PowerTorque Issue 47 Jun/July 2012

M I D - A M E R I C A

T R U C K

S H O W

S P E C I A L

www.powertorque.com.au ISSUE 47 June / July 2012 RRP: $7.95 (NZ $8.95)

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VOLVO'S VNL

COMING TO OZ

FEATURE

THE BEST

OF THE

BEST The annual PowerTorque Technology and Innovation Awards recognise achievement and aBility in transport

Recent

years have been filled with exciting and, in some cases, groundbreaking advances in technology and innovation. While the carmakers usually go for the glory of high performance and exotic designs, the truck industry has been carving away at fuel consumption, reducing emissions and improving performance to far higher levels than we imagined were possible, perhaps even as recently as five years ago.

(EGR), and we’ve seen how those two technologies can combine for an even cleaner future.

Trucks are now smarter, collision mitigation systems more intelligent, and fatigue levels of truck driving can be reduced to car-like effort, making the roads safer and providing the possibility to reduce accidents.

So much has taken place in the past 12 months that there are many innovations worthy of recognition and applause from a wide range of sectors within the transport industry. But in making our selection this year, the judges have focused on safety, efficiency and fatigue reduction, leaving emissions reduction to be in the domain of the legislators.

Our contenders for awards and recognition this year cover a very wide field. We’ll start with the new releases that include the high horsepower versions of the Volvo FH16 with power offering up to 700 hp, Mack’s MP10-powered Super-Liner and Titan that offer 685 hp matched to the mDRIVE 12-speed transmission, and Scania’s V8-engined R730, which, as it’s name suggests, matches 730 hp with 3,500 Nm of torque and delivers it through the Scania Opticruise transmission.

Kenworth currently remains the only truck maker with North American origins to offer a roll-stability braking system, and although other brands are following suit, none of them have yet matched the earlier adoption of this PACCAR brand – justification indeed that brought Kenworth the PowerTorque Technology and Innovation Award in 2011.

In a world of transport, where there are technologies that can prevent accidents, diminish the risk of vehicle and trailer rollover, provide significant reductions in braking distances, provide adaptive cruise control and brake interaction when approaching a slower moving or stationary vehicle, it seems foolhardy not to bring all these options into the market.

The same applies to the introduction of the cleanest emissions engines available.

Driven by ever-tightening legislation, we’ve seen emissions from exhaust systems reach the point where the discharge from an exhaust system can be cleaner than the air that entered the vehicle.

We’ve seen the adoption of selective catalytic reduction (SCR) take over from the technology of exhaust gas recycling 16

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The technology was available from some of the engine manufacturers, European and North American, to leapfrog one complete level of technology involving the use of EGR and jump straight to the higher efficiency of SCR or EGR and SCR combined technologies.

Instead, some of the truck makers opted for total conservatism and put cost savings ahead of the environmental savings. Relying on the premise that lower cost meant more guaranteed sales, they overlooked the fact that selling engines

THE BEST OF THE BEST

with future technology levels today, could ensure higher resale values at the changeover point in the vehicle life, due to the higher emissions standards enabling a future-proofing of appeal in later life.

Cummins and Detroit Diesel were both able to offer these higher levels of emissions ability as on sale in the US, but the OEMs using their engines took the short-term cost approach rather than the longer-term environmental view. As a result, engine buyers today are running engines that are already obsolete in other global markets.

desirable style and design exercise, but, also, with its early adoption of SCR engine technology, a future-proofed product with tremendous appeal.

Isuzu, with its almost quarter of a century dominance of the Australian truck industry as overall market leader, showed that it expertly applies its product development to completely satisfy market demand. The most recent release being a chassis and driveline tailored specifically for the agitator market and already generating great interest in the marketplace.

Fuso continues to gain the technology high ground with its adoption and development of hybrid technology. With its sales operation becoming more intertwined with the multi-branding of sales outlets under the Daimler Groups’ Freightliner and Mercedes-Benz products, Fuso sales will continue to enjoy strong growth.

Another Japanese contended in the growth of hybrid technology is, of course, Hino. As parent company, Toyota, has continued to lead the hybrid charge into this new technology, Hino has benefited also by the research continuing in relation to a full hybrid driveline.

Although becoming news only in recent years, Hino itself was instrumental in the start of hybrid development, introducing its HIMR bus hybrid drive in the early 1980s and putting prototypes into use on Tokyo’s urban bus system.

Where Hino should be recognised is how it incorporated additional safety levels with driveline technology within its 300 Series range.

The 300 Series is the first light truck on sale in Australia to incorporate vehicle stability control (VSC) as standard. Mandatory on passenger cars, the adoption of VSC, plus the provision of a Sat/Nav and reversing camera system, is a major contributor to advanced safety.

The Japanese truck manufacturers have demonstrated that they too are capable of rapid change in an advancing society.

