autonomous success. Being a member of the Volvo Group, UD Trucks can leverage a wealth of knowledge and data from around 800,000 connected assets around the globe to improve its automation and connectivity technology.

UD Trucks Senior Vice President of Process and Solutions, Satish Rajkumar, says: “Connectivity is an important enabler for automation, although we still have challenges to face, including cyber security”.

management of their customers assets − particularly with regard to maintenance. This wholistic approach will be able to be remotely implemented, to optimise servicing and downtime and address issues in a proactive manner.

Level one of the autonomous journey began with no feet operation or cruise control; levels two and three featured various methods of automatic driver assistance, including platooning. Level four, as featured on Fujin, denotes autonomous operation which can theoretically be carried out without a driver present, although the vehicle retains all the current operational controls still in place, i.e. steering wheel, brake and throttle pedals.

Initially, for our demonstration, the Fujin truck was operated under the observance of a driver who could take control if required. Level five, being full autonomous operation which removes even the need for a steering wheel, is the Holy Grail.

“Fujin is UD Trucks’ first step towards levelfive automation, with autonomous technology growing each day”

UD initiated its first connected truck in Japan in 2006, and there are currently around 80 to 90 connected trucks operating within Australia.

Connectivity is an integral part of automation and it’s this level of monitoring which seems set to drive truck manufacturers to further understand the product applications and have a greater input into the broader logistics chain and

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FEATURE

UD Trucks’ Senior Vice President of Technology, Douglas Nakano, told PowerTorque: “Today’s demonstration is a major step forward towards practical application of this technology by 2020.

“Our heavy-duty truck Quon, launched in 2017, contains a sophisticated vehicle control system which is the base of our highly precise automation technology. Based on the Quon, UD Trucks will continue to develop more advanced automation technology to address the needs of our customers everywhere and provide the trucks the world needs today”.

Level four automation in this current context will be trialled in controlled environments − for example, container yards, port areas, or mine and quarry sites where public access is not permitted. This environment was simulated for our display adjacent to the Ageo test track.

After a nervous minute or so when it seemed as though nothing was actually happening, the Quon Fujin truck arrived and completed its programmed tasks without a hiccup.

An evaluation area was set up with nine different task checkpoints or practical display locations to showcase the vehicle’s autonomous operation, with a driver behind 36

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the steering wheel holding his hands in the air for the entire demonstration.

The test area simulated several common scenarios. These included reversing into a warehouse within a boxed-out section marked by cones; driving between coned-off areas simulating entering a loading or unloading zone; and various turns and manoeuvres in both forward and reverse directions.

The system is said to be programmable by driving and recording a defined path just once. With some customer training, self-programming can be made available via the in-cab control unit, and accuracy of operation is said to be as close as 25mm.

It’s no secret that UD Trucks has been able to draw on the vast wealth of testing data and assets of the Volvo Group to bring the Quon autonomous truck to fruition.

Volvo Group currently has six FH 16 autonomous vehicles operating in Bronnoy, Norway, at limestone mining operations. These trucks are operating as articulated vehicles with up to 90 tonne GVMs and operations include autonomous reversing of trailers to a tip-off ledge. The trucks are operating 24 hours a day, only stopping to refuel or for maintenance.

UD Brazil is also benefitting from Volvo autonomous technology − seven trucks are already in operation, with a further 25 coming on-line in the near future, harvesting sugar cane.

With greater control of speed and tyre positioning within the crop field, yields have been substantially increased by way of reduced soil compaction.

It’s this technology-sharing that allows UD Trucks to adapt these systems to its own brand in relatively short timeframes. The automation hardware and systems were taken directly from an FH Volvo, fitted into the UD truck, and made operational in a mere four months.

A combination of guidance systems control the autonomous vehicle − GPS, radar and lidar communicate positioning to the ECU and a control device. Lidar stands for light detection and ranging, which uses light in the form of a pulsed laser. This mixture of locating technologies allow operation in circumstances where GPS signals may temporarily drop-out, such as in tunnels or under bridges.

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FEATURE When married to what is quickly becoming widespread truck technology such as, Active Emergency Braking (AEB), Lane Departure Warning (LDW) and Adaptive Cruise Control (ACC) systems, autonomous truck operation within controlled environments is no longer limited to concept trucks.

greatest fuel usage penalty by having to cut the wind.

I have visions of drivers continuously jockeying for a more favourable position in the middle or at rear of a platoon to save fuel − or perhaps the lead position will be saved for the multi-national company-owned trucks. I, however, will keep a (somewhat sceptical) open mind.

What will challenge future progress is the real-world application on public roads, with consideration needed to the unpredictable nature of human beings. These will need to be addressed, as will the effect of their actions upon the productivity of autonomous vehicles. This will not be an easy task.

When questioned on the cost premium likely to be imposed on UD’s autonomous vehicles, our panel of representatives could not lock down a definitive response, only going as far as to say that the cost will need to be evaluated on an individual operation basis. They seemed confident, however, that the potential for 24/7 operation and the eventual absence of an operator’s wages would over time outweigh the extra purchase cost.

Senior executives from both UD Trucks and Volvo addressed the audience during our presentation and it was clear that while they all believe that autonomous trucks will play a huge part in the future of transport worldwide, they all agree that autonomous trucks operating on public roads will take more time and development.

“We don’t have all the answers yet,” said Douglas Nakano. This was echoed by Henrik Farnstarnd, Volvo Group’s Vice President of Group Automation: “To go on public roads will take some time”.

“The potential for 24/7 operation and the eventual absence of an operator’s wages”

UD Trucks is also currently a participant in the Japanese government’s highway platooning projects, which continues to see improvements made to this technology, including multi-brand platooning communication.

I’m not convinced of the suitability of this platooning technology for Australian conditions. We already have multi-trailer combinations only requiring one driver, and the lead truck in platooning formations will suffer the

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With its sights set firmly on gaining a stronger market share in the heavyduty sector, UD Trucks’ timing is prudent, given the release of the Quon last year. Strong demand for the Quon helped UD Trucks to healthy gains in the heavy-duty sector throughout late 2018.

The timing of the level-four autonomous Fujin release synchronises well with an overall strong truck sales market in Australia, and adds another feather in the cap of the latest Quon heavy-duty truck.

Fujin is UD Trucks’ first step towards level-five automation, with autonomous technology growing each day with development of complex algorithms used to control, engines, transmissions brakes and steering.

UD Trucks will continue to leverage data and knowledge from the Volvo Group to improve on-road adaptability in the race to achieve true level-five autonomy.

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FEATURE

DIGGING DEEP

Scania Australia reveals the new XT mining and construction range – Words by Ed Higginson

S

cania launched its new XT mining and construction range as part of its ’New Truck Generation’ in November at the IMARC Expo in Melbourne,. For XT, read “Xtra Tough”, heralding the introduction of some impressive features to enable these models to cope with extreme environments.

Originally launched in 2017 in Europe as part of the broader rollout of the ‘Next Generation’, the XT mining and construction range delivers a robust set of solutions for a wide variety of applications. It can be configured to an operator’s requirements utilising one of three available cab sizes - P, G or R. Like their on-highway siblings, Scania XT models are fitted with side curtain rollover airbags as standard, providing industry-leading driver and passenger protection in the event of a crash or rollover. Scania should be commended for being the only truck maker to offer this potentially lifesaving feature as standard fitment across the range.

With a long history in mining, exploration and construction, both here and overseas, Scania has proven its ability to make tough trucks. A good example of this is the production of some of the largest on-highway mining trucks available, such as the impressive 730 hp 10x8 truck pulling 220-tonne roadtrains in the NT. When considering the state of some inner-city roads, the XT might find itself at home in the urban environment, too.

The Scania XT features a distinctive and rugged look, from its heavy-duty steel bumper that protrudes 150 mm ahead of the front of the cab, to its elevated ground clearance, impact-resistant mirror cases, unique headlamp protection grilles and slip-proof steps.

As well as looking tough, these features serve a purpose, with the steel bumper incorporating a 40-tonne tow point with an increased approach angle. The steps also swing back if they hit rocks, and the light protectors will stop small rocks from breaking the LED lights - the aim being to prevent downtime from everyday bumps and scrapes.

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SCANIA XT

The off-road credentials also benefit from an elevated ride-height and all-steel parabolic leaf sprung suspension, front under-run skid plate, and upright exhaust to reduce dust spray - all of which make it an ideal option for site work.

The XT is available with the full range of Scania’s Euro 5 or Euro 6 SCR emission engines across its well-established 9.0-litre 5-cyclinder, 13.0-litre 6-cyclinder, and 16.0-litre V8 engines.

If you want to stay with Euro 5, the engines are rated from 280 hp with torque of 1400 Nm, up to 620 hp with 3000 Nm of torque. For those wanting to take the jump to Euro 6, the range of power is much wider, starting with 220 hp and 1000 Nm of torque with a new 7.0-litre 6-cyclinder engine, up to a whopping 730 hp and 3500 Nm of torque in the V8, whilst also claiming substantial fuel savings of 7-10 percent.

For the transmission, the choice comes down to Scania’s Opticruise with four performance modes of Economy, Standard, Power and Off-road, enabling better traction control when driving in rough terrain and on surfaces with high rolling resistance.

The infamous Scania Retarder interacts with the cruise control, exhaust brake and wheel brakes to provide total downhill speed control. In addition, the retarder is available in two performance steps for different driving conditions.

To improve its off-road credentials further, the XT can be optioned with a clutch-on-demand function. Scania used to fit a clutch with its auto, finally removing it about 10 years ago. Understanding that there remain some applications where a driver might prefer the sensitivity of a clutch pedal, the manufacturer has decided to bring the option back for the XT, expecting some customers may prefer it for off-road control.

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FEATURE Rather than using a ‘Rocking’ function on the auto ‘box like some of Scania’s competitors, the clutch-on-demand function should improve the control when pulling away on slippery surfaces. Once traction has been obtained, the driver can ignore it the rest of the time and let the Opticruise work as a full auto.

Scania offers a wide range of steered and fixed axles.

Starting with on-road applications, the front axle can carry a load well in excess of Australian maximum limits for a single axle. For specific low-speed, off-road applications this could be as much as 12 tonnes. Also on offer are driven steer axles, with or without permanent all-wheeldrive, which gives excellent mobility and traction on soft surfaces such as mud, sand, and snow.

This extensive choice also extends to preferences for rear axles, both with and without hub reduction. Bogie axles with hub reduction can carry up to 32 tonnes for on-road applications and up to 42 tonnes for site operation. Nonsteered tag axles have a capacity of 10 tonnes, whereas steered tag axles can carry up to 9 tonnes.

As for axle and chassis solutions, Scania is introducing a number of new features that are particularly relevant to applications in construction operations. For example, the new generation allows an electronic brake system (EBS) to be combined with drum brakes on three-axle vehicles, adding appeal for some customers.

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FEATURE Another innovation is the option to combine disc brakes with a 26-tonne bogie, and a choice of RBP735 or RBP835 with hub reduction. Scania has also switched to helical gears in the planetary gears for hub reduction, which contributes to a reduction in noise levels and increased service life.

Some features add significant extra kilos - up to 500 kilograms. For applications where you need every bit of payload - such as tipper work - purchasers will need to select options carefully. Scania can offer lightweight specifications as an alternative, making its range highly configurable, depending on the application involved.

Prior to the XT launch, PowerTorque was invited to meet with Claes Erixon, Scania’s Executive Vice President and Head of Research and Development, plus Mikael Jansson, the new Managing Director of Scania Australia.

“We spend a lot of effort in R&D and production to make sure… we build the truck to meet the operational needs.”

“We spend a lot of effort in R&D and production to make sure we can configure the trucks for each customer,” Claes said. “There are a lot of choices to make when specifying the truck. We prefer that the customer and the sales person sit face-to-face so we build the truck to meet the operational needs”.

It’s not always easy to specify a truck months before it needs to hit the road, Mikael acknowledged. “We have a lot of local content with a great list of suppliers to assist with customising stock vehicles,” he said.

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“This has been a great point of difference when it comes to the mining sector and resulted some years ago in a separate division being set up to design, build and deliver tough trucks. The XT will add to this with a ready-made package, whilst still being highly customisable”.

Scania’s experience with sending its trucks into remote areas has also led it to configure a service arrangement where factory-trained technicians can attend in-house or temporary on-site workshops to maintain the vehicles, rather than having to return them to a dealership.

The service arrangement can also include having a nominated Scania fleet manager to support the planning, coordination and administration of all fleet services. They will work to detect potential problems in advance, and optimise the fleet service plan to achieve maximum uptime.

Scania’s unique one-on-one application-based driver coaching is offered at the customer’s site, linking the driver to the new truck’s abilities. Having experienced the training myself, it is a great opportunity to learn the capabilities of the trucks.

With trucks today having so many advanced features, manufacturers need to communicate how to get the most from them safely, whilst reducing wear and tear, stress, and fuel consumption.

SCANIA XT

XT at Work

Scania’s New Generation Truck XT models are already at work, with these two NTG G 450 8x4 twin steer chassis fitted with new, higher-capacity 40,000-litre Shermac water cart bodies operating for a Western Australian mining customer in the Pilbara.

The tailor-made Shermac bodies are more than double the capacity of those fitted to traditional road-going trucks used on mine sites and are designed to replace minespecific road train combinations.

The NGT G 450 XT 8x4 can handle a payload of 40,000-litres for a GVM of around 66-tonnes.

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FEATURE

FUSO – READY TO WORK

Warren Caves finds that Fuso is geared up to start work with pre-bodied options

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FUSO

F

uso plans to help customers to “hit the ground running “with its Built Ready range of pre-bodied trucks, centred around its hardworking Canter and larger Fighter models.

As dependable as a pair of old boots, Fuso’s Canter range has been a common sight on Australian roads since the early 1980s. The company plans to make new truck purchases a lot easier with a selected range of trucks wearing the Canter and Fighter badges, available for immediate delivery complete with work-ready bodies.

“Fuso wants to make it easier for our customers to do business, so we have developed the Built Ready range that covers a wide range of applications, “Fuso Director Justin Whitford said.

“We know that our customers would rather be out there getting the job done, rather than waiting for a body to be built up”.

At the invitation of Fuso Trucks, PowerTorque attended an introduction and drive day in Canberra to view and test drive the available range of Built Ready options.

Starting at the lighter end of the weight segment, the Canter range includes five body- and two cab-width variants for multiple applications. Two tipper-bodied trucks are included in the Built Ready range - the 615 City Cab and the 815 Wide Cab. The 615 City Cab Tipper, as the name suggests, features a narrow cab and tipper body for tight site access and would ideally suit small landscape operators or council park and garden types of work. It features a two cubic-metre capacity tray.

