PowerTorque Issue 48 Aug-Sep 2012

AUSTRALIA’S LEADING TRUCK AND ENGINE MAGAZINE

www.powertorque.com.au ISSUE 48 August / September 2012 RRP: $7.95 (NZ $8.95)

DAF XF105 WE TEST: CAT CT610 & 630 SCANIA P440 & R480

PROFILE

its

“The trucks I drove included a T600B powered by a C15 Cat, and, subsequently, two other T600Bs with Cat ACERT engines. a fair-sized step to progress from farming in the Riverina and the Mallee to driving trucks across North America. However, for Geoffrey “Geoffro” Amarant of Thurgoona, near Albury, it’s meant that he’s driven some amazing routes, visiting 46 of the 50 United States of America.

“I had a great time during my total of four years in America, and for a large part of that time I drove trucks for a company out of North West Kansas from a town called Gem.

“It’s obviously a very different type of business over there, with 53 ft pantech trailers and a gross weight of 80,000 lb or 37,545 kg,” said Geoffro.

Today he’s back in NSW, and, after a career of driving trucks for other people, he’s now the proud founder and managing director of Amarant Trucking Co. We first learned of Geoffro’s new business from local photographer, Scott Curtis, who provided PowerTorque with the excellent photography featured in this issue.

Scott captured all the necessary image and presence of the latest acquisition to Amarant Trucking Company – an immaculate Kenworth T909, purchased brand new through Darren Nicholl of Twin City Truck Centre, the PACCAR dealership alongside the Hume Freeway at West Wodonga.

Talking to Geoffro and his brother Michael, known to most of his colleagues as “Rastas”, it was obvious that here are two brothers who just eat, sleep and breathe trucks.

Rastas is also out on the highway, operating another immaculate Kenworth and specialising in the delivery of Malibu boats throughout Australia.

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THE AMERICAN WAY Geoffro’s enthusiasm for his new truck certainly comes through in any conversation. The T909 is double railed and powered by a Cummins ISX 600 with 2,050 lb-ft of torque piped through a manual 22-Series, 18-speed Eaton Roadranger to a Meritor rear end with 4.30:1 differentials.

Rated at 106 tonnes GCM, this is one truck that’s destined to handle pretty much whatever comes its way. When buying the T909, Geoffro added a B-double set of aluminum Sloane Built trailers, and with the rig looking like it just left the paint shop, Geoffro is out carting grain, fertiliser and fruit, just about anywhere the job takes him.

The signwriting on the T909 was completed by Corowa Signs, with RC Metalcraft of Albury supplying the stainless steel and special accessories such as the rear manifold bracket. Complete Bodycraft of Rutherglen contributed lighting and livery, and an Icepack HVAC system was installed

by TruckArt of Wagga.

“I needed to not get carried away about over capitalising on the new truck, as, with any new venture, I had to stay realistic.

Yes, there are other things that I might have liked to add, but it’s important to keep control of overall costs, especially when buying new trailers at the same time,” said Geoffro.

Geoffro appreciates the latest technology available in trucks, such as disc brakes, traction control, ABS, Lane Departure Assist and even Adaptive Cruise Control, but feels that many of these items can result in a lower level of professionalism and lack of participation, thus distancing the operator from the task at hand.

“It’s easy for a less experienced driver to rely on the technology to get them out of a problem. A more capable driver knows in advance how to anticipate and essentially avoid the situation in the first place,” he said.

the

American way

There’s no better way to experience US trucking than to try it for yourself

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PROFILE

ALBURYFREIGHT

DISTRIBUTION SERVICES Controlled growth means staying at a manageable and comfortable size

It’s

always a pleasure to re-visit a company and find that, not only has it survived two major economic recessions, it has also grown beyond all previous expectations.

Just how far it has grown and how it managed its operation through difficult times is testimony to the people that it employs and the attitude they bring to their workplace.

As the director of Albury Freight Distribution Centre and its sister company, Albury Parcel Service, Helen Spittal is very much the driving force that has brought these two companies through to become profitable and vibrant businesses.

Some of the decisions that have underpinned the growth of these two companies have almost been forced upon Helen Spittal’s team, such as the routing of the Hume Freeway around Albury, which cut easy vehicle access to her previous depot.

“We realised that with the proposed routing of the freeway around Albury we had to move. This enabled us to build a brand new 15,000 sq. m complex that includes warehousing, service facilities, a truck wash bay, and full drive-through access for B-doubles,” said Helen.