UD launched its Condor range, revealing not only a highly

Add to these standard features further inclusions such as dual SRS airbags, four-wheel ventilated disc brakes, electronic brake pressure distribution, anti-lock braking systems and integrated FUPS (front under-run protection on its wide cab models), and the package becomes complete in its total appeal.

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MID-AMERICA

PACCAR UPDATE

Kenworth and Peterbilt release

new models and higher safety levels

It

was often said that if you wanted safety you went for European truck makes, and that buying American brought you no-frills reliability without the add-ons.

Well, that’s now a situation that is dramatically changing as the North American truck makers are almost universally adopting new and significantly higher safety standards, with better braking and higher comfort levels than ever before.

Admittedly, we don’t yet have the US truck makers out of 12 Volt electrics, compared to the 24 Volt systems of the Europeans. But we can now see the introduction of electronic braking systems, shorter stopping distances and a whole raft of safety inclusions that match the best available from Europe.

In other words, the differences are disappearing and the world for the driver has just become a lot safer.

One of the similarities of American trucking, which compares with those of Australia, is the driver shortage.

Talking to one major US fleet with almost 600 prime movers and single trailers, the reality hit home with the disclosure that 105 rigs were parked in the yard because they couldn’t recruit the right level of driver competence.

Upgrading the standards of comfort and safety on the highway is one way of attracting new drivers, and, with Paccar’s Kenworth and Peterbilt brands, the news this year centred on the release of two new prime movers, the Kenworth T680 and the Peterbilt 579.

With Kenworth being of the major interest to Australian operators, we’ll concentrate more fully on the T680, although much of the specification and overall research and development share commonality with the Peterbilt 579.

The PACCAR MX engine and enhanced aerodynamics of our new Kenworths have delivered a 10 percent improvement in fuel economy, and that’s really helped us offset the additional costs of the new emission technology.

And to kick off the launch with some tangible feedback from operators, what could be better confirmation of its appeal than an order for 1000 T680s fitted with the 76-inch integrated sleeper cab and powered by the PACCAR MX engine from TransAm Trucking, a leading refrigerated fleet from Olathe, Kansas.

TransAm Trucking already operates 500 aerodynamic Kenworth T660s and T700s powered by the Paccar MX 12.9-litre engine rated at 485 hp and offering a torque rating of 1,650 lbs-ft. The Cummins ISX15 engine is available as an option.

“The PACCAR MX engine and enhanced aerodynamics of our new Kenworths have delivered a 10 percent improvement in fuel economy, and that’s really helped us offset the additional costs of the new emission technology,” said Russ McElliott, president of TransAm Trucking.

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VOLVO ON A ROLL

Comparing the performance of the company’s previous aerodynamic trucks equipped with pre-2007 engines, Mr. McElliott said the reliability and drivability of the MX engine have also contributed to a 12 to 14 percent improvement in the company’s driver retention rate in 2011.

These aerodynamic trucks are definitely the way of the future for American trucking. The width of the aluminium cab has been expanded from the original conventional dimensions of 1.9 metres, out to 2.1 metres, and the smooth wind-cheating profile is said to reduce fuel consumption dramatically.

According to Jim Bechtold, Kenworth director of product planning, the 10 percent enhancement in aerodynamics translates to a five percent fuel efficiency improvement. Put simply, the T660 is Paccar’s most aerodynamic conventional truck on the market today.

“Seventy-five fleet and maintenance managers, 850 drivers and nearly 100,000 trucks represented, all provided input to Kenworth with a goal of creating a new level of performance in a truck that ups the ante in comfort and ride for drivers,” said Jim. For the T680 project, Kenworth built the truck from the inside out.

Kenworth designed an adjustable test cab that could be lengthened or shortened in all directions. More than 850 drivers participated, adjusting the cab to their liking, literally moving the space between the driver and passenger seats for access to the sleeper; optimizing the steering column; adjusting the seat positioning for belly room and seat travel; and, determining how foot pedals should be aligned and distanced.

at the Kenworth Research and Development Center in Renton, Wash., helped Kenworth designers and engineers view and almost feel how the T680 would look and perform.

When the look and feel of the T680 was determined, Kenworth designers and model makers brought the truck to life in the form of clay models – 40 percent in scale to start, which meant about 3.2 m in height. The design clay – about 200 mm thick – rested over a skeleton of hard foam, plywood and steel. The completed models were then painted and detailed.

Once comfortable with the design, Kenworth used a laser scanner to digitally record the clay model. The laser measures more than 23,000 points per second.

“It took less than a day to laser scan the model. Before this laser technology, it would have taken three to four weeks to collect the data points,” said Brian Lindgren, Kenworth’s manager – research and development.

“The scanned data was then used by digital modellers to create class ‘A’ surfaces. With the approval to move forward, full scale models were built,” he added.

During this time, the Kenworth aerodynamics team used traditional and advanced computational fluid dynamics (CFD) and computer-simulated wind tunnel programs.

“We still use wind tunnel testing for validation and adjustments, but what we were able to do in the computer allowed us to create and validate the industry-leading aerodynamic design we were after,” said Lindgren.