The 615 tipper is the only Japanese tipper model to come with an integrated strengthened box-chassis section to support the tipper and mechanism rather than a separate sub-frame.

This construction technique reduces weight and subsequently gives the little 615 a GVM of 6 tonnes, an increase in payload of an additional 500 kg. All Canter models can be downgraded to 4.5 tonnes GVM to allow the trucks to be driven on a standard car licence.

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FEATURE

The 615 city-friendly tipper is fitted with the 4P10 3.0-litre, four-cylinder engine with 147 hp (110 kW) of power and 370 Nm of torque and is available with either a five-speed manual transmission or a six-speed Duonic automated transmission. A limited slip differential is standard equipment for both tipper variants, and reversing cameras are standard across the range.

The larger 815 Wide Cab tipper has recently received a range of engineering upgrades to enable its GVM to be increased to 7.5 tonnes, with the GCM also increasing to a useful 11 tonnes, up from the previous 10 tonnes GCM. By increasing the length of the body to 3150mm, a cubic capacity increase over previous models of 14 percent has been achieved, giving a 2.4 cubic metre capacity, further boosting productivity. It’s available with a five-speed manual transmission or Fuso’s quick-shifting Duonic, automated DCT. Both the Canter Built Ready tipper models are fitted with their respective bodies direct from the factory in Japan and come complete with a Fuso manufacturer’s warranty of five-years or 200,000 km, whichever comes first.

The remainder of the Built Ready range is fitted with bodies manufactured by specifically selected Australian body builders.

The 515 Canter is available with three body choices to suit popular applications. All feature the 4P10 four-cylinder engine and the driveline runs on a standard suspension

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design of front independent double wishbone with coil spring and rear parabolic leaf springs.

For the cool kids, there is the refrigerated 515 Canter City Cab. This fridge/ freezer v500 is Thermo-King equipped with a 240-volt plug-in option for stand-by, and is capable of operating down to minus-20 degrees Celsius.

The refrigerated bodies are manufactured with white styrene sandwich walls and roof, with non-slip fibreglass over a 17mm CD ply floor. Internal LED lighting, grab handles and foldout steps keep the workplace bright, safe and functional, while cold air curtains on the side and rear doors maintain product delivery temperatures when unloading.

Needing only a standard car licence, the 515 Canter Wide Cab with alloy tray is heavily targeted toward the tradie sector. Features include a four-tonne rated floor, twopiece drop-sides, 65mm removeable ladder racks with load pins and 40mm rope rails with integrated front step.

The 515 alloy tray Canter is available with a fivespeed manual transmission or the six-speed Duonic automated transmission.

The Canter Wide Cab alloy tray model tested was the five-speed manual version which performed well, and I particularly like the dash-mounted gear shift positioning, although the gear changes seemed a bit notchy if rushed.

The wheelbase is 3400mm and the little truck had an amazing turning circle provided by the rack-and-pinion steering configuration.

DRIVEN BY

TRELOAR TRANSPORT “Where we are south of Devonport the conditions are challenging and the application demanding. The terrain is undulating, the trucks operate at a heavy weight, often travelling on gravel roads that are wet and slippery. I’m expecting longevity out of the ProStar®, especially if it’s anything like our other INTERNATIONALS.”

John Treloar, Managing Director, Treloar Transport

The new INTERNATIONAL® ProStar® is driven by one of the most trusted partnerships in trucking, Cummins® and EATON®. Featuring the latest Cummins® X15 SCR engine delivering up to 600 horsepower (447kW) and 2050 lb.ft (2,779 Nm) of torque and with the choice of an EATON 18-speed manual, or the clever EATON UltraShift™ Plus 18-speed AMT, the ProStar® is ready for the toughest jobs. And by activating Cummins’® ‘ADEPT’ suite of innovative features including ‘Smart Coast’ and ‘Smart Torque’, the UtraShift® Plus provides engine and transmission integration like no other. It’s a partnership that works according to John Treloar.

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FEATURE

In Pantech guise, the Built- Ready range includes the 515-Wide Cab Canter. This comes with the six-speed Duonic automated manual transmission and is fitted with a 4319mm-long, 2205mm-wide by 2135mm-tall body of 20mm thick fibreglass-reinforced walls, an aluminium roof and internal tie-down rails. The floor is 3 mm chequer plate and at the rear sits a 600 kg Dhollhandia tuck-away tailgate loader.

The 515 Pantech is clearly aimed at rental fleets, with a spec that excludes a manual transmission option, standardising on the Duonic automated manual and with ratings nudging 4500kg GVM, plus the obvious attraction of car licence compatibility.

Moving into the Built Ready Fighter range, two curtainsided options are available with a 10-pallet 4x2 and a 14-pallet, 6x2.

The 10 pallet Fighter 1024 4x2 is powered by the 6M60 7.5-litre six-cylinder engine rated at 240 hp (177kW) and 745Nm of torque. This model offers a GVM of 10,400 kg and a GCM of 16,000 kg. An air assisted, six-speed manual transmission or an optional five-speed Allison Automatic transmission are available with a standard wheelbase of 5210 mm.

The 10-pallet, curtain-sided body has a side opening of 2440 mm; an aluminium, one-piece skin and roof structure with integrated curtain track; six lift out, hanging gates; and quick-release buckles every 500 mm.

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Good cab space, two transmission options and the choice of either manual or air park brake application should see the popular Fighter appeal to small fleets, rental operators, and mail or parcel work. The 10-pallet Built Ready Fighter fits right into a busy light truck market sector.

Rounding out the Built Ready range is the medium-sized Fighter 2427, 6x2, 14-pallet, curtain-sided truck. Also fitted with the 6M60 engine, in this application it is uprated to 270 hp (199 kW) and 784 Nm of torque. Transmission options are either the six-speed Allison automatic, or the optional Eaton nine-speed manual.

The 14-pallet Fighter has a GVM of 23,200 kg and a GCM of 32,000 kg, with a wheelbase dimension of 6530 mm. The Fighter 6x2 is imported with the rear lazy axle already fitted, removing the need for local modifications.

The fitment of low-profile tyres reduces the deck height, making for easy and safe multi-drop loading and unloading. The side opening is a little taller than the Fighter 4x2 at 2800 mm, but it features basically the same construction as the 10-pallet body with the addition of two extra side lift-out gates.

All Canter models tested come standard with a touchscreen multimedia system that includes satellite navigation with three-years of free map upgrades. The multimedia

FUSO

screen also gives a clear view of the reversing path, a feature particularly handy for rental fleets. Dual airbags are also included.

The independent front suspension fitted to the Canter (with the exception of the tippers) provided good road feel and increased comfort over traditional leaf spring systems.

getting left behind. The Built Ready range from Fuso goes a long way to help with these situations, offering trucks of proven reliability fitted with work-ready bodies to cater for some of the commonly operated configurations in the small- to medium-duty market.

More and more I am finding myself advocating the use of fully automatic fluid transmissions, or AMT (perhaps I’m just getting lazy in my old age), and in the main I guess it depends on the work being carried out. With the target market of the Fuso Built-Ready range most likely to be operated within city environs, I was pleased with the performance of the AMTs and the automatics, and these would be my choice.

Adding to the ease and speed of equipment purchase made available by the Built Ready range is the bumperto-bumper manufacturer warranty included. Other advantages such as long 30,000km service intervals help to keep costs down.

In the fast-paced transport game, contracts and opportunities can reveal themselves at any given moment, sometimes without much notice. This type of scenario may drive the need to secure equipment rapidly or risk

That meeting with the accountant alerting you to the fact that you’ve had a GOOD year, may make the idea of purchasing a new, work-ready truck highly appealing prior to the end of the financial year.

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M & O T S CU SIC S A L C

FEATURE

8 8 3 T L I B R E T PE

Warren Caves discusses the perils (and rewards) of shopping.

Images by Torque it Up. 52

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Y

ou know those times when you go out shopping for an item and bring home something completely different?

PETERBILT 388

I usually go out for a loaf of bread and come home with a 57-piece socket set, a six-pack of undies and a slab of beer − but maybe that’s just me.

Brian Stevens, of B&R Stevens Transport, was originally looking for a Kenworth T909, but ended up coming home with a 2011 Peterbilt 388, built to 2009 United States compliance requirements.

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FEATURE

Brian has been operating a small fleet of Kenworth and Western Star trucks carrying out powdered concrete tanker work throughout NSW for some time. As the miles and the years march on, Brian started looking for a final truck in the hope it would see him into retirement.

Brian’s son-in-law, Luke Field, happened to spot something a little different up for grabs and thought it might be suited to satisfying his father-in-law’s quest for completing his driving career in something a little unusual, lifting Brian’s cool rating in the process.

Listed for sale by its previous owner, Barup Bullbars of Wagga Wagga, the Peterbilt 388 had been utilised by that company as a race transporter and promotional pony, and was screaming out for some personalisation.

Imported originally and converted to right-handdrive compliance by Truckworks Australia in Adelaide, the ‘Pete’ 388 had worked in Brisbane on heavy haulage applications. Its next career move was

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for a new owner hauling walking floor trailers and fridges, running locally around Brisbane and some interstate work, before being purchased by Barup Bars, and finally bought

by Brian.

The previous owners would have to have a really close look to recognise the Peterbilt now, as FAT 388 has had a major metamorphosis.

This transition has enabled Brian to cash in on all those years of waiting for the bathroom, and criticism for leaving the toilet seat up. You see, when Brian’s daughter got married, Brian hit the truck drivers’ equivalent of the jackpot in the son-inlaw stakes.

Luke operates HyShyne Customs and Stainless, a truck modification and customising business in Sydney’s southwestern suburb of Ingleburn. In what could be construed as a weird kind of dowry offering, Luke has put a whole lot of work into the Peterbilt to achieve its current standard.

FEATURE Luke explains: “We basically stripped the truck back to a cab and bonnet on a chassis. We removed anything we thought could be improved, or that might inhibit the refurbishing programme, and went from there. The chassis was completely repainted from front to back in Burgundy Red PPG paint, complimenting the cab colour of Pirate Black, a PPG two-pack paint incorporating a purple pearl”.

Once the colour scheme was completed, the truck then underwent the process of accentuating and highlighting individual areas with either refinishing or adding customised accessories in stainless steel and chrome.

The tanks were wrapped in stainless as were the straps.

A custom, low-slung tail-light bar was installed, along with custom low-mount guard brackets and Hogebuilt stainless, low-rider guards from the USA. The front steps were converted from small boxes to custom-built, stainless steel step toolboxes, while the original Barup bumper remains on the front end.

Under the cab and chassis, the eight-inch “Monster Pipes” weave the exhaust gases on an unimpeded journey skyward with a noteworthy tone.

Luke says he had to also put a lot of work into the routing of the blower piping, located between the chassis rails for the pneumatic tanker, fabricating ’Y’ joints to ensure no fouling of components around the driveshaft, cab and chassis.

For the full customised effect, United Pacific of Longbeach, California supplied the bolt caps to cover all visible fasteners. The chassis walk plates have been painted to compliment the chassis and cab colour scheme, and the rear laser-cut section leaves no uncertainty as to the truck’s heritage.

“When we got the truck, it had stainless steel front wheel arch flares. The gap around these flares was deeper than we wanted, so we pulled them off and fabricated custom

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PETERBILT 388 wheel arch flares that give a more low-line look for the truck,” Luke explained. “Within the design of the flares and the combination park light/indicator [the light defaults to whichever lamp is in operation at the time], we mirrored the shape and design of the Peterbilt logo as seen on the side of the hood, to give a blended look”. A stainless windscreen drop-visor adds imposing street credibility, and limits glare.

Lucidity lights feature around the exterior of the truck, with United Pacific again supplying the bullet lights marking the roof. Hella LED driving lights tuck away as neatly as if they were original equipment, below the headlights.

The cab and 50-inch, low-line bunk internally didn’t escape the custom treatment either, with major personalisation and improvements within its shell.

In the original cab fit-out, according to Luke, there was a lot of grey, which can be a little drab. To spice things up and add contrast, Duncan’s Trimming of Narellan re-trimmed the seats in a mix of black with red highlights, including the Peterbilt logo embroidered into the seats and the lower seat skirts.

The steering wheel and foot pedals are by Outlaw Customs of Colorado (USA), which also supplied the chrome gauges that are interspersed by grey woodgrain dash panels and burgundy infill panels. These really compliment the red and black used on the seats and trim.

A gearstick extension has been fitted with chrome cover.

When you’re on long runs you need quality tunes, and the full Rockford Fosgate treatment has been thrown in.

Speakers in the doors, plus two 12-inch subs and an amp joins the slide out fridge under the bunk. An Alpine dropdown media unit sits between the sun visors, and another resides in the bunk.

The standard driveline has been retained in the form of a Cummins EGR engine, with 620 ponies (462 kW), driving through an 18-speed manual Eaton Road Ranger transmission. The rear axles are Spicer 46-160s.

Luke admits that he went “a little crazy” with this one; but I reckon if that gets you free beers from the father-in-law at Christmas, then it’s all worth it.

The bunk was already fitted with an in-cab heater/cooler, and was also re-trimmed to complement the front seats.

On the cab ceiling is an amazing Peterbilt logo on a highgloss plaque.

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FEATURE

GREEN CREDENTIALS Woolworths take the lead towards a greener future – Words by Ed Higginson

I

ndustry needs early adopters to create change, and Woolworths has a strong track record for continuous logistical improvement. This was demonstrated by being one of the first to insist on protective side underrun for its fleet of trailers, and among the first to order Euro 5 and then Euro 6 trucks, years before any mandatory legislation.

As part of the process towards reducing emissions in transport, the company has become one of the first to take the next step in reducing the carbon footprint of its fleet by introducing a fully electric, 14-pallet delivery truck into regular operation.

Paul Graham, Chief Supply Chain Officer for Woolworths, said: “Woolworths is actively investing in safe and sustainable transport, and we see electric vehicle technology playing an important part in our future fleet strategy.

“We are excited about the possibilities of electric vehicles − not only from an environmental and safety perspective, but also in managing store delivery windows. Reducing restrictions means we can take trucks off the road in peak hour, which is good for other road users.”

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At last year’s IAA commercial vehicles show in Hannover, it was clear the world is moving away from diesel, with electric power set to be one of the main propulsion options for the future.

Some countries are moving faster than others. Norway claims that 2018 sales figures show 40 percent of all vehicles sold were based on electric power. Iceland is next at around 14 percent, while Europe, China and the US all sit around 2 percent. Australia’s electric vehicle market share is just 0.2 percent.

There are many contributing factors behind the increasing global popularity of electric vehicles, with Government incentives being the main drivers to promote the range of vehicles on sale, in addition to the increasing availability of charging infrastructure.