“We have our own auto electrician, driver training, and personnel training assessors and mechanics. That has been the key to our recent growth, and undoubtedly a major contributor to our efficiency,” added Helen.

It had been some eight or nine years since I had caught up with Helen and her team, and at that time she had just introduced the first long haul prime mover and semitrailer, a Freightliner Argosy, as an addition to the existing range of Mitsubishi Fuso rigids for the PUD (Pick-up and Delivery) fleet.

Today, that linehaul fleet has grown to include eight prime movers, each introduced as a B-double configuration. The Vawdrey curtainsider trailers feature a mezzanine floor system to increase pallet carrying efficiency as well as general freight versatility.

There’s a mixture of engines and vehicle makes, with two Freightliner Argosy prime movers running with a Freightliner Columbia, three Volvo FH models, and, the newest recruit, a

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Mack Trident powered by a Mack MP8 complete with mDRIVE automated manual transmission.

The arrival of the Mack was an interesting experience,” said Helen.

“One of my drivers, Matt Drage, had seen the new Mack Trident and jokingly told me that, if I bought that for him, he would sign an employment contract for the next five years.

“I actually went to Henty Field Days, where I saw the Mack, and thought it looked so good that it was something we had to bring into our fleet. I haven’t made him sign a five years contract in return, but, as he is still driving it, I can comfortably say he must be pretty happy.

“Our drivers have generally been with us for long periods, and we have an exceptional retention rate for all our staff. We believe in rewarding them for their loyalty, and, as an example, it is our policy to maintain a one truck/one driver programme, so each driver has an element of ownership of their vehicle,” added Helen.

The company is very strong on loyalty, and works with local truck sales outlets for both vehicle purchase, and service and maintenance requirements. For the Freightliner and Mitsubishi Fuso brands, the company works with Hartwigs Trucks of Albury, and, for the Volvo and Mack brands, it works with CMV Truck and Bus, recently located to a new dealership and service facility at McKoy Street in Wodonga.

“Without a local official company outlet, we’ve not been keen to have Detroit Diesel engines as we would have to go to either Melbourne or Wagga if we experienced a major problem. I like Cummins engines, but, that said, we are getting a very good result from the Volvo and Mack products,” said Helen.

Helen Spittal’s attitude to truck selection is based on reliability rather than emotion. It’s fair to say that if a manufacturer’s product fails to stand up to the company’s expectations, then it would be a long time before that same manufacturer would be again trialled in the fleet.

ALBURY FREIGHT DISTRIBUTION SERVICES “A truck is a money making thing. It has to make money and contribute to the business. In 1996, my first truck was a Hino.

It blew up and I’ve never bought one since. I had a similar bad experience with an IVECO, and would never buy another – one bad experience is sufficient.

“I actually really like my Mitsubishis,” said Helen. “They have been tremendous in our PUD fleet. I now have seven of them that were originally bought through Border City Trucks of Wagga, but are now supplied through Hartwigs Trucks of Albury. Our latest Mitsubishi Fuso has just joined the fleet for the Deniliquin run.

“

The arrival of the Mack was an interesting experience Helen Spittal

“

“We are a general freight and mixed freight business, and we are very precise in where we operate. We specialise in providing the best service possible between Albury and Melbourne, as a clearing-house for goods coming into our depot from Sydney.

“We distribute to Griffith, Wagga and Corowa daily with our rigid trucks, and operate a daily B-double run to Wagga.

There’s also a further local support fleet of vans and utes that include a Mercedes-Benz Vito, Toyota Hiaces and Holden Rodeo utes,” said Helen.

There’s a close monitoring of overall vehicle operating costs on a continuous basis, with Helen and her team identifying the specific cost areas of major interest.

“I am not a great believer in collecting more data on operating costs than you need, to determine overall costs per kilometre. It can result in too much time spent analysing unnecessary data,” said Helen.

This Mack Trident is powered by the Mack MP8 complete with mDRIVE AMT

“We can compare each truck’s operating cost with the others in the fleet.

As an example, the extra cost of purchasing Volvo

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DRIVEN

EXCEPTIONAL The new DAF flagship has no problem attracting attention and support on the Australian market

For

starters, you have to admit that for a cabover the new DAF XF has some real appeal. Even drivers who don’t normally like the idea of a cabover were coming up to the truck, wherever parked up, to have a look.

On its home turf in Western Europe, the DAF XF105 is the truck credited with solving the driver shortage for companies that bought it. Why? Because when drivers saw it out on the road, they wanted to be behind the wheel. Companies that bought the XF105 found they had a waiting list for would-be employees.