“It was exhaustive data collection, but it was well worth it as we found the right size for the cab and entry-way to the sleeper,” said Bechtold. “Plus, we added four more inches of space behind the seats to allow for more seat travel, accommodating a wide range of driver sizes.”

Central to the design development was what Paccar designers call 3D technology. A 5x6 m 3D design wall

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MID-AMERICA

COMFY

CAT CAT shows off its shorter nose, new 13-litre and luxury sleeper

The

Caterpillar truck brand continues to add new kittens to its pride with the release later this year of the first of its fully-integrated and factory-engineered luxury sleepers. Called the Cat CT630LS, it will be joined by a new short-nosed version to be called the CT630S and a 12.4-litre six-cylinder engine based on the MaxxForce 13. Exhaust emissions ratings for the C15 Cat engine also improve to conform to the requirements of ADR80/03.

“With production planned for late 2012, this luxury sleeper represents a new product line and an exciting new option for Cat Truck customers, particularly those engaged in interstate

transport,” said Jeff Tyzack, general manager of sales & marketing for Cat Trucks in Australia & New Zealand.

The CT630LS joins the CT630 as the only truck available, as new, on the Australian market that’s powered by a fully Caterpillar manufactured engine.

The ratings for the Cat C15 ACERT engine remain at 550 horsepower and 1,850 lb-ft torque, but, in the CT630LS, the buyer gets an engine accredited to an ADR80/03 compliance.

In order to reach ADR80/03 compliance, this engine installation uses dual horizontal Diesel Particulate Filters (DFFs), and, unlike some of the other engines of this horsepower rating on the Australian market, it doesn’t require the addition of Diesel Exhaust Fluid (DEF)/AdBlue to match the current emissions requirements.

The new vehicles come with a standard four-year, 800,000 km driveline coverage. Buyers of the earlier ADR80/02 engine, fitted to the original launch vehicles of the Cat Truck range, can purchase the DPFs in kit form for aftermarket fitment.

With a 56” sleeper cabin and BBC measurement of 168” (4,267 mm), the CT630LS offers a spacious cabin, enabling the driver to access all areas from a fully standing position. The mattress size is 2040 mm x 900 mm and a split-system reverse cycle air conditioning unit includes separate temperature controls for both the driver and sleeper areas. Cab strength is compliant with ECE R-29 for crash protection, and a unitised strut type cab suspension provides improved stability and comfort.

Maximum storage capacity is provided through both internal and external access to lockers. Side vent windows with fly screens are standard for the CT630LS model.

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COMFY CAT

CAT Trucks continues to drive more product options into the Australian market to increase its market share.

The overall height of the prime mover is 4,024 mm with a roof aero kit fitted, or it comes in at 3,760 mm in height if the aero kit is not selected. The chassis frame measures 260 mm x 92 mm x 9.5 mm, with an insert over the tandem axle and an upper frame tie for the high-rise sleeper.

In line with the launch of the new CT630LS model comes a range of product upgrades that include updated Meritor RT46160 rear axles fitted with traction control. A differential lock is standard on the RR axle, as are alloy hubs, while differential locks on both axles are offered as an option. Aerodynamic chrome mirrors with electric operation and a heating function are also standard items.

The standard transmission for the CT630LS is an Eaton RTLO20918B manual transmission, but buyers can select the optional Eaton UltraShift Plus automated manual transmission.

Many of the original purchasers of the CT630 subsequently had an UltraShift Plus transmission fitted to their vehicles as part of an aftermarket swap.

LED headlamps are standard, as is the parabolic front spring suspension, with 6,500 kg capacity, and Hendrickson Primaax (PAX460) air suspension on the rear.

With fuel capacity of 1,510 litres, an antilock braking system that includes a trailer ABS socket, and gross combination mass (GCM) of 90,000 kg, the CT630LS has a standard specification that could find a high acceptance rate amongst local operators.

As most transport operators would be aware, there were some early concerns that this range of Cat engines would not able to comply with the tighter emissions requirements of ADR80/03. This concern has now been addressed by Cat Trucks Australia, and the ADR80/03 engine, complete with its dual DPF’s, will be available for delivery in late 2012.

The updated Cat C15 engine is based on the EPA04 Cat ACERT C15 engine platform, and once again it returns up to 550 hp and 1850 lb-ft of torque.

“We’re pleased to confirm that the proven Cat C15 engine is available in the Cat CT630 in the ADR 80/03 format,” said

Bill Fulton, managing director for Cat Trucks in Australia & New Zealand. “There are minimal changes from its predecessor engine, which met the ADR 80/02 standards.”

No significant hardware changes have been made to the engine to secure ADR 80/03 certification, except for the addition of a crankcase breather and a passive diesel particulate filter (DPF) system. In addition, the engine software has been recalibrated to reduce emissions. The package also includes a Cat DPF monitoring system that continuously monitors backpressure and exhaust temperatures.