The Australian Logistics Council has recognised these challenges and with members including Woolworths, Linfox,

ELECTRIC HINO Toll, Australia Post and DHL, has formed the ALC Electric Vehicles Working Group. This group will investigate the benefits of electric vehicles, working with suppliers and Government to reduce the impact our growing freight industry will have on the environment.

Ben Newton is the Head of Transport Development for Woolworths and a member of the ALC EV Working Group, and is excited to put the fleet’s newest addition into service.

“Electric vehicles are coming, and we need to learn how they are going to impact a retail supply chain operation. We are looking to understand the charging infrastructure, safety and driver impacts [in order] to be proactive, rather than be caught on the back foot in a couple of years’ time,” he said.

The Hino GH 1828, fitted with a SEA-Drive 180 electric drive system, is already delivering groceries to supermarkets around Melbourne. Running 100 percent electric gives the 14-pallet delivery truck a range of 190 to 220 km, which is more than enough for supermarket deliveries around the city.

“We have worked closely with SEA Electric on the development and refinement of the vehicle, which has been delivering produce and chilled products to our Victorian supermarkets from our Mulgrave Distribution

Centre. It has performed really well and generally been making two runs per day,” Ben said.

SEA Electric has developed facilities in Melbourne to convert glider cab/chassis from various manufacturers into electric-driven trucks that are ready for service, with a model range stretching from vans up to 26-tonne trucks.

It has been developing its electric products for the past eight years, prompting Glenn Baird, the managing director of SEA Electric, to comment that the introduction of the SEA-Drive 180 model to the Woolworths fleet is an indication of the speed of this technology entering realworld operations.

Running with a permanent magnet motor, the electric drive system produces 225 kW of continuous power and a maximum power output of 372 kW. Continuous torque ratings are 1852 Nm, rising to a maximum torque capability of 3500 Nm with a 94 percent peak system efficiency.

Woolworths driver Steve has been impressed with its capability.

“Performance from 0 to 60 km/h is great, and provides an acceleration rate from rest that is better than most other trucks we use, so it is more than adequate in a city application which is its ideal operating environment.

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FEATURE “The new Hino GH cab also gives drivers the comforts they expect in any modern truck, which is important when trying to make any major change. The design and features of the cab interior and materials are typical of the latest Japanese designs, which stand up well to heavy use, especially in the multi-drop segment where different drivers jump in each day.

Steve added: “We plug the truck in at the end of the shift and it takes around eight hours to charge, but we need to be able to run trucks 24 hours a day, so I hear we are looking at three-phase charging at certain stores. As we can sit at the delivery docks from 10 minutes to 1.5 hours, if we were able to plug in whilst we wait, we could easily run it day and night.”

“We have a set run at the moment whilst we see how it goes. We run from Mulgrave into the city store, which is around 60 to 70km, and find it uses around 50 percent of its charge. The second run is just 30km and uses around 20 percent, so we could easily do a third run before having to plug it in”.

If charging stations can be coupled to solar energy at depots, the cost of fueling suddenly becomes very attractive. Just as importantly, it’s a solution that has minimal impact to the environment.

The truck gets a Lithium-Ion Nickel Manganese Cobalt (NMC) battery system, with a passive cell energy density of 354 Wh/L certified to ECE Reg 100 REV 0. With a 10plus year cell type, Woolworths expects to see reduced maintenance costs over total life cycle costs that could match a diesel truck within three years. With diesel prices only likely to increase, this payback may come much faster.

Another hurdle electric trucks must overcome is the lack of adequate infrastructure to charge the vehicles overnight.

Standard charging is provided through an IEC 62196 Mode 3 charging unit (22kW). Maximum charge can be achieved in under eight hours, but there is opportunity for this to be reduced by updating the charging systems currently available.

As the Woolworths distribution centres have three-phase charging on their docks for plugging into individual vehicle fridge units, you wouldn’t expect this to be a problem for the grocery giant. However, as Ben said: “Not all threephase sockets are equal. Charging time depends on the infrastructure as it varies between 22kW to 120kW, which makes a big difference.”

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When considering the move to electric power, Woolworths had to consider more than just the truck. Built with a 14-pallet Peki body for maximum efficiency, the refrigeration unit is a Carrier Supra 960 that runs on 100 percent electric power as well.

Ben said: “The Carrier unit draws just 3 percent of the truck’s battery per hour, so there shouldn’t be an issue if you get stranded out on the road.”

Woolworths has also added an electric rear Whiting roller door for the safety of the driver, plus the Wabco TailGuard system and reversing camera for the safety of pedestrians.

One issue that needs to be considered with electric vehicles is just how quiet they are in operation. Great for late-night store deliveries in suburban areas, but will pedestrians notice you coming?

Steve said: “You do notice people looking at you strangely when you roll silently past. The biggest difference is that you must drive with your eyes rather than your ears. You need to learn to look at the gauges to know what the truck is doing, especially the speed.”

With many manufacturers starting to offer plug-in hybrids and full electric trucks overseas, we can expect to see many more electric trucks hitting our roads in Australia over the next few years. It will be a some time before they can run along the Hume or Pacific Highways, but seeing Woolworths moving confidently into this sector creates a blueprint that many other operators may find appealing.

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FEATURE

LONG TERM STRATEGIES Living the life with the Actros 2663 – Words and Images Ed Higginson

T

o really appreciate a new truck, you need to spend time in the vehicle over an extended period. That particular problem was solved after I acquired an ex-demo Euro 6 Mercedes-Benz Actros 2663, ready to put to work and at the same time providing an ideal opportunity to see why so many fleets in Australia are starting to choose the German brand.

The first long-term test I conducted was with the Euro 6-compliant MAN TGX D38 that was purchased earlier in 2018, rated to 560 hp (418 kW) with 2700 Nm of torque, which was reported in the April/May 2018 issue of PowerTorque. At the time, I was impressed with the truck and after running with it for nearly a year now, it has been trouble-free.

However, when it was time to find a second truck at short notice, it was a chance to try something different. For our work, it needed to be a cabover linehaul truck with around 550 hp and most importantly, have a base cost in the low $200Ks.

The choice came down to an ex-demo Volvo Globetrotter, Scania Highline, Mercedes-Benz Actros or another MAN TGX. After a lot of research there were

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not many Volvos or Scanias available, but luckily the guys at Daimler Trucks in Melbourne’s Somerton had a demo Actros for sale. Coincidentally, it was the same demo Actros 2663 that Brenton O’Connor reviewed in the February/March 2018 issue of PowerTorque.

ACTROS 2663 The truck is a 2017 model with just 90,000 km on the clock. Being the flagship model, it has Daimler’s HDEP 15.6-litre engine that is Euro 6 compliant, rated at 625 hp (460 kW) and a whopping 3000 Nm of torque. Also, as a demo truck it is fitted with the “Style Line Pack” to add an extra level of luxury features, including chrome cab trim, leather trim on the steering wheel and park brake levers, cream leather seats, and aluminum dash trim.

The first impression upon seeing the truck is just how striking it looks, especially with the extra chrome trim around the grille, mirror surrounds and the modern sharp-angled bulbar. Its height is also imposing over other trucks on the road, but it’s also one of the Mercedes’ negatives, too.

The cab’s flat floor is roughly 1650 mm above the ground, requiring a climb up five steps and subsequently making it hard for local work. It also makes it difficult to load your gear for a trip, as you need to lift everything above head height to get it inside. The toolboxes seem even higher, so even for myself at six foot (183 cm), I have to use a step to access the rear of the lockers on both sides!

Once inside, the quality finish and styling are superb, especially with the added luxury of the Style Line Pack. The area around the driver is well set out and ultra-modern with everything at your fingertips.

There are a few tweaks that would improve the current cab we have in Australia and these should be coming here in the newly updated Actros launched late last year in Europe. I was fortunate to score a brief drive when visiting Germany for the IAA in Hanover, with the corresponding report also appearing in the December/January issue of PowerTorque.

These upgrades for our market should hopefully include the extra-high GigaSpace cab, which offers extra storage above the windscreen, useful for a microwave and other long-distance comforts. This is where the current cab misses out, with very little locker space above the windscreen or over the bunk.

I’ve heard rear lockers can be fitted as with the Volvo Globetrotter or NGT Scania; but with the rear cab cooler fitted to this truck, it wouldn’t be possible and so room is limited.

Many fleets are reporting impressive fuel figures with the new Euro 6 engines from Mercedes-Benz, and Brenton reported a 2.0 km/L figure at a gross weight of 68.5 tonnes and running with B-double tippers, which was truly impressive.

I also saw great figures, with around a 5 percent improvement over the Euro 6 MAN TGX 560 on similar routes, which itself gives great fuel consumption. But what is most impressive is the performance, with 3000 Nm of torque available at just 1100 rpm, matched to the G330-12 over-drive 12-speed AMT. With the AMT, Mercedes-Benz claims improved economy as the result of its fuel saving drive programmes, optimised rear axle ratios and the enhanced predictive powertrain control system, which features as standard on the Actros.

The truck changes gears smoothly to give an effortless drive, even in the hills with heavy loads. You just have to be careful when coming up behind slow-moving trucks on slopes because you often crest the hills near to the speed limiter.

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FEATURE On the downward slope, the cruise can be set to control downhill speed, which is useful when you sometimes don’t notice the change in gradient, especially with the Mercedes cab being so quiet.

Mercedes-Benz offers four engine displacement classes from 7.7-litre to 15.6-litre, and a total of 18 power outputs from 238 hp (175 kW) up to the 625 hp (460 kW) which we have in the flagship 2663. When on the road, you begin to notice a lot of the Actros trucks wearing the 2663 badge. It must be a favourite with owner-drivers who see the small increase in cost worth the extra horses, whilst also gaining improved fuel economy.

When parked up for an evening at the BP truck stop on the M7 in Sydney, there was a line of around 12 prime movers parked waiting for their trailers to be loaded at nearby parcel freight depots. Of the 12, the most common was the Mercedes, with five Actros cabs including our own.

The remaining mix of makes included Volvo, Scania, Iveco and Kenworth cabovers. It just shows the impact the new truck has had over the past couple of years.

Thankfully, this truck was fitted with a proper inner-sprung mattress, so it was very comfortable to sleep in, while levers on the back of the seats allow you to easily fold them forwards for a little extra room. The only annoyance was hard plastic shelves at both ends of the bed, so you couldn’t comfortably prop yourself up to read.

All the buttons are in convenient locations, so they can easily be located and used in the dark when waking up.

The curtains work well and fit around the dash with decent seals if you want to sleep during the day. The extra-quiet cab helps with this, too.

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Under the bed, you get a slide-out fridge which can be left out whilst driving to act as an extra table, plus you can add a full slide-out freezer next to it. There are plenty of charge points on the dash and driver’s footwell for appliances, so you could really set up your truck if it is your own.

The Mercedes-Benz Actros is an impressive truck, both in style and performance. Combined with the highest level of emission control and outstanding fuel economy, it is easy to see why so many buyers are moving to the flagship Merc.

With the newly updated Mercedes hitting the roads in Europe with some fantastic new features, this trend will likely continue. Fingers crossed that the GigaSpace cab comes here, too, for the extra living space. it’s just a shame that Australian laws don’t allow the same axle weights as Europe for the bigger cabovers, or the cab lengths of America.

GOOD: • Fuel economy coupled to strong performance

• Modern styling inside and out, with quality finish

BAD:

• Lack of storage, especially for living-awayfrom-home comforts like a microwave

• Height of access to the flat floor cab and external lockers

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FEATURE

PLUGGING IN TO OPTIONS Cummins CEO Tom Linebarger talks to PowerTorque about engine diversity

A

s trucking manufacturers continue their efforts to vertically integrate powertrain applications, you may well assume that engine, transmission and axle choices have already been decided on behalf of the customer.

For the major OEMs, moving towards supplying their own drivelines appeals to the accountants that, these days, run the companies. They take the view that a customer will buy the brand, irrespective of the powertrain, resulting in more profit and less inventory.

Yet as anyone working at the pointy end of truck sales in Australia knows only too well, many buyers want a specific brand of engine and transmission, and if their choice is not available they will turn to a competitor.

There can be synergy advantages to buying a vertically integrated driveline, as evidenced by Volvo, MACK, Mercedes-Benz or Scania. Equally, there is appeal to a combined approach such as practised by IVECO, DAF and MAN, where each brand manufactures its own engine but buys in transmission, axle and suspension expertise from third-party suppliers.

North American manufacturers have in the past turned the job of truck building into an art form, offering a wide choice of component suppliers that fit their products behind the badge on the bonnet. This process is changing, however, with PACCAR promoting its 11.0-litre and 13.0-litre MX engine and in-house transmission in Peterbilt and Kenworth products; Freightliner its commonality with Daimler engines, transmissions and axles; plus Navistar having switched to engines that originate from MAN designs.

Cummins is a specialist supplier for companies looking to source higher horsepower and higher torque output engines for very specific applications. This is where mainstream truck manufacturers miss out on the economies of scale that justify development of these unique upper echelon engines. It simply doesn’t pay the likes of Volvo to supply higher weight or torque outputs for the relatively low volumes of its own model line.

Tom Linebarger, the CEO of Cummins, is well known to PowerTorque readers and we caught up with Tom at the IAA Show in Hanover where he was introducing a new star of the Cummins stable, the Hybrid PowerDrive.

“Over the last several years we have continued to build our capabilities in electrified power,” Tom said. “Through organic and inorganic investment, we acquired additional capabilities in energy storage and just recently added electronic drivetrains, or EDI, into the Cummins portfolio, establishing a springboard for Cummins into the electrified hybrid and vehicle-to-grid markets.

“These acquisitions have accelerated our development activities and we are moving quickly, from system development to vehicle installation in vans and buses and in pick-up and delivery vehicles. Today, we are continuing that journey with the reveal of our latest hybrid power system.

“The PowerDrive is an advanced suite of plug-in hybrid electric powertrain solutions spanning light, medium and heavy-duty applications. This further expands Cummins’ broad portfolio of low emissions and fuel-efficient power solutions that includes clean diesel, near-zero natural gas, and fully electric alternatives.”

Change is on the trucking horizon, but the choice of keeping to an in-house solution comes with the limitations that result from not having an engine rating to suit every application.

That provides an opportunity for companies such as Cummins, which is able to provide unique engines for specific applications to a range of truck makers. As a global supplier to various OEMs, the economies of scale available to Cummins may be more significant than those practicing vertical integration - especially if that in-house engine is restricted by head office from being available to competitors.

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Tom Linebarger, Cummins CEO

CUMMINS This unique hybrid system was on display at the IAA with the electric hybrid drive system fitted to a Kenworth T370 utility truck.