It continues to gain acceptance, with DAF now holding an 18.9 percent market share in Europe, and being the number one selling heavy-duty prime mover in the Netherlands, Great Britain, Belgium, Poland, Hungary and the Czech Republic.

You might be wondering if this new DAF flagship with its 510 hp PACCAR engine can achieve the same results here? Well, as we spent more time behind the wheel, it certainly grows on you.

Our brief was to collect a Space Cab version, which is the mid-range roof height between the standard cab and the Super Space cab, couple up to an immaculate promotional B-double set of Freighter curtainsiders, and head from Melbourne to Sydney and then Sydney to Coffs Habour.

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Our load of concrete blocks totalled out to just a smidgen under the 60,000 kg level, and, with curtains the same colour as the canary yellow prime mover, the total effect was stunning. Actually, it was also an excellent reflection on how seriously DAF executives are taking their assault on the upper end of the cabover market.

DAF has been something of a quiet achiever on the Australian market, with its mid-range product of rigids and prime movers steadily gaining ground in areas such as

EXCEPTIONAL XF supermarket distribution. Moving further afield, and away from the city, there’s also been an increasing number of CF prime movers finding their way into specialist areas such as car carrying.

Where the DAF product might have the upper hand is with its dealer support. PACCAR has its Kenworth dealer support well entrenched in the Australian trucking industry and, provided the established personnel don’t thumb their noses at the Dutch interloper and provide the same level of support as they would to a Kenworth fleet, they’re already ahead on points.

One driver having a stickybeak commented, “Ah yes, but it’s got the Dutch engine hasn’t it!” Well, yes it has, but rather than calling it a DAF engine, it’s best that we look at the name on the rocker cover that says PACCAR. The engine does originate from Holland, home of the clogs and windmills. It’s also

where DAF became the first truck company to add turbocharging to the diesel engine, pioneering that little addition that we all now accept without question.

The PACCAR engine is, without putting too fine a point on it, the global engine on which PACCAR, with its Kenworth, Peterbilt and DAF truck brands, is pinning its future. The same engine, but rated at different outputs for the US market of 380-485 hp and with 1,750 lb-ft of torque, is now powering 25 percent of new Kenworth and Peterbilt products up North American highways.

Using SCR (Selective Catalytic reduction) to achieve Euro V emissions legislation, this engine is a six-cylinder, four valves per cylinder unit, with wet liners, and boasts a block made from compact graphite iron (CGI). It uses SMART unit injectors

for a fuel injection pressure of 2000 bar and is turbocharged with intercooling. The turbo is a single-stage design with bypass control.

DAF has already announced its next generation Euro VI engine range, and this will be previewed at the IAA show in Hannover in September before going into production in early 2013. Using a combination of EGR and SCR technologies, both the block and cylinder head will be made from CGI, and the turbocharger switches to a variable geometry design.

Injection pressures will rise to 2,500 bar and, as an indication of the benefits of cleaner engines, the service intervals will be pushed out to 150,000 km.

Regular readers of PowerTorque might well have noticed how we have been monitoring the performance and fuel economy of the PACCAR MX in the hands of the US operators, and we have to report that all comments have been good.

They’re particularly impressed with the fuel economy, which is giving an improvement rated at 3-4 percent, and, to date, there don’t appear to be any concerns about durability.

The engines for the Australian market are built in the Netherlands, those for the American market are built in a brand new factory in Columbus, Mississippi. The manufacturing processes used in each plant are identical, and that enables global sourcing from either plant to be available in response to demand.

PowerTorque, last year, was the first trucking magazine from anywhere in the world to be invited by PACCAR to visit the Columbus plant. Since that time, over 20,000 PACCAR MX engines have been supplied in Kenworth and Peterbilt products in North America.

Plant manager, Lex Lemmers, moved to Mississippi from his home base in Holland to set up the plant, and he has done so with all the experience he took with him from the Dutch engine plant. It’s easy to use phrases such as “state-of the-art”, but that does describe what you see. The key to its success is almost total automation with a dust-free environment in a huge plant that even has its own hotel on site.

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DRIVEN

ROADWORKS Dave Whyte heads up the Hume with Cat power

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ROADWORKS

The

Cat Truck story has certainly been interesting to watch evolve, as over the past two years this new arrival

onto the Australian market has finally found its feet, entering service with operators throughout the country.

Interestingly, many customers who have bought a Cat truck have come back for more, with repeat business showing that drivers and operators that have tried the brand are happy to continue to support its introduction. Credit is also due to the management team, led by American, Bill Fulton, that has weathered the initial scepticism on the part of the industry and produced a viable alternative to established brands.