A 95 percent-plus PM (particulate matter) reduction is achieved using well-proven dual DPFs with passive regeneration technology. According to a CAT Trucks’ spokesperson, in-country testing has demonstrated that passive regeneration is extremely effective at all loads and speeds, negating the need for a complex active regeneration system.

As well as the CT630LS, Cat Trucks Australia has also announced it will be launching a further model, a versatile short-bonnet conventional prime mover. Called the Cat CT630S, it will be available for delivery in the fourth quarter of 2012.

The Cat CT630S is a light tare-weight vehicle and is claimed by the company to be one of the lightest in its class. A further benefit is that the CT630S is one of shortest conventional cab trucks in the market to use a 15-litre engine.

This shorter bonnet enables the Cat CT630S to operate comfortably in B-double / 34-pallet operations, offering good visibility and handling.

The aerodynamics of its integrated cab also provides linehaul and road train consumers with improved fuel efficiency, making the CT630S ideal for fleets and interstate trucking.

The CT630S is available in two versions: a sleeper cab with BBC measurement of 138” (3,515 mm), and a day cab with BBC measurement of 112” (2,855 mm). Both versions utilise a conventional hood design for improved fuel efficiency PowerTorque ISSUE 47

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PROFILE

you are carrying general freight, there’s not much need for a driver to worry about how it’s going to travel. The load is not going to need water or food, it’s going to load exactly as it unloads, and there’s no risk of it trying to pin you to the side of a trailer and stick a horn in your leg.

Carrying livestock is very different, and the skill set needed by a driver on cattle transport covers a wide range of knowledge, even before you start wondering whether they’re a good driver or not.

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Tony Richardson comes from a dairy farming and cattle background in the NSW area around Rutherford, near Scone.

Around 30 years ago, “Richo”, in partnership with his father, Max, bought a truck to cart pigs and cattle. Today the stock fleet bearing the “Richo’s” logo on the cab roof numbers a clear dozen B-double rigs, plus one semitrailer and one tabletop unit, each being spectacular in its appearance and presentation.

TAKING STOCK WITH RICHO’S We caught up with Tony and five of his drivers at the Sydney Easter Show, where he was responsible for delivering and taking away cattle – from those being hand led in show events to cattle used in campdrafting.

at 1.4-1.6 kms per litre for B-double work but this drops back to 1.0 km/litre when we run double roadtrains. With a fuel bill running at $90,000 -$100,000 each fortnight it’s something I monitor closely.

“After the event we had to load 273 hand led cattle and this is very time consuming. With the experience gained from doing it for the past ten years we completed the task in under three hours. We also shifted the 400 cattle used in the world campdrafting and cutting competition,” he added.

“We’ve been particularly hard hit by the increase in registration charges for the lead trailers which rose by $5000 overnight, moving from $1,300 to $6,700. It’s just not possible to recoup these increases from your customers suddenly without warning. Yet the Government can raise their pricing without notice.

The selection of immaculate prime movers and B-double trailer sets are based on a mixture of Kenworth T904s, T908 and now T909s, all supplied through Newcastle-based Gilbert and Roach. You’ll also find two Western Stars in the fleet, including a new Constellation model, each bought through Thompson’s Machinery Sales at Port Macquarie.

Trailers were originally supplied by Ron Shanks at Dubbo, or Dickinson Trailers at Wagga, but, today, the fleet has standardised on twin-deck lead and second trailers sourced through Cannon Trailers of Toowoomba.

The common denominator amongst the fleet is the use of high horsepower Cummins Signature engines.

With a universal rating of 600 hp and 2050 lb-ft of torque, the spec includes 50-inch Aero flat back roof, Kenworth AirGlide suspension, Meritor axles with MFS73 front and RT50160GP rear, axle ratios of 4.30:1 and featuring cross and interaxle diff locks. With a GCM of 90 tonnes, the driveline includes the Eaton RTLO22918B 18-speed transmission. Kenworth is currently the only North American truck supplier to offer the EBSS (Electronic Brake Safety System), which incorporates ABS, drag torque control, traction control and ESP. “We keep each truck for around five to six years, during which time they’ll cover 1.2 million kilometres. We’ve had little problem with the Cummins engines or the Caterpillars that preceded them, other than some turbocharger upgrades that solved an issue we were experiencing.

“It’s very noticeable that the latest T909s are much quieter.

We include cruise control in our trucks to reduce driver fatigue and we also fit onboard weighing systems to monitor our performance on loading.

“Our latest T909, now in service, plus a brand new T909 being delivered this month, have the latest in ADR80/03 exhaust emissions equipment. This resulted in the dealer repositioning our offside fuel tank positions to mount the DPF equipment, also repositioning the battery boxes.

“We tried disc brakes but have found in our type of work that drum brakes provide better reliability and performance.

We have standardised on BPW axles and drum brakes on our trailers, which work well in our application,” added Tony.