PowerDrive replaces the conventional transmission and switches in real time between two hybrid and two pureelectric modes, optimising the powertrain for the best fuel economy in any driving situation. The vehicle is also configured with exportable grid-quality electric power to recharge vehicles, and a recovery crane operating on either electric or engine power take-off.

Cummins’ PowerDrive system has travelled nearly 10 million kilometres in a fleet setting in the United States and China, and work is underway to introduce it to the European market in the near future.

The four-mode hybrid solution can switch in real time between fully-electric mode, series and parallel modes, automatically optimising the powertrain for any driving situation and speed. Its flexible architecture means the PowerDrive system can be combined with various sizes of diesel or natural gas engines, and battery pack outputs.

“With a 100-year-long track record of powering our customers’ success, Cummins demonstrates once again that we are transforming the future of transportation by offering our customers the broadest and most cuttingedge power portfolio backed by our expansive service capabilities,” Tom said.

“The Cummins PowerDrive is intelligent, versatile and compact, providing our on-highway customers the flexibility needed to meet the demands of their diverse jobs and markets.

“Cummins is ready to offer the new PowerDrive suite through our OEM partners. The PowerDrive’s compact packaging envelope and weight saving benefits will enable OEMs to produce PHEV (plug-in hybrid electric vehicles) for diverse needs without compromising performance or range”.

The flexible hybrid architecture shifts between pure electric for environmentally sensitive areas with a range of 80 km, and a hybrid option for jobs requiring more than 480 km.

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FEATURE It operates as a hybrid in either series or parallel configuration modes. Series is better suited to low road speeds such as urban driving (stop/start conditions), while parallel is ideal for higher road speeds on the highway.

In a series hybrid, the electric motor is the only means of providing power to the wheels. The motor receives electric power from either the battery pack or from the engine-generator. In a parallel hybrid, the engine and electric motor combine to provide the power that drives the wheels. A third mode, ‘electric plus’, comes online when higher energy is required, when the system senses gradient climbing or the need for acceleration for overtaking.

Cummins said PowerDrive was designed to meet demand for low emissions without compromising fuel economy or driveability. A US Class 6 truck powered by PowerDrive with an 80km electric range achieved up to 80 percent emission reduction compared to conventional vehicles.

Fuel costs are said to be reduced by between 40 to 80 percent, depending on the drive cycle.

The Cummins PowerDrive 6000 was paired with a Cummins B6.7 in the Kenworth T370, a US Class 6 truck.

The vehicle’s gross weight was 15,000 kg. The service vehicle was commissioned by Cummins to support EV and PHEV field tests and pilot routes. It showcased three vehicle charging stations (1: 100 kW fast charge and 2: 6.6 kW standard chargers), with direct charging cables from the truck to the PHEV or EV vehicle requiring charging.

Also on display at the IAA was a concept emissions control system capable of minimising emissions to levels previously thought unfeasible, including a possible next level of Euro VII regulations anticipated during the coming decade.

“The diesel engine is not standing still,” said Tim Proctor, Cummins Executive Director of Product Management & Market Innovation. “With our technical advancements, we see diesel remaining as the primary source of power in the commercial vehicle sector for the foreseeable future.

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Combine this with the latest smart digital technologies and Cummins is representing the next leap forward in diesel engine evolution. “The concept emissions

control system allows further reduction in NOx and PM emissions, while simultaneously improving fuel efficiency. The system combines the turbocharged air management with the exhaust after-treatment as a single close-coupled system, together with a new rotary turbine control (RTC). This new design fully utilises Cummins’ latest advances in air and thermal management to immediately convert almost all NOx emissions to clean gas as it interacts with the selective catalytic reduction (SCR) unit”.

Advancement in hardware is not the only area of progress. Cummins said a smart connected suite of wireless monitoring, reporting, calibrating and servicing applications would help boost vehicle uptime and reduce the total cost of ownership. Cummins said it was also looking to accelerate digital technology with over-the-air trim and parameter calibration. This would empower fleet managers to customise power and speed settings to match unique business needs and driver behaviours, road conditions and geographic coordinates.

“Further gains can be made by reducing friction and parasitic losses to make the diesel engine even more productive and energy-efficient,” Tim Proctor said.

“Additionally, the use of enhanced design tools and advanced materials such as composites will bring opportunities to reduce component weight while retaining strength, further enhancing vehicle productivity”.

Another innovation, Cummins’ ADEPT technology suite, releases the full potential of powertrain automation, offering the opportunity for drivers to improve fuel efficiency by up to six percent.

Features such as Predictive Cruise Control utilise the vehicle GPS to see the road 2 km ahead and precisely adjust speed for the upcoming terrain.

The SmartCoast feature places the driveline into neutral on downhill gradients to utilise vehicle momentum to save fuel, while SmartTorque2 constantly calculates the exact torque needed for the truck payload to minimise downshifting.

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• •

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FEATURE

STRALIS STEPS UP Warren Caves takes the wheel of IVECO’s latest X-Way

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IVECO STRALIS

I

VECO’s launch of the new Stralis X-Way range is the product of four years of research and development, culminating in a truck with Aussie development input, blended with the latest European design, safety features and comfort levels.

Jointly developed by IVECO Australia and IVECO’s Global Engineering Centre, the Stralis X-Way has added another string to IVECO’s manufacturing bow. It joins the currentgeneration Euro 5 Stralis AS-L, the ACCO and Delta Graduated bus chassis models in production at IVECO’s Dandenong manufacturing facility, giving an extra boost to the Australian truck manufacturing industry.

IVECO claims the new Stralis X-Way is more fuel efficient, produces fewer emissions and offers greater levels of safety than previous models. Its Euro 6 emissions compliance, achieved by IVECO’s Hi-SCR technology, bonds the Stralis X-Way with last year’s Eurocargo, with each reaching the Euro 6 benchmark well before legislative obligations.

Compared to the previous Euro 5-compliant units, the Euro 6 engines in the new Stralis X-Way yield a 50 percent reduction in particulate matter (PM) and an 80 percent reduction in NOx, while hydrocarbon emissions have also been slashed.

Three new engine choices are on offer − the Cursor 9, Cursor 11 and the Cursor 13, with power and torque ratings from 360 hp (268 kW) / 1620 Nm up to 510 hp (380 kW)/ 2300 Nm. All engines feature the latest common-rail fuel system, with multiple injections for a more efficient combustion process. Injection pressures have also been raised to 2200 bar, further reducing PM, thereby lessening the after-treatment process needed and negating the need for exhaust gas recirculation to achieve Euro 6 compliance.

A new ZF-sourced, IVECO HiTroniX 12-speed, directdrive, automated manual transmission brings benefits of an extended service life of up to 80 percent compared to other AMTs. The HiTroniX also comes with ’Creeping’ and ’Rocking’ modes, respectively for slow-speed manoeuvring or rocking back and forth to gain traction in slippery or soft conditions.

The X-Way also has an impressive suite of active and passive safety technologies. Standard on all prime mover and rigid models are Electronic Braking System (EBS) with Brake Assistance System (BAS), Electronic Stability Programme (ESP), Hill Holder, Adaptive Cruise Control (ACC), Advanced Emergency Braking System (AEBS) and LED daytime running lights. Prime movers also feature an extended catwalk chassis plate, for safer access when connecting air lines and electrical cables.

Will the Stralis X-Way attract new buyers with the lure of reduced running costs and lower overall cost-ofownership figures, while respecting our future air quality?

PowerTorque took a test drive to find out.

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FEATURE

Our drive evaluation centred on a Stralis X-Way fitted with the Cursor 13 engine rated at 510 hp (380 kW), and 2300Nm of torque available from a low 900 to 1525 rpm, coupled to a curtain-sided trailer and loaded to a GCM of 40,480 kg. The cab option was the Active Space Sleeper (sleeper and day cab options are available).

Immediately noticeable upon approaching the truck was the large, wide door opening to 90 degrees and the three generous step treads. Accessing the cab with three points of contact was simple, as was lifting bags to the seat and floor space for transfer to the bunk area.

The leather ISRI air seats (yes, the passenger also gets the full suspended seat treatment) were comfortable with ample adjustment for varying body configurations. In fact, these types of seats are rapidly becoming industry standard.

used these days, so in this case I was left to my own wits to guide the X-Way. My route took me down to Cranbourne around some suburban light industrial streets, giving me an introduction to the HiTronix transmission. Gear selection and shift points were spot-on without any unnecessary juggling of cogs. The engine propelled the vehicle to the speed limit without fuss, and low-down torque was impressive thanks to the eVGT (Electronic Variable Geometry Turbo), as the Garrett turbo system combined with quick shifts to limit lag between ratios.

The main dash panel now features an intuitive display screen with menu options selected via the steering wheel function buttons to indicate information relating to cruise control, ACC status bars, fuel economy engine gauges, speedometer and more.

It should be noted that the transmission was left in auto mode for almost the entire 270 km test route, so I could evaluate the intelligence of the programming. It did such a good job that I never felt the urge to take over manually − apart from a few short manual shift stints, invoked mainly to try it out.

After an introduction to the vehicle by Emiliano Foieri, IVECO’s Heavy Duty Product Manager for Australia/New Zealand, I set off from IVECO’s Dandenong headquarters for the drive. Being a Sydney boy with only limited exposure to Melbourne’s environs, I immediately noticed the omission of satnav, with just a standard single DIN radio. Touch-screen larger display units are more widely

Once on the Princes Freeway and heading for my destination of Traralgon, the ability to get up to speed − even at almost full weight − was not a chore and the Stralis X-Way held speed well, cruising at 100 km/h at 1500 rpm.

Upon commencing a climb, the transmission held gear ratios down to around 1100 to 1200 rpm, depending on throttle position, before instigating a downshift.

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FEATURE

Gear selection is via the push-button switches on the centre dash panel, and manual shifting is possible via the right-side steering column stalk. Over the total distance of approximately 270 km, the indicated average fuel consumption figure on the dash display was 47.5 L/100 km (2.1 km/L), with an AdBlue use of eight percent; all fairly acceptable for a day in city traffic.

Cruising at highway speed gave me the opportunity to evaluate the Adaptive Cruise Control with its gap-setting function. The ACC monitors the distance to the vehicle in front using the radar detection unit mounted below the front number plate. The system allows the minimum distance to the vehicle in front to be selected from five options, displayed as bars in the central display screen in between the speedo and tacho. The system will then maintain a pre-set cruise speed, adjusted automatically to keep a constant, pre-selected distance to any slower vehicle directly in front.

The ACC worked well but can be problematic in a couple of areas (not limited to the IVECO system).

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When driving along a dual carriageway, if a vehicle merges in front of you at an on-ramp and it’s within your set distance parameter, the truck will slow, even if the vehicle is only momentarily within the sensor’s view.

If this occurs at an on-ramp at the start of a climb, you may well lose valuable momentum that you would normally utilise to assist the vehicle in climbing the hill. Regaining that loss of momentum would obviously increase fuel consumption if it occurred repeatedly.

In similar fashion, when approaching a slower vehicle from behind, you can be disadvantaged if it’s not possible to effect an immediate lane change due to a vehicle next to you. At this point, the ACC will slow the truck down, often without the driver noticing. Once a suitable gap appears alongside and a lane change becomes available, the driver will have to compensate for the effect of the ACC and need to increase speed to complete the overtake. This can equate to having to spend more time in the right lane to complete the task, unless solved by initiating an early manual override of the system.

It’s a reminder that automated manual transmissions require driver intervention and typical forethought to ensure best performance. If the driver suffers from a brief loss of focus it’s easy to be caught off-guard and subsequently disadvantaged by a slower vehicle that has already been passed needing to be re-overtaken.

These systems work well in some circumstances, but they remain reactive and not proactive, highlighting the need for skilled drivers and driver training programmes to get the most out of emerging technologies.

Manual intervention can also be required to prevent automatic and rapid deceleration if another vehicle overtakes and then cuts in within a short distance ahead of your vehicle. Unless the ACC is sufficiently savvy to judge the speed and increasing distance as the vehicle accelerates away from you, once again the initial radar signal may trigger a reduction in speed, even though safety is clearly not under threat.

The optional Lane Departure Warning system was fitted to our test truck, monitoring lane position via a mid-dash-mounted camera. The system did a good job and when deviating from the marked lanes, the audible warning via either the left or right speakers could be heard as a low rumble that was not offensive to the ears.

The system can be switched off, which is what drivers tend to do when the emitted sound is too aggressive and annoying, negating any potential safety benefit.

Also fitted to the test vehicle was the optional Tyre Pressure Monitoring System (TPMS), which quickly alerts the operator to any variance in tyre pressures, further reducing costs by catching flat tyres before they self-destruct.

The ride and comfort was as quiet and comfortable as we’ve come to expect from European-designed trucks.

Vision is also excellent from the large windscreen, with all mirrors electronically controlled via the positional display in the main screen of the instrument panel.

The familiar Stralis cabin layout still works well, with the top bunk folded neatly up to the rear cab wall, and when dropped down it is accessed by a tuck-away ladder. The top bunk is adequate for a quick rest or a single night, but I wouldn’t like to spend much longer up there. It’s long enough, but the mattress is very stiff and the width is only just adequate. The lower main bed is better, still offering a firm yet wider mattress and definitely feeling more homely.

From the perspective of interior space, standing totally upright in the cab was possible for me at 181 cm (5’11”), with a little room to spare − so slipping into the Hi-Vis to start a new day would be a breeze. Keeping cool is easy with the climate control aircon system, and food and drinks can be kept fresh and cold within the under-bunk, slide-out fridge.

I’ve previously spent a year in an earlier Stralis, and found the cab layout very functional for overnight work and a comfortable working environment. All in all, the X-Way is quite a refined package from IVECO. PowerTorque ISSUE 87

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FEATURE

CLIMATE CONTROL Japanese truck maker Hino shows its well ahead of the pack when it comes to climate change – Words by Warren Caves

T

he Australian media launch of the all-new 500 Series standard cab in Tokyo recently provided Hino Motors Limited (HML) with the opportunity to reveal the company’s bold plans to tackle global warming by reducing emissions across its businesses.

Plans are already well under way, with a strong focus on the commercialisation of Electric Vehicles (EV), Plug-in Hybrid Vehicles (PHV) and Fuel Cell Vehicles (FCV) to conform to the Japanese government calling for CO2 reductions of 26 percent by 2030 and 80 percent by 2050.

HML has actively taken on the 2050 challenge, announcing it will work towards these goals by continuing to evolve existing technologies, as well as the development of next-generation products including lower emission diesel, diesel hybrids, PHV, EV and FCV equipment.

The Hino 300 Series Hybrid, released locally in 2007, is the best-selling diesel-electric commercial vehicle in Australia, with eight variants and almost 600 vehicles so far in operation.