As the initial stockpile of trucks manufactured at Cat’s Melbourne base at Tullamarine dwindles, we now head towards total importation of the next phase, which will be manufactured for the Australian market at the Garland, Texas, plant of Navistar. But in the meantime, it’s the locally produced versions that are on offer to Australian fleets, and for our evaluation we took to the Hume Highway hauling B-doubles with the big bother of the Cat Truck range, the CT630.

Fitted with the famed 15-litre C-15 engine rated at 550 hp (410 kW) and 1850 lb-ft (2500 Nm), our test unit was driven through an automated 18-speed Eaton Roadranger gearbox.

The UltraShift Plus controls and software made easy work of swapping gears, either automatically or by simply using the dash mounted buttons to do it yourself. It would seem the gap between the European and American AMT gearboxes has closed dramatically, with this AMT doing a great job in getting things up to speed, smoothly and smartly. By skipping gears where possible and hanging on when required, the UltraShift Plus software showed a remarkable improvement over the previous generation Auto Shift. In fact, I only intervened when beginning the climb up the bigger hills, to make life easier (and quicker) at the top. Otherwise, the AMT responded well to input from the accelerator to influence gear changes.

The cab on the CT630 is an item straight from the Navistar catalogue. Externally, it has the look of a medium-duty truck, with no sign of the strength that lies beneath. The doors are large, and offer easy entry and exit for small and larger framed drivers alike. With ample adjustment in the seat to provide a comfortable driving position, the adjustable (though very limited) steering wheel allows for a good view of the gauges and warning lights laid out before you. Forward vision is excellent, with only a very small area in front of the truck obscured by the sloping bonnet. Rearward vision is good, though the convex glass on the driver’s side main mirror takes some getting used to. The mirrors, however, create quite a large blind spot out each side of the truck, the only impediment to viewing the world outside.

The switches and their layout are reminiscent of the old 1980’s S Lines I rode in as a kid, and are simple, yet easy, to read and operate. The dash has ten dials directly in front of the driver, with a couple more on the main switch panel to the left. Also in the main instrument cluster is the information display for the on-board computer, which displays fuel economy, trip information and outside temperature among other things. Storage is at a premium in the day cab variety, as we tested. With only two overhead compartments and a pocket in each door, this would be one of the biggest downsides to the CT630. There is plenty of room between the PowerTorque ISSUE 48

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DRIVEN

We check out urban delivery with Scania’s Euro V entrants

In

our last issue, we showcased part of Scania’s model line-up that was presented as part of a ride and drive event at the Anglesea test centre in Victoria. Events such as this provide the opportunity to literally move from truck to truck, trying different engine and transmission combinations and gross weights, and gaining a valuable insight into just what’s on offer.

The next step for any evaluation is out on the road, and Scania followed through with the choice of two prime movers for a drive day through the northern and western suburbs of Melbourne. The first was an R480 6x4 coupled to a B-double set grossing 58 tonnes, and the second was a P440 6x2 matched to a single tri-axled trailer grossing just on 35 tonnes.

Regular readers would be well aware of the effort being shown by Scania as it becomes much more aggressive with its marketing campaigns to gain sales and grow its market share. This increased focus on the Australian market has involved extra investment in its service and sales locations

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and the hiring of additional team members to ensure it can follow through on any opportunities.

The Scania truck rental business has also proven to be a highly successful operation as it introduces non-Scania fleets to its latest products. The rental fleet utilisation is extremely high, somewhere in the figure of 95 percent capacity, resulting in additional prime movers and rigids being made available to vehicle operators that might be considering future plans for their growth.

Towards the end of last year, PowerTorque was invited to Sweden, where we drove the latest Euro VI models ahead of their global introduction. While other companies are still

CITY LIVING discussing their plans for a move to Euro VI, Scania has made this technology available on a global basis. If you want it, you can have it, right now.

For our drive of current product, the two models selected for evaluation were both running at Euro V emissions levels and featured selective catalytic reduction (SCR) with the use of AdBlue/DEF to keep emissions levels under control.

Scania launched its original Euro V engine platform back in 2007, in Europe, and three years later for the Australian market. There are changes to the intake and exhaust manifolds, EGR system, turbochargers, and pistons. The cylinder liners are now plasma coated for lower friction and extended service life, and, of course, these Euro V engines all feature SCR after-treatment systems.

Injectors for the AdBlue/ DEF solution have been upgraded to prevent clogging, and, when you look closely at the Euro VI version, you can see these have had design changes, becoming electronically controlled.