Regular maintenance and servicing requirements for the entire fleet are handled at the family depot at Rutherford by a full-time company mechanic, assisted by an apprentice.

Specific major work is returned to the local outlet of the manufacturer for action under the extended warranty, fiveyear, engine and driveline protection programme that applies to all vehicles.

“There are some gains in productivity that we might find a benefit, with the gross weight increasing from 62.5 tonnes to 68 tonnes using road-friendly, air suspension.

“We currently take our double road train from Cloncurry in Queensland to Singleton in NSW and split it at Narrabri. There could soon be the option to take combinations with two Atrailers and one B-trailer from Narrabri to Gunnedah, although there is some suggestion it will need a three-axled dolly to comply. We’ll see what happens,” said Tony.

“I am very particular when it comes to providing my drivers with the best vehicles. If you look after your drivers they will stay with you. As an example, our driver Peter Kelehear started with me when he left school and has been with me for 24 years. Other drivers have been with us for 10-12 years.

PowerTorque spoke with Brad Mitchell of Scone, the driver of a T908 and Neil Fox of Tamworth, currently very happy with the latest truck in the fleet, a T909.

Neil was being helped out at the Easter Show by his son, Clayton, and also of course by his Kelpie, called Barry.

“This year has been really busy, and I am just as likely to be heading to Roma, Dalby, Katherine or Longreach as Singleton. It’s the best job in the world, and the Kenworth is just spectacular,” said Neil.

“Tony invests a lot in the truck to give the drivers what they like. As an example, I have around $4000 of high performance, Hella driving lamps on the bullbar. These are phenomenal on very long runs out in the middle of nowhere,” he added.

Tony’s father, Max, now aged 76 years, may have retired, but that doesn’t mean he isn’t taking an active interest in the family business.

“He tells me he hates trucks, but he’ll ring me every day just to see how things are going,” said Tony.

“I left school at 14 years of age, and through all that time

“There’s not a lot of difference in fuel consumption between the new Cummins and the Caterpillar engines we used to run. Our figures come out PowerTorque ISSUE 47

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MID-AMERICA

WESTERN

STAR

RULES With a progressive growth rate, this North American truck builder is enlarging its appeal

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WESTERN

Star is testimony to the belief that with the right product, dedication and a certain degree of luck, there’s no limit to where a company can go.

The Western Star story goes back to 1967 when White Trucks started the White Western Star brand with a new plant at Kelowna in British Columbia. By 1980, White became insolvent and its assets in the US were bought by Volvo AB. The factories in Kelowna BC, and the Western Star nameplate and product range, were bought by two Calgary, Albertabased, energy companies, Bow Valley Resources Services and Nova.

The turnaround for Western Star came in 1990 when Australian businessman, Terry Peabody, bought the Western Star business, effectively re-injecting life back into the brand to such an extent that in 2000 the company was purchased by Daimler AG’s North America division, Freightliner.

Peabody’s company, Trans-Pacific Industries, retained a strong link with the now Daimler owned brand, holding an exclusive agency agreement to distribute the product through Australia and New Zealand together with selected Asian countries, a situation that remains in force today. In the same year, Transpacific Industries also took on the responsibility for the marketing and distribution of MAN Trucks in the Australian and New Zealand markets. This cohabiting agreement also remains in position today, with both brands often sharing the same branches of the established dealer network.

WESTERN STAR RULES PowerTorque took time out at the Mid-America Truck Show to see just what Western Star buyers in Australia may be looking at in the near future, as the product range becomes more closely aligned with that of the North American market.

For the Australian market, the big news for Western Star buyers comes in the form of new cab and sleeper interior options that include a new two-tone dash and dash panels, premium interior soft-touch trim with updated material and colour options, new door trim and positions for window controls and door locks, and new cabinet and storage configurations Western Star now offers a top dash mount navigation prep option, allowing customers to mount a variety of electrical devices in a road-legal and easily accessible location. The new double-cup holder has an improved access position and includes storage for mobile phones.

A new extra-deep back wall cabinet has been added to the interior that offers increased storage for the larger sleeper configurations.

In the US market, the brand is enjoying strong growth, with a 25 percent increase in sales since November 2009.

The American market, of course, differs substantially by offering the next level of reduced exhaust emissions. The range of Detroit Diesel DD13 and DD15 engines offered in the US includes what Daimler calls BlueTec SCR (Selective Catalytic Reduction) technology, featuring the addition of Diesel Exhaust Fluid (DEF/Urea).

This is where the future lies, even for Australian operators, and as we see these engines introduced into our Australian market, we’ll also see marked improvements in fuel economy.

The premium interior soft-touch trim levels offer a superior design, combined with more durable and easy to clean vinyl materials. These materials are standard on all cab and sleeper roof panels. The new colours include Smokey Mountain Grey, Pacific Forest Green, Maple Leaf Red and Prairie Buckskin.

The new door trim has been improved to provide increased storage for the driver. The design also includes window switches and door locks on the door, and entry into the cab in enhanced through a keyless remote system.