The recent release of the 500 Series standard cab range and its all-new AO5 series of engines, boasting improved combustion rates, friction and thermal efficiency gains, place it as the cleanest Japanese-built medium duty truck in Australia, utilising SCR, EGR and DPR exhaust aftertreatment technology, complying to the equivalent of Euro 6.

Hino’s commitment to the environment at a local and global level goes far beyond that, with 95 percent (by vehicle weight) of the latest 500 Series standard cab being made from materials that can be recycled.

Scheduled for its Japan release in 2019 is the sixth generation of Hino Hybrid technology trucks centred around the heavy-duty Profia truck range, utilising Lithium Titanate battery technology.

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HINO HML’s approach to achieving these targets is focused on upgrading existing technologies in tandem with an aggressive development of next-generation vehicles. The aim is to produce a technological road-map for achieving CO2 reduction targets. This includes proliferating commercialisation of next-gen vehicles and forming alliances to enable efficient development, which includes co-operation with one of Hino’s main competitors, Isuzu.

Hino’s autonomous journey continues, with platooning technology forming part of its overall efficiency strategy, by way of moving more goods with fuel economy gains.

Collaboration with other manufacturers could see platooning trucks of the future entering and leaving a platoon with seamless mixed brand communication.

Australian customers should see the benefits of these technological advances in reasonably quick timeframes from their Japanese releases, by way of Hino’s commitment to overseas markets. Hino exports have consistently outperformed domestic sales since 2007, with Australian Hino truck sales topping 6000 units in 2017, placing us 7th in overall world sales rankings.

While vehicle technological advances form a strong component of the 2050 challenge, what about the manufacturing process itself?

HML has already begun to address this component of the manufacturing chain. After identifying inefficiencies with its main manufacturing plant, Hino’s Koga manufacturing facility commenced construction in 2011, with Knock Down (KD) kits being produced from May 2012 for packaged export to other countries for final assembly, and commencement of complete medium and heavy-duty truck assembly in July 2016.

Talking about future development is all well and good, but seeing it at work first-hand really underlines the commitment involved. Power Torque was invited to tour the Koga facility and personally view the latest environmental and workplace efficiencies.

Constructed to meet the increasing global demand for Hino products, the Koga plant employs in excess of 2000 people to meet its 45,000 unit-per-annum capacity. The 850,000 square metre site includes 130,000 square metres under roof.

Previous production line techniques saw Hino vehicles travel down three production lines, side by side, to accommodate differing vehicle specifications and models. Hino identified inefficiencies with this method and implemented a modular system within the Koga facility where a single line production process with varying models and specifications move along the same production line. This is made possible by the use of automated parts delivery dollies being driven alongside the relevant model, with the parts bins housing the components directly related to the corresponding truck assembly.

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FEATURE The modular process sees sub-assemblies of components being assembled in areas to the sides of the production line and then moved to a holding area awaiting allocation to the corresponding vehicle on the line. The whole process is so finely tuned that our Hino engineer guide told us that the on-hand stock holding capacity of components at Koga is enough for a mere two hours of production.

The Koga facility rolls out medium and heavy-duty trucks (including the Australian 500 Series model) at a rate of 200 trucks per day, with workers operating on two shifts to finish a truck every 4.8 minutes.

Hino’s Koga plant is a world-class production facility utilising leading-edge manufacturing technologies to shorten production lead times. This is achieved through a strong focus on robotics and automation where possible, including parts movements throughout the facility and welding by robots, which provides greater manufacturing accuracy. The cold tandem welding process carried out by the robots is said to reduce heat distortion, and the new welding jig set-up enables easy transition to accommodate varied and new model production.

with subterranean heat collection using geo-thermal heat for energy savings. Rainwater collection and reclaimed water for toilets reduce the strain on natural resources, which, in a country of 126 million people, can be significant.

The environmental and design features at Koga are said to reduce carbon dioxide emissions from the plant by 25 percent and reduce water consumption by 65 percent when compared to the previous conventional Hino manufacturing plant.

According to the Green Truck partnership case study (A NSW State government collaboration with industry), a comparison between a light duty diesel commercial vehicle and its hybrid counterpart found that the hybrid version delivered a 21 percent fuel efficiency benefit relative to the conventional diesel variant.

Daniel Petrovski, Hino Australia’s manager of product strategy, said: “The amount of greenhouse gas created by burning fossil fuels is directly impacted by the amount of fuel burned. Therefore, a 21 percent fuel saving results in a direct 21 percent reduction in greenhouse gas emissions”.

In line with Hino’s environmental objectives to reduce emissions and counteract global warming, the latest design and construction techniques have been implemented in the construction and day-to-day energy and resource needs of the plant.

Hino’s strong focus on export markets should continue to see Australian truck buyers gaining access to the latest environmentally friendly, technology laden and fuelefficient vehicles in co-operation with Hino Motor Sales Australia (HMSL).

A dry paint booth was introduced into the Koga plant. The system is capable of providing more than 3000 colours, while utilising paint mist technology that requires no water and recycling of waste heat. This yields a claimed CO2 reduction of 25 percent.

HML seems dedicated to accepting its responsibility for the impact on the environment of its vehicles and their production by taking a proactive approach to reducing harmful emissions wherever possible. This is highlighted by the new Koga facility.

Natural and LED lighting is used widely throughout the plant. A stratified air conditioning system limits the airconditioned space to two metres above floor level, along

The real winners – apart from the environment in general – are transport operators who are set to reap the benefits of lower operating costs to their businesses.

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FEATURE

CRUCHING THE NUMBERS ZF demonstrates its strengths in a brave new world of electronic autonomous control systems.

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n Australia, we tend to think of ZF as a maker of transmissions, which is something of an understatement. This German giant operates in some 230 different locations, employs a workforce of 146,000 personnel, and is one of the world’s largest automotive suppliers. Its research and development programmes extend into rail as well as road transport, plus power generation using wind turbines and electronics.

At the IAA Expo, Wolf-Henning Scheider, the CEO of ZF Friedrichshafen AG, announced the company would invest 12 billion Euros ($19.4 billion AUD) over the next five years in the future technologies of e-mobility and autonomous driving alone.

With the headline “Smart Logistics” at IAA 2018, the company has bundled its technologies and – through automation, networking and electrification – has created what it believes are attractive solutions for the complete logistics chain. It’s a firm believer that autonomous driving will prevail more quickly in the commercial vehicle sector due to reduced vehicle operating costs, while also helping to improve safety and efficiency.

ZF’s two latest world premieres – the Innovation Truck and the Terminal Yard Tractor – show how the company is responding to key freight challenges. These vehicles can autonomously manoeuvre swap bodies, trailers and containers in company terminal yards and container

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ports. Additionally, they can help to reduce accidents and property damage and address the constantly growing shortage of skilled workers in the logistics industry.

The smart logistics approach from ZF also covers zero local emission drivetrains for all vehicle classes. The company has received orders for more than 1000 of its AxTrax AVE electric portal axles for city bus operations, and these will soon be contributing to 60 million zeroemission passenger kilometres each year in cities such as Los Angeles, London or Stuttgart.

ZF is also accelerating electrification in other commercial vehicle segments. The electric axle drive system for light commercial vehicles will go into volume production in mid2019 and the company has received a volume-production order for its new CeTrax electric central drive, which is suitable for both buses and trucks as well as terminal shunting tractors.

Heavy truck applications for electrification are also under the spotlight, with a field test of the TraXon Hybrid commercial vehicle transmission in association with DAF Trucks. With all-electric manoeuvring, as well as numerous hybrid functions, the operating cost benefit can be a potential fuel saving of between 5 and 7 percent.

ZF HYBRID DRIVE The ZF Innovation Truck can handle the tasks of lifting, shifting and stacking containers without a driver. After a vehicle enters the premises, the driver can exit the vehicle, activate the autonomous driving mode and then take a break. The ZF Innovation Truck will find its own way to the target position driving autonomously and electrically, whereupon it loads a new container.

Controlled by the central computer ZF ProAI, the ZF Innovation Truck is programmed to manage this quickly, precisely, and with the maximum possible safety. In addition, the truck is not influenced by stress, fatigue, distractions, darkness or adverse weather conditions.

Whilst ZF ProAI is the Innovation Truck’s brain, other ZF technologies in this trial include the active electrohydraulic ReAX commercial vehicle steering system and the TraXon Hybrid automatic transmission system.

The latter is characterised by a modular integrated electric motor that allows local emission-free driving. Its orientation and vision is controlled by a camera-based and laser-supported sensor setup, completing it with a GPS system.

The extended sensor set additionally enables the Terminal Yard Tractor to keep an eye on its surroundings. Here, the central computer ZF ProAI coordinates the functions of longitudinal and lateral guidance: This enables the shuttle vehicle to take the trailer from the truck and manoeuvre

it to the ramp for loading and discharging. Once this has been completed, it takes the trailer back to the truck.

The advantages of autonomous yard tractors shifting containers or trailers in an electronically programmed environment is of particular appeal when working dockside, given that many of the overhead cranes are already capable of working autonomously. By removing personnel on foot from the area, it makes for a much safer working environment.

Whether it will work well on the open road, is, in PowerTorque’s view, a different case scenario, with concern over the unbridled enthusiasm of some sectors of the industry to introduce vehicle platooning.

In a platoon, two or more trucks drive closely together to create a convoy of trucks. This reduces the aerodynamic drag for the trucks behind the lead truck, which, in turn, can reduce fuel consumption by up to 20 percent.

Since the project involves trucks from numerous manufacturers merging together to form a convoy, standards for networking are critical. ZF’s current portfolio has the technology to enable platooning capabilities, including camera and radar sensors, the ZF ProAI supercomputer, the ReAx electrohydraulic commercial vehicle steering system, as well as the transmission system.

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FEATURE

The reduction in distance between trucks in a convoy is possible because the networked vehicles can function without driver reaction times. The trucks are designed to brake and steer while synchronised in real time with the actions of the lead truck; however, they do not drive blind.

Thanks to sensor information and autonomous driving functions, they can also stay in the lane even if the lead vehicle unintentionally goes over the lane markings.

The European and North American research programmes investigating platooning haven’t yet cottoned on to the premise that Australian road trains using one prime mover to haul three or four trailers are much more efficient, and don’t rely on a potentially unreliable wireless interface

to get down the street. They also benefit from having a human lifeform present to provide an oversight of all that happens, or might happen, during the trip.

Technology supporters need to redefine the role of a driver from simply being “one who drives”. The skill set necessary to be an experienced transport operator covers loading and unloading requirements, safety, continuous evaluation of other road users, and the ability to predict in advance, whatever is likely to occur in the vehicle’s vicinity.

A remote tyre pressure monitoring system will alert the operators back at base that a tyre has delaminated or punctured − but it’s not going to jack up the axle and replace the offending rubber. Neither is the autonomous control system going to think and react in time to avoid an impact if a mob of kangaroos is heading across the paddock for the road ahead.

The importance of reduced or zero emissions, plus the limitation of noise pollution, are common sense solutions for inner city transport. But they will only be implemented by governments that recognise climate change and act to benefit the environment. The current political environment in Australia −with a refusal to implement tighter emissions controls or recognise the need for action − simply defies logic.

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FEATURE

HYDROGENISED D

riving a truck that can refill its own windscreen washer bottle instead of needing an exhaust system is not that far away.

As vehicle manufacturers look to the future, hydrogen fuelcell vehicles are one of the options being brought to the road, and numbers will grow in the next decade.

Hyundai is deep into its introduction of plug-in hybrid and petrol-electric hybrid vehicles. Having placed the petrolelectric IONIQ in government fleets in small but growing numbers, this in turn puts the vehicles into private hands within the next few years as the fleets turn them over.

The brand is aiming for the same introduction pathway to the broader market for hydrogen. Growing sales volumes improve the economies of scale, resulting in the price tags – eventually – coming down and the refuelling network for hydrogen growing to feed the demand.

Commercial vehicles will be a part of that growing demand as the fuel-cell drivetrain is even more applicable to the workhorse side of the market. The transport workhorses can take advantage of the back-to-base operation patterns of many businesses that could use hydrogen fuel-cell electric vehicles.

Hyundai’s manager of Future Mobility & Government Relations, Scott Nargar, believes the transport sector is an ideal operating ground for fuel-cell vehicles.

“There was an H350 concept with this Nexo drivetrain in it, it can go into anything for which there is demand for it.

Stuart Martin weighs the pros and cons surrounding hydrogen fuel cells.

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“The back-to-base is a perfect example, such as for a courier or something. They come back to restock and refuel, it’s in France and the UK and it’s worked very successfully – we’re talking to Australia Post and StarTrack,” he said.

HYDROGEN FUEL is broken down in the fuel-cell stack and feeds the 24 kW high-voltage battery pack.

The electric power is sent through the inverter to drive the electric motor, with comparable running costs per km to equal current internal combustion options.

Hyundai is well-advanced in its LCV fuel-cell development, having showcased the H350 concept vehicle two years ago at the 2016 IAA Commercial Vehicle Show in Hanover.

The Korean brand described it as a “powertrain study showing the potential for the company’s advanced hydrogen fuel-cell technology in the light commercial vehicle (LCV) segment”.

With no erosion of its cargo space, the H350’s 175-litre hydrogen tank sits beneath the floor and between the axles, laying claim to a four-minute refill time, a range over 400 km and capacity for between 10 and 12 cubic metres of space, or seating for 14.

Water is the only emission from the 100 kW/300 Nm silent drivetrain, which consists of the aforementioned tank holding 7.05 kg of compressed hydrogen at 700-bar, which

“We’re not paying any more per kilometre than petrol. In Australia, because of the abundance of renewables, we should be able to get it for $5 a kg. With the appropriate volumes of vehicles to use it, the volumes also create economies of scale for the components as well as the fuel,” Mr. Nargar said.

Oil companies are among a growing list of suppliers who can compete to produce and distribute hydrogen for commercial transport services.

“The best thing about having back-to-base fleets is where a car will use 5.0 kg a week if you are lucky, a bus uses 50 kg a day for 500 km, so the infrastructure investment is paid off quicker,” he adds.

Mr. Nargar said the applications for the hydrogen fuel-cell technology stretch from passenger cars through to large transport vehicles with minimal complications resulting from expanding the size of the powerplant.

“We can increase the size of the stack. In terms of an LCV, this Nexo stack would go into one, for 120 kW and 395 Nm. In buses or trucks, it would be three of these.

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FEATURE “The fuel cell isn’t physically connected. It’s all electric cables leading into an inverter, which then puts the power into the electric motor. Trains would have four or six stacks every fourth bogey. Ferries would have six, a truck would have three, a mining truck would have eight depending on the load,” Mr. Nargar said.

number-three consistently for a couple of years now.