Under the cab of the R480 is a new DC13 111 480 engine of 12.7 litres that produces 353 kW (480 hp) at 1,900 rpm and offers peak torque of 2,400 Nm rated at 1,0001,350 rpm. Added to that was the Scania Opticruise AMT in the form of the GRSO905R overdrive gearbox, which is a twopedal operation and includes an integral retarder.

As far as suspension goes, the R480 uses parabolic leaf springs on the front and a twin-airbag system at the rear. Fuel tank capacity was a relatively low 700 litres, and the SCR tank holds 75 litres of AdBlue/DEF. As you might expect from this Swedish manufacturer, safety comes up as a high priority, and both ABS and EBS (antilock braking and electronic braking system actuation) are standard.

The P440 also uses a six-cylinder, 12.7-litre turbocharged and intercooled Scania diesel, in this case, the DC13 112 440, which produces 324 kW (440 hp) again at 1,900 rpm, with a drop of only 100 Nm of torque to produce 2,300 Nm at the same 1,000-1,350 rpm as the higher output R480.

The P440 was running with 2.71:1 ratios, and the R480 used 3.42:1 diff ratios. Although overall lengths were identical at 2,313 mm, the lack of a second drive axle contributed to a lighter tare weight, estimated at providing a saving of up to 400 kg.

The reasoning behind running with the high weight for the R480, and the lower than maximum weight for the P440, was to show the versatility of each model in fleet work. Both are capable of performing in the same arena, but there are advantages in terms of ergonomics and fuel economy due to the variation in cab size and height.

The P440 cab sits lower on the chassis, offering a lesser climb into the cab and making it more suited to local supply work, such as supermarket deliveries. The R480 offers a higher-mounted cab with a flatter floor and greater internal height, more suited to those drivers that are looking for additional space on longer journeys and a more commanding view of the road ahead.

One of the most noticeable features of any cab is the commonality of the driver control systems. There’s no need to relearn the location of switches and controls if you move from one vehicle to another, even from the smallest to the highest horsepower categories.

Scania’s attitude to commonality also stretches into the engine bay, with many of the cylinder parts and components being identical.

Managing director of Scania, Roger McCarthy, has been instrumental in promoting the 6x2 variant of the P cab to the Australian market, and, with the 440 hp version of the 12.7-litre engine now available in this configuration for the first time, there are definite cost advantages available for anyone prepared to investigate further.

With electronic brake actuation, rear axle diff locks, ABS and traction control, there’s little chance that the vehicle is going to get hung up over a deep drain or gully without traction. More of an old wives tale these days, the inclusion of electronic controls means that a 6x2 driveline is equally efficient, but offers the benefit of a lesser tare weight, less componentry, less repair and maintenance and, consequently, less downtime when the vehicle is being serviced.

Whenever I climb into a truck, it seems to signal the start of local traffic congestion, and driving the R480 was no exception.

Running at near to gross weight for a B-double, and with 480 hp, might sound like stretching expectations, but the 2,400 Nm rated torque output is what makes all the difference.

The Opticruise two-pedal AMT shift takes all the effort out of driving and much of the stress out of the driveline, especially when crawling along in stop/start morning peak traffic loads.

The shifts are smooth through the ‘box, and you are never left feeling that you got the short straw with a small motor, as it’s easy to keep up with traffic flow. Coming back down, the ‘box is equally easy, but we would always suggest using the retarder. In the long term, the lack of wear on brake linings is going to pay dividends.

Vision all around the cab of the road and traffic, even close alongside the cab at traffic lights, is as good as it gets, and, with low interior noise levels, even the most enthusiastic lover PowerTorque ISSUE 48

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FEATURE

DIRECT TO DETROIT Aerodynamics and fuel efficiency

change the face of

Freightliner Aerodynamics

is becoming a hot topic for American trucking companies.

Largely driven by rising fuel prices, it means that operators and manufacturers are keen to trial any design changes that might reduce fuel consumption.

The change in focus from traditional designs with external stacks and intakes to smoother, more wind-cheating designs has occurred surprisingly quickly. There’s still the amazing level of creativity and artistic execution of highly customised trucks presented at Pride and Polish or Show and Shine events, but the alternative side is now the more common sight on the highways. The regular trucks operated by the major fleets don’t carry the bling and the extra investment, being often painted a single colour and carrying just a small door-mounted company logo.

PowerTorque recently visited the Freightliner research and development centre in Portland, Oregon. There we met with engineers involved in a research programme to incorporate smoother, more aerodynamic truck profiles that would translate into lower fuel consumption.