The primary focus of the Western Star sleeper cabinet redesign is to improve storage and durability while retaining the premium real wood feel. The movable shelving allows for more configuration flexibility. The new cabinets come standard with top security mesh, two tie-down kits (for microwaves and TV’s), two movable shelves, two drawers, one clothes hanger bar and sound dampening shelf liners. Options include a refrigerator opening, a full-height clothes cabinet, pull out writing desk and laptop stowage.

This show truck was actually produced for the 2011 MidAmerica Truck Show. Using the “Old West” theme for inspiration, the truck is fitted with custom designed leather saddlebags, leather-wrapped fuel tanks, shiny belt buckles and exhaust stacks shaped to look like a twin rifle pointing to the sky.

The show truck features a 22-inch-high leather wrapped front bumper with a Western Star logo resembling a giant belt buckle, and wrapped air cleaners and exhaust stacks all with matching finish. An immaculate custom paint job, coupled with a unique design etched into the stainless steel of the air cleaners, wheel rims, roof edge and inlaid strips on the rear guards, results in an absolute show stopper.

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MID-AMERICA

This

year’s Mid-America Truck Show was definitely party time for Freightliner as the company celebrated 70 years of truck manufacturing.

As the centerpiece of their stand display at the Mid-America Truck Show, Freightliner chose to display a futuristic concept truck. Called the “Revolution”, this prime mover resulted from the company giving free reign to its designers and engineers to create a virtual image of what the future might expect.

Creating a concept truck that fits between the needs of a driver of a day cab and sleeper cab, the design is optimised to suit one driver and not necessarily make allowances for a passenger. Consequently, there is no passenger door, and entry for the driver is via a rear door that opens off the chassis decking.

Although this is a concept truck, the Revolution actually works and can be driven. The interior is expanded upwards to take advantage of the entire space included in a high roof aero kit, and this leads to a vast feeling of spaciousness.

As well as computer tables and large relaxation areas, the interior includes high-speed Internet links and data connections, designed to trial different information clusters that portray information and data in a totally new way.

RevoL

Rather than just a mule, the Revolution is a fully functioning truck, using a low height, cold-rolled aluminium chassis that offers lower tare weight by around 110 kg, plus a specially designed cooling package to optimise engine temperature when using a sharply raked bonnet design.

Axle choice for the Revolution comes from the Detroit long haul tandem axle that typically drives only the forward axle set in normal operating conditions. In times of low traction, the electronic control system switches in power transmission from the second axle set of the tandem.

Many of the features incorporated on the Revolution truck are designed to attract attention and comment from truck operators, and it’s here that feedback from all onlookers will be used in future development.

LED headlamps use less power and have a longer life, and there are side-view cameras in place of traditional mirrors that display vision onto the dashboard. Also included in the dashboard is an iPad docking port, adding to the connectivity of the vehicle and also doubling as a Sat/Nav with a large screen display.

The screen display is actually showing virtual instruments, and, as reverse gear is selected, the screen changes automatically to display rearwards vision. This is particularly useful when reversing the prime mover to connect to a trailer.

Power for the Revolution comes from a Detroit DD13, and cooling is achieved through using a low-mount radiator dropped into the chassis rails.

An HVAC system is mounted off the chassis rails on the nearside, ahead of the lead drive axle.

The 13-litre, Detroit Diesel DD13 is coupled to the Detroit branded automated manual transmission.

This is a derivative of the

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FREIGHTLINER REVOLUTION Daimler/Mercedes-Benz Powershift transmission that will be manufactured at a new US assembly plant, with the aim of winning over customers from traditional transmissions such as the Eaton Roadranger AutoShift and UltraShift.

The Detroit brand now identifies much more than just the DD11, DD13, DD15 and DD16 Detroit Diesel engines, with Daimler re-branding its transmissions, axle and wheel

end technologies under the generic name of the Detroit brand.

The Revolution project has already spawned a competition amongst young designers at art school to produce their interpretation of where truck design may be heading. The winning two submissions were announced at the show, with their creators receiving a substantial monetary award and the opportunity to work for Freightliner as an internship.

oLuTIon Celebrating 70 years

of truck manufacturing is no mean feat

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A EXPERIENCE FEATURE

CHINESE A trip to the Beijing Auto Show produces more questions than answers.

Chris Mullett reports from China

Even

if you are a seasoned traveller, a trip to China opens up a whole new world of experiences.

This is a country of 1.3 billion people that collectively make up almost 20 percent of the world’s population, ranking number one in the world today. The USA comes in at third place but can only manage 313 million, while our own Australian population of just short of 23 million makes our world ranking of 52nd position, indicative of our lack of significance in the main scheme of things.

A visit to Chinese manufacturing centres and to trade expos is very different from a tourist trip that includes a visit to the Great Wall or Imperial Palace, neither of which have I managed to see in either of two visits to mainland China.