“Everyone around us has got pickups. So with a pickup we’ll see where Hyundai ends up in the near future – watch this space,” he said.

Delivering vehicles to the marketplace that are too futuristic in appearance and operation has previously scared consumers. The first Honda Insight was an oddlooking machine, and the first-generation Prius was far from smooth in its drivetrain transitions.

The debates continue on the merits of plug-in electric vehicles versus hydrogen. These relate to the infrastructure for hydrogen storage, the amount of energy used (and CO2 produced) during hydrogen production, the minerals required for battery construction and the green credentials of the power source used for both charging electric plug-in electric vehicles and creating the hydrogen.

Concerns about longevity may also present hurdles for manufacturers, although Hyundai’s 10-year 160,000 km warranty (which may or may not make it to Australia) should allay some fears.

Mr. Nargar believes the air-cleaning claim of a hydrogen fuel cell drivetrain is one advantage of the fuel-cell system that has been overlooked.

“Hyundai has announced there’s a 10-year warranty with 160,000 km. What it says is the company believes the technology is practical, durable and safe.

“Car makers have done a pretty average job of talking about how much the car purifies the air. We need pure air to run the fuel-cell stack.

“Whoever buys it secondhand has seven years, backed up because we know the stacks can handle it. It will start at minus 30 degrees, for example,” Mr. Nargar added.

“It’s got a complex air purification system, with filters and dehumidifiers. We take 99.9 percent out of the air. It’s like a rolling purifier. A car with a stack this size will purify enough over 15,000 km for two grown adults to breathe over a year,” he said.

Hyundai’s partner in Hydrogen Mobility Australia, Toyota, has expanded its fuel-cell research and development to include heavy vehicles as well.

The Korean brand’s LCV sales with its iLoad van and iMax people mover are down significantly this year – the iLoad’s clear second place in 2017 has been retained but the opposition are gaining. The Toyota HiAce continues its reign, but the Ford Transit Custom and VW Transporter are gaining market traction, and Renault, Mercedes-Benz and LDV are all taking growing chunks of the market.

Ongoing talk of the need to expand its line-up to include a ute in the 4x4 LCV segment and a growing light truck and prime mover range will be welcome news on the brand’s commercial side, even more so if the alternative drivetrains are an early part of the equation.

“We think the time is right, and we hope to prove the market is there for fuel cell and electric over the next couple of years. When we look at the workhorses, the couriers, the LCV and HCV, that needs to happen.

“A ute would be lovely, an electric ute would be even better…..all I can say is, watch this space. It’s one of the areas where there is a great opportunity. We’ve been

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Last year Toyota undertook Project Portal, which involved adapting the fuel-cell technology from the Mirai passenger car to propel a 36-tonne semitrailer in order to study the potential of fuel-cell technology by hauling cargo between Los Angeles and Long Beach.

The truck produced more than 500 kW of power and almost 1800 Nm of torque (using two Mirai fuel-cell stacks and a 12 kWh battery) and laid claim to a 320 km driving range.

When the project was first announced, Toyota Motor North America executive vice president, Bob Carter, said Toyota believed hydrogen fuel-cell technology had tremendous potential.

“Toyota is a leader in expanding the use of versatile and scalable zero-emission technology. With Project Portal, we’re proud to help explore the societal benefits of a true zero-emission heavy-duty truck platform,” he said.

The local company continues to work with governments, industry and other key stakeholders in Australia to fast-track the development of the refuelling infrastructure required to support the widespread sale of fuel-cell vehicles.

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FEATURE

POWERPLAY When it comes to manufacturing compact stationary engines and powering small plant and equipment, the first name that comes to mind has to be Briggs & Stratton, with familiarity amongst consumers as a result of its 100 years history.

I

n addition to finding the Briggs & Stratton logo on the top of most lawn mowers in Australia, it’s now likely that you’ll be seeing the name reproduced on small, portable, petrol-powered generators.

Into a market that has been dominated by the 2.0 kVA Honda and Yamaha gensets, Briggs & Stratton has introduced three new models – the P2200 and P3000 PowerSmart Series™ Inverter gensets, plus the higher capacity Q6500 QuietPower™ Series Inverter Generator.

Inverter technology makes it safer for sensitive electronics and computer-controlled technology, and supplies smooth, steady power, adjusting engine speed accordingly to suit your power needs and save fuel.

Portable gensets are now easy to start and quiet while running, easily capable of powering items such as lights, 88

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fans, coffee makers, laptops or TVs. That’s where the P2200 and P3000 find their niche, both with 2x240-volt outlets, 1x12-volt accessory socket and a USB charging socket. The P2000 can be easily lifted with a weight of 24 kg, while the P3000, with a weight of 44 kg, comes with a set of wheels for ease of handling.

When operating at 50 percent load, the P2200 will run for three and a quarter hours, and this increases for the P3000 to five hours, pumping out 2200 and 3000 running watts, and a continuous output of 1700 and 2600 watts respectively.

Pricing is $1299 for the P2200 and $1799 for the P3000, and their respective weights are 24 kg and 44 kg.

For those needing a higher electrical output, such as when covering the demand created by a power outage, Briggs & Stratton have the Q6500 QuietPower™ Series Inverter Generator.

GENSET Claimed to be more than 60 percent quieter than standard generators while delivering consistent power for essential appliances and sensitive electronics. With an all-steel frame enclosed in a protective shell, noise is minimised and internal components are protected.

The integrated engine/alternator provides up to 14 hours of run time at 25 percent load, and the Q6500 can deliver 6500 starting watts of backup power, and 5000 watts of continuous power. With a design that’s 45 percent more compact and 30 percent lighter than standard generators, it weighs in at 58 kg and is easily moved around on its integral wheels by using a suitcase-style telescoping handle.

The latest feature to the Q6500 is the Bluetooth® capability available through the InfoHub™ app. The app allows you to monitor total power used, hours until empty, total unit hours and maintenance reminders. Its recommended retail price is $2999. (Starting watts is the maximum current that can be supplied momentarily when starting a motor, multiplied by the generator’s rated voltage).

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FEATURE

FORK TORQUE Autonomous forklifts can see, think and act

When it comes to the linking of intelligent mechanical systems with digital solutions, German manufacturer ZF is right up there with the best of the world. One of the company’s latest developments is in the field of autonomous forklift trucks.

ZF’s Industrial Technology Division has benefited from the Group’s broad expertise in the passenger car and commercial vehicle sectors. At a global launch held in Hanover, Germany, the company presented the first ever materials-handling vehicle that can see, think and act.

The ZF Innovation Forklift is a highly automated, electrified and fully networked forklift truck. This is the first time the company has transferred the technology that supports its motto “see. think. act.” to a materials-handling application.

The result is a fully networked electric forklift truck with highly automated driving functions equipped with camera and radar systems that enable it to see its surrounding environment.

The ZF Innovation Forklift connects intelligent mechatronic systems with innovative and networked data management.

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The data that these systems generate is analysed by the ZF ProAI central computer, which is based on artificial intelligence software that has already been proven in other innovative prototype vehicles modelled on passenger cars and tractors. Intelligent actuating elements – such as the ZF electric rear axle steering for forklift trucks – and the electric ZF single-wheel-drive carry out the control unit’s given commands.

“We are already playing a leading role when it comes to highly automated and autonomous driving – and that also includes industrial technology,” said ZF CEO WolfHenning Scheider.

“The highly automated ZF Innovation Forklift embraces the main requirements of the industry: reducing costs and making materials-handling processes far more efficient,” he added.

The ZF Innovation Forklift bundles digitalisation, automation, electrification and networking and it paves the way toward autonomous materials-handling vehicles of the future.

FORK TORQUE

Fast industrial technology innovations thanks to technology transfer. ZF’s comprehensive technology portfolio enables the ZF Innovation Forklift to see, think and act.

This highly automated forklift truck completes work orders by independently going to the storage location, picking up the goods and delivering them to the customer. Equipped with an extremely powerful electric drive and featuring a lifting capacity of up to 3.5 tons, the ZF Innovation Forklift is coming well within range of the diesel-operated forklift trucks broadly used outdoors – and it generates zero emissions.

ZF supplies the purely electric drive as a system solution and has streamlined the forklift truck’s energy management so that it can hold a battery charge for at least one shift. This means that operators do not have to have as many replacement batteries on hand and can therefore reduce costs considerably.

Intelligent object and pedestrian detection is a major safety bonus when the vehicle is in operation. The ZF Innovation Forklift sensors record people or stationary objects such as pallet cages or simply pallets. The data interpreted in the ZF ProAI central control unit results in a corresponding command that tells the vehicle to either stop or drive around the obstacle.

Deep learning algorithms help to anticipate the great variety of potential scenarios in high speed and then trigger adequate reactions. In other words, artificial intelligence can help to prevent work accidents and injury to people, or material damage.

The vehicle can also prioritise orders itself and thus make decisions regarding the optimal sequence and route.

An essential factor is how the ZF Innovation Forklift is networked. It can operate in a digitalised production network and there communicate both with the materials management system, infrastructure and other vehicles.

The cloud-based, dynamic fleet management allows the data from the individual forklift trucks to be efficiently

managed and analysed. The system takes into account, for example, the current battery charge status during all driving operations and schedules, and the recharge time at which the forklift truck should independently head toward the charging station.

When looking at the issues of data management and data analytics, the ability to network the most diverse systems to one IoT platform is an essential cornerstone for industrial technology in the future.

The ZF Cloud is an open, scalable IoT platform that can be flexibly used across many industries. It offers the option of collecting data and analysing it in real time using the most powerful analysis tools, and also networking with a large number of individual functions and participants.

Meanwhile, over at rival fork lift manufacturer Crown Equipment, the latest news is how the company has boosted its pallet truck line-up with an economical yet strong performing new model that’s available Australia-wide.

The WP 3010 Series features all the Crown WP Series quality hallmarks in a more compact and economically priced package. Designed and manufactured by Crown Europe in Roding, Germany, the WP 3010 features an AC drive motor combined with the eGEN™ regenerative braking system for performance, reliability, long battery life and maintenance-free braking.

The WP 3010 Series’ short (500mm) head length, fork length of up to 1150mm, built-in charger and low weight (279kg without battery) make it nimble and convenient, perfect for back-of-truck work. With its load capacity of 1600kg, heavy-duty gearbox, robust helical gear set, optimised steel structure and high-tensile steel forks it’s also just as rugged as other models in the series.

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FEATURE

One of its latest products is the Combi-OP, the first purpose-built order picker on the worldwide market for long products.

Whereas previously operators had to modify traditional order pickers to cope with the specific demands of long loads. The Combi-OP now guarantees much more efficient and non-compromised operation for easy picking of long profiles in manufacturing areas such as steel service centres.

The WP 3010 Series also features the same cast aluminium Crown X-10® handle with easy-to-use-ergonomic controls used on the rest of the WP Series range.

Crown Equipment director – sales and marketing – Craig Kenchington, said the WP 3010 Series’ competitive pricing will bring Crown quality to a whole new market segment.

“Crown has made a power pallet truck with compact dimensions, so it’s ideal for moving and positioning loads quickly and safely in confined storage spaces,” Mr Kenchington said.

“In doing so, it has also compacted the entry price of the Crown WP Series model line-up. It means that you no longer need to sacrifice quality, longevity and ergonomics to have an affordable power pallet truck.

“This new model is perfectly at home doing kerbside deliveries, transport on truck beds as well as retail applications and even manufacturing environments,” he said.

Moving now to Ireland brings our focus of attention onto Combilift, which earlier this year opened its new €50 million global headquarters at Monaghan, adding a further 200 new employees to its workforce of 550 people.

The new 46,500 metres square Global Headquarters and manufacturing facility will allow Combilift to double production.

Established in 1998, Combilift currently exports 98 percent of its products to 85 countries through its 250-strong international dealer network. Combilift is a privately held and fully capitalised company. It developed the world’s first multidirectional all-wheel drive IC engine powered forklift in 1998. In its first year of operation, Combilift produced 18 units, 17 of which were exported.

The company has more than doubled in the last 5 years and now has 40,000 units in operation in over 85 countries.

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The Combi-OP is fitted with guide rollers to enable it to operate in existing guided narrow aisles of just 1.4m – the same width as those needed for Combilift’s GT truck. It enables operators to easily and safely hand pick orders from the elevated platform and has a capacity of 450 kg. Its overhead guard, light anti-slip floor, self-closing platform gate and guard rails guarantee utmost safety, as does the travel speed and steering angle which automatically adjusts according to lift heights.

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THE RIGHT CONNECTIONS JOST shows the scope of its range at the IAA Expo

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he glitz and glamour of the latest trucks on display can produce an exciting and energetic display of enthusiasm on the part of the sales staff, eager to explain the finer points of the latest vehicle. But enthusiasm for a product is not just confined to shiny sheet metal, as PowerTorque found when visiting the JOST display of 5th wheels, steerable trailer axles, landing legs and other truck and trailer components.

JOST covers a range of products that include ROCKINGER, TRIDEC and EDBRO in the family. Martin Richter, manager of aftersales service and testing for JOST Germany was our host for a trip through the company’s world of technology and proved every bit as enthusiastic about kingpins, 5th wheels and other components as his counterparts selling exotic prime movers.

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Selecting the correct kingpin assembly for a specific application has developed into an area requiring specialist knowledge, with a range of designs providing different benefits to suit a variety of applications. It should be noted however, that some of the product range described is not necessarily available in the Australian market.

The cast JSK 34 5th wheel coupling is suitable for two-inch kingpins and can reduce the system weight by up to 40 kilograms. It features a newly-developed hybrid bearing to increase driving comfort and service life, while also reducing the dynamic load on the vehicle’s frame. This type of bearing combines the robustness and shock absorbing performance of a rubber bearing with the frame-friendly properties of a plastic bearing.

JOST

From the second quarter of 2019, the ultralight JSK 34 5th wheel coupling will be available with sensors.

Demand for sensor units on 5th wheels is increasing, particularly for tankers, silo trucks or vehicles carrying hazardous goods.

“There are three sensors, the first covering kingpin engagement, the second reinforcing the security of the locking system and the third confirming the correct position of the skid plate to inform the driver the air suspension is at the right height,” said Martin Richter.

“All this information is mirrored in the dashboard display.

The skid plates are made of plastic and don’t need grease, but you can use grease if you wish. Non-greased skid plates currently hold about 15 percent of the European market,” added Martin.

In the landing gears segment, JOST’s Modul series landing gears all feature the patented drive, which is optimally protected due to its internal design, requires no maintenance and offers many other advantages during operation.