During our visit, PowerTorque interviewed Carlos Cosme, Product Validation Engineering - Wind Tunnel Manager, Daimler Trucks North America.

PT: What is the accepted difference between the aerodynamic efficiency of a typical streamlined conventional truck with hidden air intakes and stacks, versus the “traditional” style of conventional with external stacks and intakes?

CC: Today’s aero tractors are much more aerodynamic than traditional “classic” designs. A 15-30 percent reduction in the aerodynamic drag can be expected depending on the vehicle configurations.

PT: In your real-time on-road testing, how do the two different configurations compare in terms of actual fuel consumption?

CC: Depending on how the vehicles are configured, they can vary between six and ten percent in fuel consumption.

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DIRECT TO DETROIT

PT: Can you correlate the speed increase versus aerodynamic influence, in fuel consumption terms as well as horsepower requirements, to maintain set speeds of 80 km/h, 90 km/h and 100 km/h?

CC: Factors influencing fuel consumption include aerodynamics, tyre rolling resistance, driveline losses, drivetrain friction, and accessory loads. Aerodynamic forces dominate when the vehicle is moving at highway speeds. Since the force varies with the square of the velocity, it increases very quickly with speed (go twice as fast and the aero force increases by a factor of four).

Using the above equation, and assuming all factors other than speed are constant, the increase in aero force from 80 to 90 km/h would be about 27 percent, and from 80 to 100 km/h would be about 56 percent.

PT: Above what speed does the influence of improved aerodynamics start to take effect on fuel economy?

CC: At about 80 km/h the aerodynamic and rolling resistance forces/power requirement are about equal, but above 80 km/h aero dominates rapidly with speed.

PT: What improvement in fuel economy and reduction of drag can be achieved by fitting side skirts to a tandem-drive prime mover?

CC: Between one and three percent would be expected depending on the design of the skirts.

PT: What improvement in fuel economy and drag coefficient can be achieved by fitting vortex fillers behind the cab and in front of the trailer?

CC: Trailer gap filling treatments can vary significantly, and can range anywhere from no benefit to two percent, depending on the configuration. As a general rule, smaller gaps are better.

PT: What improvement can be made in fuel economy and reduced drag by fitting (a) side skirts, and (b) trailer tails, to a typical box trailer with tandem or tri-axle installation?

CC: Our testing has shown a four to six percent gain in fuel economy between various trailer skirt designs.

PT: Have you any data to show the benefit of profiling the underbody of the trailer to smooth airflow beneath the trailer?

CC: The result depends on whether trailer skirts are installed. Without trailer skirts, smoothing the trailer bottom surface improves the overall aerodynamics by about two percent. If trailer skirts are installed, they shield the trailer bottom and no improvement is seen.

PT: Do you have any data to show aerodynamic improvements gained by altering the attitude of the box trailer, from sloping down towards the tail from the front, and, conversely, from sloping up towards the rear from the front to form an arrowhead configuration?

CC: We would expect that a box trailer that sloped down towards its tail would be superior to one that slopes upward, or even one that is level. A profiled trailer would be even better.

PT: What are the recommended best kingpin and trailer positions suggested for on-highway running behind a typical tandem-axled prime mover?

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TRAILER TORQUE

fuel prices rise, the Australian trucking industry is undoubtedly going to be focusing more attention on ways to improve aerodynamics.

So far, we’ve only scratched the surface in terms of reducing tyre drag and wind resistance, preferring to stay with older trailer designs and not moving towards newer technologies. But look at the US, where distances are more similar to those of Australia, and there are new ideas out on the road proving themselves. It may just be a matter of time before we see them available here.

ATDynamics is a San Francisco-based company that has been working on improving airflow around the rear of trailers with some quite surprising results.

The company has developed several products aimed at minimising wind resistance and profiling the wind flow around a complete rig by paying attention to side skirts and rear trailer closures.

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As the largest global supplier of trailer rear-drag aerodynamics technology, ATDynamics has produced TrailerTails, a collection of expandable panels that mount on the rear of the trailer frame, profiling the surrounding airflow and reducing wind drag.

It may all sound rather far fetched, but major fleets in the US are backing the product with strongly supportive testimonials, prompting PowerTorque to head over to the US to catch up with the company’s chief executive office, Andrew Smith.

“In the first quarter of 2012, we saw more than a 300 percent increase in TrailerTail orders compared to the last quarter of 2011,” said Andrew. “Fleets placed new orders for over 2,800 TrailerTail units in the first 11 weeks of the year. Last year, 51 US and Canadian fleets commenced full TrailerTail pilot programmes, full fleet retrofits or OEM factory installations.”