What you do see is countless skyscraper blocks of apartments, housing workers for the factories, manufacturing centres that vary from brand new to positively ancient, and you gain a new respect for the Clean Air Act that exists in Australia. The air quality in some of these manufacturing centres is so thick with pollution that an unclimatised visitor will soon experience sore eyes and a raspy throat, together with the risk that even normal breathing may become impacted by the smog. These are not towns where you head out for a jog before breakfast.

This year’s Beijing Auto Show proved to be a “can’t miss” event, providing the opportunity to view results of the fastest growing auto industry in the world. With sales in China last year reaching 18.5 million vehicles, the prognosis for 2012 is further growth of nine percent, tipping the total towards possibly breaking through the 20 million barrier.

The show, which is held biannually, this year showcased 1,125 different vehicle exhibits from 36 importers and 84 local manufacturers.

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A CHINESE EXPERIENCE Our reason for being at the show was to take an in-depth look at Shanghai Automotive Industry Company (SAIC), the largest auto manufacturer in China and the producers of the Maxus V80 van and people mover range. Along the way we also got to experience a brief insight into the plethora of other manufacturers,

How long before Dong Feng, JAC, WAW, FAW and Foton become household names in Australia?

some with open joint venture agreements with European and American companies and others that appear to be pioneering their own designs.

Don’t be surprised if you learn of company names for the first time and subsequently find they are larger than all three Australian automakers combined. The domestic industry is huge, and as we progress through this decade it will continue to grow.

Ford China, as just one example, is investing in new Greenfield manufacturing plants, plus expanding its existing plants to achieve a production capacity of 1.2 million vehicles per annum, within China, by 2015. By the time it reaches this production peak the Australian manufacturing of any Ford product will be simply a memory.

Throughout the Beijing Auto Show, PowerTorque kept coming across truck makers whose names are not yet known outside China. Companies such as WAW, FAW, JAC, Dongfeng, SAIC and Beiben have comprehensive ranges of vehicles that extend right through from cars, utes, small, medium and large vans, and right up to large rigid trucks, prime movers and buses.

Although these names are not yet known in Australia, the rapid growth of the Chinese auto industry will mean that the Asian truck makers will soon be turning their attention towards other retail markets. The geographical positioning of China, as being close to Australia, coupled by the apparent willingness of the Australian Government to be seen as a closer trading partner, will undoubtedly enable the Chinese to fast-track the importation of their products to our marketplace.

Most of the Chinese car and truck makers have developed as the result of joint ventures with established European and North American manufacturers, and this means that there’s little lacking by way of technology or variation in

their products. All the major manufacturers are represented here in some way, and a walk around the different events soon found the wellknown brands such as Mercedes-Benz, IVECO and Navistar sharing the displays with their Chinese joint venture partners.

The Dongfeng Company is the second largest auto manufacturer in China, and with a range of vehicles from light commercials through to 6x4 prime movers and 8x8 rigid tippers, it’s likely a name that you will be learning, perhaps within a relatively short time frame.

The Dongfeng medium-duty truck is called the KINGRUN and it’s powered by four-cylinder, Euro 3 emissions, Cummins ISDe 140 hp (103 kW) diesel with a torque rating of 450 Nm. This is an 8,000 kg GVM 4x2 rigid truck that runs on 8.25R16 wheels.

The 4.5-litre, Cummins ISDe also comes in a power rating of 160 hp (118 kW) and 600 Nm of torque for a higher GVM of 12,000 kg. The transmission in both cases is a sixspeed manual synchromesh ‘box, and the wheel and tyre combination is sized at 9.00R20.

Moving up the weight range, to 15,000 kg GVM, and the KINGRUN DFL3140 is again Cummins powered, this time by a 6.7-litre, six-cylinder ISDe version that offers 210 hp (155 kW) and a torque rating of 800 Nm. Again running at Euro 3 emissions levels, it will be a relatively easy step up for Cummins to rate this high pressure common-rail injected design at anything up to Euro 6 when required.

Again, don’t be misled into thinking that Chinese trucks are all small capacity, 4x2 rigids. When you get up to the 4x2 prime mover level you’ll be looking at a Cummins L-Series engine of 221 kW and a torque rating of 1,200 Nm to offer a GCM of 32,000 kg. Also available are 4x4 and 6x6 all-wheeldrive rigids.

One name that you will be reading about in the Australian market is JAC, and it’s due to launch a range of 4.5-tonne light trucks before the end of this year. Powered by Cummins PowerTorque ISSUE 47

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FEATURE

FULL POWER

SHIFTING It’s the difference between an AMT and a full-fluid automatic that can improve productivity

In

recent years, there’s been such a change in attitude towards automated or automatic transmissions that it’s resulted in a cultural shift in buying preferences. Fatigue reduction is obviously a major factor, plus the regular complaint that the skill set of today’s drivers shows a marked reduction in ability when faced with a constant mesh gear change.