The large lift achieved by a single turn of the crank, with a low cranking force, makes operation easy and convenient and switching between high and low gears is quick, easy and safe. The modular design also gives a variety of versions with different mounting and bolting heights, cranks, connection shaft lengths, and foot types.

The newest member of the Modul series, the OPTIMA, made its debut at the IAA and is the ideal solution for long-distance transport applications. Based on the highly reliable Modul components, it offers a higher payload and thus higher trailer efficiency thanks to its low weight. It is available in all three plate positions and four different mounting heights and conforms with the market-standard mounting dimensions. The landing gear will be available from the second quarter of 2019.

Modul B’s class leading landing gear can be designed according to customer-specific requirements and is available with four different foot types and six mounting heights, offering a significant increase in lifting capacity compared to similar products. Additional reinforcements, for example on the shaft, ensure an increased resistance to lateral force, such as when loading with forklifts, onto trains or ferries. A reduced number of different types thanks to a modular system and an extensive range of spare parts guarantee the highest flexibility in the spare parts business.

JOST’s lightweight Modul CA aluminium landing gear is for use in especially weight-sensitive vehicles such as tankers and silo vehicles. At 57.5 kg per set, it is the lightest landing gear in its class. The Modul CS products are ideal for silo trucks as they require stabilising landing gears in the rear for support during unloading. Tank and silo vehicles with low superstructures are perfect candidates for the Modul CT, as its connection shaft has been moved downwards.

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TRAILERTORQUE The Modul CB is designed to be operated from both sides and can be used by two people at the same time or just from either the left or right side, as dictated where space is limited when the trailer is parked.

Featuring compact landing gears with large ground clearance the Modul CC are ideal for supporting the rear of the truck during loading with a fork-lift, JOST also offers the Modul CD drawbar jack with optional pivot bearing for use on central axle trailers and dollies.

With its Modul CF, JOST has added a drop leg with telescopic lift and great ground clearance to its product range. Modul CH is a heavy-duty landing gear for special loads. Modul CI offers the perfect solution for special constructions such as semi-trailers with exterior frames or self-supporting superstructures. Last, but not least, with its Modul CW and Modul CY, JOST also offers landing gears for trailers in RoRo transport that feature rollers instead of a foot. Modul CY is the heavyduty version.

For those seeking powered landing leg options the Modul E-Drive is particularly useful when access to the landing gear is restricted and the trailer needs to be coupled or decoupled frequently. Operated at the touch of a button, the Modul E-Drive also shuts down automatically in the event of ground contact or when the landing gear is fully retracted. Differences in height between the trailer and the tractor can be compensated using the vehicle’s pneumatic suspension or manual cranking in a low gear.

For those operator skel trailers or demountable bodies JOST has the force-assisted twist lock Easy Lift. This height-adjustable lock connects the swap body with the truck. Height-adjustment is necessary when the truck’s pneumatic suspension cannot reach the required lift height to attach the swap body.

Moving on to the JOST axle line-up and all JOST trailer axles from the DCA series are available with the new JOST DCA-T7 disc brake assemblies. With its proven twin tappet technology, the benefits for the operator include shorter braking distances and an obvious increase in vehicle safety.

Where trailer access problems can eventuate JOST can offer the DCA STEERMASTER trailer steering axle.

Able to be combined with all other DCA axles, the DCA STEERMASTER provides a steering angle of 21 degrees to improve manoeuvrability, reduce tyre wear and lower fuel consumption.

Tyre inflation systems provide significant operator benefits through enabling optimised tyre pressures that in turn reduce tyre wear and fuel consumption.

The easy-to-assemble JOST Plug & Play solution for tyre inflation systems guarantees a fast installation with no additional conversion effort for all common trailer types and is compatible with all common control systems.

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JOST The DCA AIRMASTER is a unique axle where the axle beam also simultaneously functions as a compressed air reservoir for both the brake system and air suspension.

With a compressed air reservoir capacity of 40 litres per axle, it replaces the usual compressed air chambers on a semitrailer, resulting in weight savings of up to 50 kg.

The two separate air circuits results store pressurised air for both the brake system and the air suspension in the axle beam and can also link through the JOSR plug and play option to the tyre inflation system. The DCA AIRMASTER can be used in all common vehicle types and is also available with a brake pad wear indicator.

The JOST Twin Lift system can raise all rigid axles from the DCA series safely and reliably and is available in series production and as a retrofit solution.

Readers of German trade magazines once again named ROCKINGER the “Best Brand” in the towing hitches category for the 14th consecutive year.

Alongside many other safety features, ROCKINGER developed the drawbar turn angle warning system with a display in the driver’s cabin to provide reliable protection from shunting damage to couplings, drawbars and the rear of the vehicle.

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TRAILERTORQUE The RO50E tow hitch employs the original ROCKINGER release lever principle, meaning gentle coupling is possible even at difficult drawbar eye angles. The hitch does not close until the drawbar eye is fully retracted in the funnel.

The proven ROCKINGER release lever principle prevents incorrect coupling caused by the locking process being triggered too early or by jerky coupling, as is necessary when using a standard pin lifting system.

All ROCKINGER towing hitches can be retrofitted with a wide variety of options for remote displays and remote controls and is available with a sensor coupling, equipped with a remote display and pivoting angle warning display.

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JOST

The second generation of the “Piff Paff” pneumatic remote operation is also new. It is controlled via the DUOMATIC connection to the truck’s brake hose. The opening procedure is easy and safe, as the air supply is only available when the trailer brake line is not connected to the tractor and the trailer is securely braked via the springloaded cylinder. The driver can now safely decouple a truck and rigid drawbar trailer combination, even if it is under load.

ROCKINGER also offers a camera which is integrated in a central position in the bumper guard, enabling the driver to see the exact position of the drawbar eye and engage the coupling in a targeted manner. The hitch is also equipped with the LubeTronic AK lubrication system, which automatically supplies it with oil in order to keep the grease in the hitch lithe. Once activated, a lubrication cartridge lasts for up to 18 months.

New from ROCKINGER is the RO430 comfort coupling.

This towing hitch for 40-millimetre drawbar eyes is not only slack-free, it is also equipped with rubber suspension and hydraulic shock absorption that reduces

impact stress during coupling. It’s also available with an electro-pneumatic remote control from the vehicle cab.

ROCKINGER is the only manufacturer to offer the comfort coupling in a 50 mm version.

Finally, for those seeking alternatives for trailer manoeuvrability, it’s worth evaluating the alternatives for controlling the angle of the rear self-steering axles., through using the EDEC or TRIDEC options.

“We can offer a purely mechanical link, but we do have the option of an electrically controlled steering system or a hydraulic system which is controlled by an operator walking alongside the trailer to control it during access difficulties,” said Martin Richter.

“A sensor mounts inside the block of the 5th wheel and reacts to energise a rod that in turn moves the rear axle.

In the electronic version the king pin has a hole through it in which sits a sensor that detects the angle between the prime over and the trailer and then moves the angle of the wheels on the rear axle,” he added.

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TRAILERTORQUE

POLES APART German trailer manufacturer Langendorf and its Polish parent company Wielton S.A. join forces for the first time at IAA Hanover

T

he European vehicle and trailer manufacturing business has such a rich wealth of history that researching the background of specific companies can be just as interesting as delving into its latest developments.

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Founded in 1889, the Langendorf company is based in Waltrop, in the eastern Ruhr region of Germany, where its 290 workers produce more than 1000 vehicles a year. The product range encompasses inloaders for transporting finished elements made of concrete, brick or wood, as well as for flat glass.

Further options in the product range include steel or aluminium tipping trailers, rigid tipper bodies and low-loader semi-trailers, together with the marketing of curtain-sider trailers, container chassis and volume combinations.

LANGENDORF Waltrop remains the design and manufacturing centre for Langendorf, as well as catering for all maintenance and repair work, marketing and rental operations. The company became part of the Wielton Group, based in Poland, in May 2017.

Dr Klaus Strautmann, managing director of Langendorf, said the theme of this year’s IAA appearance was the intensive collaboration with its parent company group, in tandem with the redesign of its range “New constructions in many models are examples of the technological transfer between the two companies and the innovation power of the Langendorf brand,” he said.

The in-line loader, known as the Flatliner, has the advantage of not requiring a crane or lift truck for loading or unloading, as all cargo is palletised.

Intended for use behind two- or three-axle prime movers, tare weight can be reduced to approximately 9500 kg. due to the technically advanced individual wheel suspension, with the central loading shaft having a length of 9500 mm and a width of 1550 mm. This makes it possible to transport loads more than 9.0 m long and up to 3.7 m high in the loading shaft.

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TRAILERTORQUE The Flatliner can be coupled to any prime mover and the hydraulics for the lifting arm are operated by the electric engine mounted on the trailer. The same engine also operates the fixing devices hydraulically. These can be adjusted horizontally and vertically, so they can be flexibly adapted to the most varied loads and can be displaced in longitudinal direction on angled rails. It’s now possible to telescope the fixing arms, making this operation possible from the ground with maximum operator safety.

Up to five flat pallets can be taken when running unladen, with the driver taking in the pallet and securing it with the bracing device. This means that the full loading process, including load securing, can be completed in less than 10 minutes. The flat pallets can be manufactured in various forms to cater for differing loads.

Each single-wheel swing-axle suspension is hydraulically operated for raising and lowering. To minimise tyre wear and reduce fuel consumption, both the first and third axle rows can be lifted when travelling unladen. The matching compensation of the axles among one another also takes place hydraulically and is cushioned by integrated hydropneumatic accumulators, allowing a complete stroke distance of 430 mm.

An on-board electro-hydraulic pump assembly supplies the two or three hydraulic load restraint devices on each

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LANGENDORF side of the trailer, together with the hydraulically locked tailgate. Built-in batteries allow operation independently from the prime mover.

Langendorf’s insulated ISOXX steel half-halfpipe tipper is designed for heavy load applications, and is not limited to simply asphalt transportation. With a tare weight of about 6200kg, the unit on display (without an integral chute) had a volume of 24.3 m³ and comes equipped with BPW disc-braked axles. The body is insulated according to DIN 70001, with a 50 mm thick insulation between the inner and outer wall ensuring outstanding insulation values.

New for Langendorf at the IAA was the large-volume aluminum tipper from the new SMART-line model series. This tipper is optimally matched to the needs of the agriculture and forestry sector. The high volume of approximately 62 m³ and the low lateral loading height of only 3600 mm allows problem-free loading with harvesters and wheel loaders.

Also from the same SMART-line model range was a largevolume steel tipper for use in the metal waste and scrap industries. This model offers a volume of more than 51 m³ with a tare weight of only about 8000 kg. The chassis is made of high-strength, fine-grain steel and has high payload reserves.

The SKA-type vehicle with aluminum box body on display has been optimised for the transport of light bulk goods.

The aluminum used by Langendorf has a Brinell hardness of HB110 and is therefore about 50 percent harder than the material usually used in vehicle construction. The high load capacity and long life of the semi-trailers is ensured by the short frame spacings in the floor construction.

Other display models at the IAA included the latest Langendorf curtain-sider design, a conically-shaped steel half-shell tipper, a container chassis, and a highvolume combination.

The SKA-type vehicle with aluminum box body on display has been optimised for the transport of light bulk goods.

The aluminum used by Langendorf has a Brinell hardness of HB110 and is thus about 50 percent harder than the material usually used in vehicle construction. The high load capacity and thus long life of the semi-trailers is additionally ensured by the short frame spacings in the floor construction.

Other display models at the IAA included the latest Langendorf Curtainsider design, a conically-shaped steel half-shell tipper, a container chassis and a highvolume combination.

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Thermo King brings new solutions to the table for discussion at the IAA Hanover

G

ood food needs good refrigeration to keep fresh. For too long the insulated transport industry has been following the same old process of attaching a small capacity diesel engine to the front bulkhead of a box body and running two engines throughout the day or night. The main engine runs the van or truck, while the power source for the refrigeration unit churns away on its own, keeping the cargo space cool and effective.

There are new solutions for the small van and light truck segment that result in refrigeration units that link to the battery systems of electric vehicles for their power source. The result is a refrigeration unit that runs solely on electricity and a vehicle that does likewise, benefitting the last mile supply chain and emitting zero emissions.

As an adjunct to running refrigeration units on electricity, technology is now leading us to incorporate axles in vehicles that provide electricity to the vehicle batteries through regenerative braking systems, ensuring that electrical output more than compensates for electrical demand.

Currently for medium to heavy duty refrigerated transport vehicles the Australian industry is in a test and development phase, analysing the potential gains and quantifying the potential costs involved.

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during the launch of the company’s vision of the future which it called Thermotopia, at the IAA event in Hanover.

Thermotopia is a fictional city of the future where the transport refrigeration industry ensures the safety of transported foods and goods for rising populations while eliminating smog, congestion and excessive noise.

Thermotopia is where technologies help transport companies to stay ahead of the regulations and grow their businesses with increasingly cost effective and environmentally sustainable solutions.

The solutions on display at Thermotopia were proven technologies ranging from hybrid units, CryoTech, electric alternator driven Frigoblock units also working with CNG or LNG engines to fully electric independent units for small and large vans for last mile delivery. “ In the refrigerated semi-trailer segment of the transport industry the latest SLXi trailer refrigeration units now feature the upgraded, lower emission and quieter GreenTech™ engine certified according to the upcoming Non-Road Mobile Machinery (NRMM) Stage V regulation.

The monitoring of these systems is available through 24/7 connectivity with telematics as standard, providing remote unit management and data access through a free app on smart phone or Bluetooth-enabled device. This control extends to cover enhanced temperature control and lower

THERMO KING environmental impact thanks to lower fuel consumption, lower CO2 and NOx emissions and low global warming potential (GWP) R-452A refrigerant The new SLXi platform of trailer refrigeration units is sufficiently broad to meet every customer need and application. This includes the SLXi Hybrid system, which uses a Frigoblock EnviroDrive pack with an alternator installed on the prime mover engine to provide constant electric power and operate in zero-emission electric mode.

The standard connectivity and geo-location feature of the SLXi Hybrid automatically switches the power between the diesel and electric mode as required or necessary, allowing the unit to operate in restricted inner city, low emission zones.

The new self-powered T-560R refrigeration unit enhances the widest range in the truck refrigeration industry. With added capacity and better pull down it allows customers to do more deliveries with more cargo and more door openings.

Compared to its predecessor, the T-560R units provide a 20 percent increase in both fresh and frozen capacity and a five percent reduction in fuel consumption, reducing the environmental impact and lowering the total cost of ownership (TCO).

The new compact T-560R units equipped with the T-Series Whisper option further lower the perceived noise level by 20 percent to limit the impact when operating in urban areas.

All the T-Series truck refrigeration units are fitted with GreenTech ™ engines certified according to the upcoming Non-Road Mobile Machinery (NRMM) Stage V regulation.