“Fleets are aware of the durability and simplicity of modern TrailerTail equipment and are eager to hedge against future fuel price risk. Two people can install a TrailerTail in less than 45 minutes, making a prime mover/trailer 0.17 km/litre more efficient than it was one hour earlier,” he added.

WATCHING YOUR BACK

Once the TrailerTail has been installed, it folds easily against the rear of the trailer when not in use, and folds away from the trailer doors automatically prior to unloading and loading operations. When used in on-highway operations at speeds of 100 km/h, the projected fuel savings are in excess of 18.0 litres per 1000 kilometres at an improvement rate of 6.6 percent. With validation based on SAE Type II testing by the US EPA, sufficient for standalone compliance with the 2010 CARB regulations for trailer aerodynamics, fitment of the TrailerTail is exempt from US Department of Transport overall length restrictions.

Made from specialised thermoplastic panels, the gas spring system allows the TrailerTail to deploy automatically and hold a rigid fuel savings shape whist running on the highway.

After rigorous fuel economy and on-road durability testing, JNJ Express of Memphis, Tennessee, and Spirit Truck Line of San Juan, Texas, will join other early adopter fleets such as Mesilla Valley Transportation, Robert Heath Trucking, Nussbaum Transportation and Kuperus Trucking to deploy TrailerTails across their entire fleet operations.

“Our investment in TrailerTails and trailer skirts translates to JNJ Express achieving 0.29 km/l better fuel efficiency. Our owner operators also reap the fuel savings benefits by adding more to their bottom line,” said John Ennis Jr., vice president of JNJ Express.

“Not only do TrailerTails save JNJ and our owner operators fuel, they also increase the safety of our entire operation by improving trailer stability in high winds and reducing road spray in wet weather. This is a win for us, a win for our owner operators and a win for the American public with whom we share the highways,” he added.

JNJ Express participated in comprehensive SAE Type II J1321 testing of TrailerTail equipment with ATDynamics at the Goodyear Proving Grounds in San Angelo, Texas.

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PROFILE

An

engine rebuild is not something that a drilling contractor wants to see, but when there are some important side effects, such as a major reduction in fuel consumption and operating costs, the idea of an engine rebuild can actually have some appeal.

Exploration and excavation is all part of the development of new sites to satisfy the ever-growing demand of the current mining boom. Companies such as JSW Australia are consequently kept at full stretch as they map out potential new resource-rich locations for excavation.

JSW Australia is a leading reverse circulation and water well drilling company, servicing the mining, petroleum/gas and government sectors in specialist drilling applications.

Reverse circulation drilling uses high-pressure air and percussion hammers to produce chip samples that are then analysed for their mineral content. The company has drilled to depths of 700 metres in its quest to detect gold, nickel, silver, copper, iron ore and other minerals.

An alternative to reverse circulation drilling is that of water well drilling. This uses mud rotary or percussion hammers to drill large diameter holes, which then get lined with PVC or steel

casing. These holes are used as production bores for water, dewatering of ground for mine sites, monitoring ground water, etc.

JSW Australia also conducts other specialised drilling such as service holes for underground, casing advanced drilling and other services for clients.

The 120-strong company runs 16 drilling rigs across WA, many of which are working 10-12 hours a day, 7 days a week, collecting samples for mine companies to analyse.

When a drill rig recently needed yet another engine rebuild, operations director, Steve Payne, contacted Jeremy Tennant of Scania Engines in WA for advice and assistance. “Our previous engine supplier had discontinued that model without providing a suitable replacement, so we were forced to spend the last 3-4 years rebuilding a number of older engines. But the rebuilds did not last long,� Steve said. “We spent a fortune rebuilding them, but not getting much life out of them. There would be problems with the liner not

DRILLING

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A reduction in operating costs was an important advantage

for drilling contractor

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sealing in the block and allowing coolant to enter the engine sump, also parts were becoming hard to find.

“It is also using about 50 percent less fuel!

“We thought there was nothing on the market to replace them with, and because we built the rig to fit the engine, we couldn’t find a small enough replacement engine that generated enough power.

“We have seen fuel use fall from around 900 litres to about 500 litres a day, which is not only a significant cash saving, but also means less emissions are being pumped into the atmosphere, and less downtime for refuelling, etc.,” Steve said.