Making the right transmission choice comes down to a matter of application and attitude. In today’s demanding inner urban traffic systems with high-density traffic congestion, changing speed limits and plethora of road works, traffic lights and other distractions, it’s obviously better for drivers to concentrate all their attention on the road and the hazards it presents.

The increasing application of automatic and automated manual transmissions results from the dramatic improvement in electronic control and management systems. Add the increased sophistication of telematics, which dialogue between engines, transmissions and other sources of data input, and you have an immensely attractive driveline package.

An automated manual transmission should offer a faultless gearshift every time. The same is true of a fully-automatic transmission, but the difference comes down to how the engine reacts as the ratio shift occurs.

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Changing through the gears with a manual gearbox means power-off, clutch actuation, gearshift, and then a repeat clutch actuation before power-on occurs again. An automated

FULL POWER SHIFTING A direct comparison of vehicle speed versus time, for two nearly identical vehicles, shows the Allison vehicle reaching 80 km/h, 18 seconds faster than that of the AMT vehicle.

Repeating multiple accelerations throughout the workday with uninterrupted power can mean higher average vehicle speeds, which means higher productivity.

Even more important than fuel economy is fuel efficiency.

Fuel efficiency is the measure of work done per litre of fuel burned, or the ability to deliver higher average speed per litre of fuel, resulting in increased vehicle and fleet productivity.

Allison automatic transmissions use torque converter technology in all of their products. While in converter mode, the connection with the engine is a fluid coupling that provides a cushioning effect to eliminate any driveline shock that can happen during launch. This fluid connection also provides roll back protection, even on a grade, allowing smoother takeaways and removing the need for a hill start/stop or brake hold option.

The Allison transmission enabled full power shifting of the rigid tipper and dog trailer to give it the edge on acceleration when compared to a single truck with a manual gearbox.

Depending on the vehicle duty cycle, low-speed manoeuvring is much easier and smoother with a torque converter, compared to a mechanical clutch, plus it also offers superior startability, easily coping with starting on 25 percent grades or steeper.

This type of performance is possible because the torque converter does not have torque restriction from the engine at launch like that of a manual or AMT. It can use all of the engine torque available, that the torque converter can absorb, when starting. And once the vehicle is rolling, it provides continuous multiplication over and above the first gear fixed ratio.

Allison’s ECOCal programme system provides over 100 different calibrations for its transmissions to match the intended duty cycle to the performance parameters of the engine. By keeping the engine speed at its optimum point, getting into lock-up as soon as possible, and providing the necessary performance without any shift cycling, these features can add a further four percent in fuel savings. manual transmission works in exactly the same way, but the electronic shift mechanism makes the ratio swap and also modulates the engine speed through the gearshift. Compare a proficient driver using a manual gearbox, to an AMT, and there should be almost no discernible difference.

It’s when you switch to a full-fluid automatic that the differences occur.

Thanks to the inclusion of a hydraulic torque converter, changes within an automatic transmission can occur with the throttle assembly wide open. The gearshifts happen without having to power-off, actuate a clutch and power-on again. The result is a faster, slicker and smoother, full-power shift between ratios with no loss of vehicle momentum.

Full-power shifting, as enabled by one of the many Allison automatic transmissions, gives a superior outcome. Driveline shock is reduced, and, without the need to back off the throttle, the acceleration time through the gears is substantially less than a corresponding vehicle fitted with either a manual gearbox or AMT (Automated Manual Transmission).

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MID-AMERICA

Billed

as the largest heavy-duty trucking industry event held anywhere in the world, the 41st Mid-America Truck Show held in Louisville, Kentucky, provided a showcase for 1,070 different exhibiting companies from 47 American States and eight different countries.

Without doubt, one of the “must visit� events for anyone involved in the trucking business, this year a total of 80,972 visitors to the event made the trek from a total of 50 States and 77 countries to view the exhibits displayed over a floor space of 1,200,000 square feet.

By now, you are obviously getting a feel for the sheer size of the event, and the PowerTorque team was on hand to see just what each manufacturer had to bring to the marketplace.

SHOPPIN IN AMERICA

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Proudly bringing you this Mid America Truck Show Feature

SHOPPING IN AMERICA

It’s the largest truck show in US and PowerTorque was there to report on who’s who and what’s new

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The day before the event opens to the public is given over completely to a string of media briefings, where the 211 journalists attending the event are faced with backto-back press presentations full of statistics, projections and conclusions on how each company intends to excel in business through the coming year.

What was very obvious amongst the exhibitors, at this year’s show, was the optimism for an improved year ahead. Sales are projected to increase substantially. Following a relatively buoyant year in 2011, the market for heavy-duty trucks is being projected out to peak at around the 285,000 units level.

Become an ALLRig Rewards Card member Go to www.allrigrewards.com.au today PowerTorque ISSUE 47

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AUSTRALIA’S GUIDE TO ECO FRIENDLY, FUEL EFFICIENT CARS

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

AUSTRALIA’S LEADING TRUCK & ENGINE MAGAZINE

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