The new Prisma S-4.2 low height dual discharge evaporator for T-Series and SLXi multi-temperature truck and trailer refrigeration units maximizes the volume available for the payload and facilitates access during loading/unloading operations. The new Prisma compact monobloc evaporator can replace two evaporators without compromise on refrigeration performance thanks to a lower profile and improved zone flexibility.

Featuring Dual Air Discharge with additional heat exchanger area, the new Prisma delivers refrigeration and airflow performance of a standard evaporator within a very compact envelope. This gives customers more flexibility for the installation inside the rear compartment of the trailer and optimal temperature control of the transported goods.

Providing a full and comprehensive support system for the various units, Thermo King Connected Solutions can provide improved customer uptime, operational efficiency and proactive maintenance.

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TRAILERTORQUE With connectivity and telematics capabilities built into the units, Thermo King goes beyond providing just a refrigerated unit.

The new additions to the TracKing telematics portfolio include TK Fleet Assist, TK Service Assist and TK Notify.

The TK Fleet Assist platform improves cargo security and optimises operating costs by reducing wasted time and minimising the risk of mistakes during repetitive, multiple daily configurations of the refrigeration. It can create configuration templates for particular types of cargo including all the exact freezer settings and monitoring framework. The users will be able to simply select the unit and applicable, preconfigured cargo template in the system which will activate the settings automatically.

TK Service Assist is a telematics tool that enables Thermo King dealers to inform customers about any abnormal unit behavior and direct them towards the nearest service workshop.

It provides an insight into a unit’s operational data, providing remote diagnosis to improve system efficiency and reliability, supporting pre-emptive maintenance and improving uptime to again lower TCO. The new TK Notify APP provides instant, real time alarms and updates on any deviations from normal behavior of the refrigeration unit. The notifications are also accompanied by a snapshot of the unit performance at the time of the event, showing the temperature patterns and unit operational details. This allows the users to determine what and why the event happened and resolve the situation.

While your house may have solar panels on the roof, their application on refrigerated transport vehicles has been excessively slow to gather pace.

The new 24V Thermo King ThermoLite solar panels complement the ThermoLite family of 40W and 110W solar panels and are designed to provide a sustainable power management solution for fridge units while reducing their fuel consumption and CO2 emissions.

The solar panels charge the vehicle batteries, even in low light, whether or not the vehicle is operating. This maintains the batteries at a higher state of charge, eliminating the need to use the engine to charge the battery and reduces fuel consumption by up to 23 percent and CO2 emissions by 560kg.

CryoTech technology offers a zero emission, whisper quiet, vehicleindependent solution giving refrigerated transport vehicles access to restricted urban traffic zones night and day.

CryoTech involves the use of recovered and commercially available liquid carbon dioxide (R744) as the refrigerant. The recovered liquid R744 is obtained as a byproduct from industrial processes that would otherwise have been released into the atmosphere. As such there is no cumulative global warming effect caused by its use in a CryoTech system.

Thermo King CryoTech units achieve improved performance and significant reduction in emissions over conventional diesel-powered units through reducing the carbon footprint by an average 90 percent

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THERMO KING with no PM or NOx emissions. The system allows for rapid temperature pull-downs, making it a perfect fit for the distribution market where the cooling unit is often interrupted as drivers deliver goods at multiple locations.

Environmental sustainability is a critical element of Thermotopia, and Thermo King and Frigoblock continue to deliver on the climate commitment of their parent company Ingersoll Rand.

The CryoTech units are PIEK certified and literally whisperquiet thanks to the absence of any engine, making them ideal for day or night-time distribution in urban areas.

In 2014, Ingersoll Rand publicly committed to increase its energy efficiency and reduce the greenhouse gas emissions (GHG) related to its operations and products.

The integration of Frigoblock inverter technology in rigid trucks has until now been confined to the FK25i and FK35i units. Frigoblock has now expanded the application of the new inverter filter technology across its FK, EK, HK ranges of full electric refrigeration for trucks, drawbars and semitrailers as well as with the Thermo King SLXi Hybrid units.

The company’s Climate Commitment includes a 50 percent reduction in GHG refrigerant footprint of its products by 2020 and lower-GWP alternatives across its portfolio by 2030. Also on the agenda is a $500 million investment in product-related research and development to fund long-term GHG reduction, while achieving a 35 percent reduction in the greenhouse gas footprint of its own operations by 2020.

Combined with a compact, high-efficient water-cooled alternator, the Frigoblock inverter technology provides optimum refrigeration capacity regardless of vehicle engine speed, with optimum load temperature control and minimum energy consumption. The rapid start-up of the unit involves low mechanical stress and offers selectable noise reduction profiles Unlike other vehicle driven solutions, the Frigoblock inverter technology can individually control the speeds of the three-phase electric motors. This allows the refrigeration unit to provide maximum refrigeration capacity with better temperature control and better energy efficiency.

Ingersoll Rand’s Climate Commitment has enabled the avoidance of 11 million metric tons of CO2 globally from its products compared to a 2013 baseline, equal to the emissions from the energy used in 1.6 million homes for one year. The company also has reduced the GHG intensity of its operations by 23 percent when compared to a 2013 baseline.

All new and enhanced solutions introduced and showcased at the IAA were designed to improve the quality of life in the cities with low noise and low emission operations and reduce the environmental footprint of refrigerated transport.

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ADR Updates for Trucks and Trailers GET THE FACTS AND FIGURES.

When it comes to the facts of life in truck and trailer safety, there is nothing more important than protecting life, cargo and other road users through better and more advanced safety and stability systems. It is no surprise that the new ADR rules on the Australian horizon demand more of all of us.

Talk to Knorr-Bremse today about your needs. Now is the time to come to grips with the new regulations and the implications and responsibilities for your business.

There is no substitute for real expertise and the professional support of Knorr-Bremse Truck and Trailer services.

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FACTS. FIGURES. KNOWLEDGE. EXPERTISE Phone 1300 309 991 Email cvs.aus@knorr-bremse.com Or visit www.knorr-bremse.com.au Download our Service Locator App

TRAILERTORQUE

SUPPLY CHAIN Key suppliers bring new technology to the trailer market

W

ith such a wide array of information arising from the 2018 IAA Commercial Vehicle show in Hanover, we simply couldn’t cram everything into the December/January issue of PowerTorque.

Truck and trailer manufacturers showcased their new products, predominately with three key themes − autonomous transport, connectivity and eMobility. But for all of these to become reality, it’s vital that key suppliers are able to provide that new technology to the market.

Here’s a taste of what we can expect in 2019: BPW The key message was “out with diesel, in with the electric axle”. This proved a common theme, as governments look to ban diesel in some European cities as early as the next decade.

BPW has an axle available now for electric conversion of municipal and commercial vehicles with eTransport. From the Mercedes-Benz Varios with a GVM of 7.5 tonne, up to electric concept vehicles with weights of 26 tonne.

In recognising the future importance of eTransport, BPW also showcased other new innovations concerning its current running gear.

The new ECO Air generation of running gear has a modular architecture with standardised intelligent components – and it is the first to enable vehicle manufacturers to purchase BPW running gear as a kit,

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then install the required variants of the components insitu when customers lock in their specifications. With a 5 kg lighter weight advantage over its predecessor, when combined with the enhanced BPW ECO Disc TS2 trailer disc brake, the weight saving equates to 9 kg. This benefit compounds to 27 kg when applied throughout a tri-axle suspension unit.

Also new from BPW is iGurt, an intelligent cargo restraint system. Serious accidents and damage to load frequently occur in transit, which will undoubtedly become more challenging with autonomous vehicles if a driver isn’t present. The iGurt checks the tension of the lashing straps whilst the vehicle is moving and can alert the driver or office if it senses shifting of the load inside the trailer.

SAF-HOLLAND The SAF-HOLLAND Group adopted the slogan “Future is Now”, which was particularly apt with its automatic coupling display.

With all the talk surrounding autonomous trucks, it needs to remembered that a driver’s role is much more than simply sitting behind the wheel.

SAF-HOLLAND has focused upon the coupling and uncoupling of the trailer, showing how the Smart tractor unit fifth wheel couples to the trailer whilst simultaneously connecting the air and electrics. It then lifts the landing legs by electrics, before moving forwards intact. The same options operate in reverse for uncoupling, all autonomously.

IAA

Another interesting development was the SAF TRAKr, a trailer axle that generates electricity for use to power additional equipment, such as refrigeration units. Plus, the SAF TRAKe, an electrically powered axle to provide additional traction to support drive performance and traction on slippery surfaces.

As an alternative, SAF-HOLLAND showcased the INTRA CD TRAK. Ideally suited to construction, refuse or mining trucks, this provides a hydraulically driven motor acting on the trailer axle to support the truck on inclines, and when travelling over difficult terrain.

DANA As a leader in electric axle components, Dana is well placed for a move towards electric axles.

DANA claims that it is currently the only supplier with the capability to deliver complete electrified drivelines and fully integrated e-Axles. Combined with thermal management systems across all vehicle markets, it is a reason why several manufacturers are currently using DANA components for their own eMobility solutions.

FLIEGL The Fliegl CLG Dolly uses the principles of physics rather than those of hydraulics to create a dolly coupling system for matching a semi-trailer to a rigid truck using Ringfeder couplings.

Claimed to be the lightest dolly on the market, the benefits include being almost maintenance-free, no steering axle, no hydraulics and no electrics. The coupling height is adjustable from 920-950mm and the rigid under-coupled traction bar can be removed on the towing vehicle as well as on the trailer.

The rear deflection of the towing vehicle is transferred to the dolly on a ratio of 1:1 and for European dimensions it provides an operator with 58 cubic metres of cargo volume, with an interior height of 3 metres in the truck body and 102 cubic metres of cargo volume in the Mega trailer.

KNORR-BREMSE At the Knorr-Bremse media presentation under the topic of “traffic safety for trucks and trailers” came details of two new disc brake generations, SYNACT® and NEXTT®, as well as the new Global Scalable Brake Control system (GSBC). All three systems attain a new level of efficiency, whilst GSBC also provides the platform for many driver assistance systems of the future and automated driving.

The company announced a partnership with Continental on a first cross-brand system solution for highly automated driving in commercial vehicles. According to a company spokesperson, this is the first partnership of this kind in the commercial vehicle sector that puts in place the prerequisites for complete systems for highly automated driving from a single source. “The presentation of our first joint project, a platooning demonstrator with vehicles from different manufacturers, is planned for early 2019,” they added.

As closer cooperation between technology suppliers and vehicle manufacturers continues to grow, there will undoubtedly be more need for the leading systems to integrate this level of technology across the vehicle platforms of more manufacturers, developing a common infrastructure for those seeking connected solutions.

WABCO PowerTorque took advantage of an invitation by WABCO during the week of the IAA Show to tour the company’s engineering offices and test track facility in Jeversen, Germany. This provided the opportunity to fully appreciate some of the innovations first-hand, as detailed in our December/January issue.

Key highlights were the new Trailer EBS-E, which is WABCO’s next generation of trailer electronic braking with the smarts on the trailer. This enables more than 40 safety, efficiency and connectivity functions just from the trailer alone.

Other interesting new technologies offered were High Definition rear view solutions, OnGuardMAX, and OnCity Urban Turning Assist, which are required for the move towards full autonomy.

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BOSCH Bosch began its media briefing by pointing out that twothirds of the population will be living in cities by 2050, so increasing congestion will be a hot topic for action.

At the same time, the parcels industry is expanding rapidly, with Bosch predicting freight will increase by another 50 percent over the next 20 years. In a nutshell, the logistics sector faces a series of major challenges ranging from climate protection, air pollution, urbanisation and driver shortages.

Dr Rolf Bulander, chairman of the Mobility Solutions business sector, explained: “Bosch’s vision is that road freight of the future should ideally be as free of emissions, accidents, and stress as possible. The path to this goal incorporates electrification, automation, and connectivity for commercial vehicles”.

Bosch is another key supplier enabling digitally connected logistics solutions from freeway to front door. A major development area for Bosch is the electrification of semi112

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IAA trailers, and the company used the IAA Show to reveal its regenerative power trailer axle that uses electricity from braking to supplement or replace on-vehicle power demand. With this system supplying electrical power to a trailer refrigeration unit, Bosch estimates it can provide annual savings of 9000 litres of diesel. Taking this option further, it would also be possible to power the other electrical systems of the truck-trailer combination, reducing the demand and consequent parasitic power loss required to drive the alternator; again resulting in fuel savings for the truck operator. A game-changer indeed.

STONERIDGE Another option for reducing fuel use is to improve vehicle aerodynamics by removing the large mirror heads from the cab exterior, replacing them with mini-cameras that display vision on mirror-sized heads inside the cabin attached to the A pillars.

Component supplier Stoneridge has developed a retrofit solution for both American and European trucks with its unique mirror replacement system MirrorEye, MainView and TopView.

Major gains in vision come from the removal of blind spots caused by conventional mirror heads. They also provide self-cleaning to eliminate problems with rain and dirt, an advanced defrosting system for winter driving, plus night vision to make manoeuvring safer and easier.

TRAILERTORQUE

TYRES Tyre companies are notoriously reticent to share knowledge of product technical advantages because of an archaic desire for secrecy. In this global community, it’s fair to assume that all tyre manufacturers are developing green tyres that offer reduced rolling resistance, improved fuel economy and longer tread life, aligned with better roadholding and steering response.

Goodyear is the first out of the starting blocks for 2019 to claim the benefits of its new Fuelmax Performance tyre range as its most fuel-efficient to date.

With the Fuelmax, Goodyear has achieved EU tyre label grade ‘A’ for fuel efficiency. By using a silica compound, the tyres don’t gain nearly as much temperature as standard alternatives, with lower heat generation resulting in less fuel consumption.

Goodyear estimates that fleet use of Fuelmax tyres across Europe could save up to 290,000 Euros ($463,000 AUD) 114

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in fuel costs and reduce CO2 emissions by 557 tonnes per year. These claims prompted fierce rivalry from Bridgestone, busy launching its new Ecopia H002 tyre. This utilises a new compound technology and tread pattern that the company claims delivers bestin-class fuel efficiency through an EU label ‘A’ grade combination in steer, drive and trailer tyre application.

The new Ecopia range is the latest initiative in Bridgestone’s approach to maximising the fuel efficiency for its fleet customers. Bridgestone is focused on offering a comprehensive tyre service and combines Bandag’s fuel-smart retread line FuelTech® and the tyre monitoring system Tirematics with its tyre management service for commercial fleets, Total Tyre Care.

With fuel pricing in Europe making up around 30 percent of all expenses for long-haul fleets, any minor fuel saving offers a big advantage for hauliers and suppliers.

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