“Then Wade Bransgrove, our maintenance manager, driving in north western WA, read an article in a truck magazine about the launch of the new 730 hp Scania. Wade and I wondered if the 730 hp truck engine might fit our rig. So Wade got hold of Jeremy in WA and we went from there,” Steve said.

“But the most impressive element to the deal is the service we have had from Scania WA. They have been unbelievable.

Jeremy and the boys came out when we installed the engine, came out again for the first running, and then visited us in the field to ensure it was all okay. That is fantastic service.

JSW was unaware that Scania offers a full range of stationary industrial and marine engines suitable for power generation, heavy-duty machinery or working boats.

“A lot of companies don’t give service anymore, so this really stands out. Jeremy and his team had a very refreshing attitude to working with us, to help us achieve our goals.

Jeremy really knows his product and answered any questions we had about the engine, with ease.

“We ended up air-freighting the DC16 74A 700 hp V8 engine into Australia direct from the production line, because the drill rig was waiting to be repowered. It is spending the rest of the year at Laverton, 350 km northeast of Kalgoorlie, working for Crescent Gold.”

“The rig has been in the field for a few months and the results are amazing.

When we did the calculations, we thought the engine would be running at 80-90% load, but it is running at only 70 percent, which means greater reliability.

“They worked with us to build a customised water-cooled charge system for the engine, because in the heat, air-to-air cooling is insufficient. We modified the old system from the original engine to check it would work, before commissioning a custom unit for the new engine.

“

We have seen fuel use fall from around 900 litres to about 500 litres a day.

”

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PROFILE

LOCATION, LOCATION It’s a good news story for Albury-Wodonga as CMV Truck and Bus relocates and upgrades

Watch

any of the popular TV programmes on real estate and you’ll know well that when it comes to selling and success, location is everything.

The proof of course comes from experience. With the opening of a brand-new, $8 million service and sales facility at McKoy Street, at the southern side of Albury/Wodonga, adjacent to the southbound Hume Freeway, business has taken a massive boost.

Darren Cowan, branch manager at the new location, told PowerTorque that the response from both existing and new customers has been amazing.

“CMV took over the Albury dealership, previously operated

by Volvo Group Australia, back in 2010. In March of this year we completed our new dealership and relocated for the official opening, which took place in mid May. “The growth of the business in a short space of time has been really gratifying,” said Darren.

“We had grown the business by 25 percent in the two years it has been operated by CMV Truck and Bus, but, in our first few months in our new premises, the results from our sales, service and parts supply business has exceeded all expectations.

“It shows us that one can never underestimate the importance of the right location and of being visible from the highway. We now find that customers are calling in on their drive north or south on the Hume Freeway, and they can be on their way without any delay.

“We have planned from the outset for B-doubles and B-triples, with the correct swing angles for easy access, and drive through bays for servicing. We have also provided a well-equipped driver’s lounge, bedrooms and bathrooms to enable a driver to properly relax or sleep,” he added.

The workshop bays include a full-length, in-ground service pit, rolling road brake tester, and also portable, individual axle lifts for heavy vehicles of different dimensions.

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LOCATION, LOCATION With eleven service technicians and two apprentices, the service facility is open for business Monday to Friday from 8.00 a.m. through to 6.00 p.m. and offers a Saturday morning option from 8.00 a.m. through until 1.00 p.m.

Dandenong and also Traralgon in East Gippsland. Some of these dealerships are tri-branded, which is a very successful combination for us, with the different brands offering complimentary solutions to our customers.

One example of the forward thinking is the inclusion of a 10,000-litre AdBlue/DEF (Diesel Exhaust Fluid) bowser, available for all truck operators and easily accessed in the corner of the large parking area.

“The inclusion of the AdBlue/DEF bowser is typical of our service approach to operators using SCR technology. We have also recently added a 22,000 litres, AdBlue/DEF tanker to our fleet that can deliver bulk supplies to Victorian operators.

We supply 1,000 litre IBC containers, or we can provide a full tank installation, at no cost to the operator, where we provide the refilling capability,” said Dale.

“We are currently advertising for additional staff, and, as we grow, we have the option of extending service workshop hours to suit clients’ requirements. We also back these support times with a 24/7 breakdown assistance operation accessed simply by calling the dealership at any time,” said Darren.

During PowerTorque’s visit, we also met with Dale Jackson, general manager of CMV Truck and Bus, who outlined the extensive commitment of the company and its resources.

“The Volvo, Mack and UD Truck franchises are the main focus for our truck and bus operations,” said Dale.

“With our new facility in AlburyWodonga, it compliments our existing investments in Laverton, Clayton,

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