PowerTorque Issue 52 April-May 2013

AUSTRALIA’S LEADING TRUCK TECHNOLOGY MAGAZINE

www.powertorque.com.au ISSUE 52 APRIL / MAY 2013 RRP: $7.95 (NZ $8.95)

BRISBANE

truck show preview WE DRIVE CAT'S NEW 13 LITRE PROFILES - cootes transport

jagusic & greenfreight

PROFILE

SAFETY IN NUMBERS The selection of new vehicles and trailers for McAleese Resources and Cootes Transport is governed by a stringent attitude to fleet safety transportation of hazardous goods such as petro-chemical and liquefied gas products doesn’t have a get-out clause when it comes to safety. The ramifications of any accident could be catastrophic, and, as a consequence, responsibility for providing safe and secure transport options brings with it a responsibility for community welfare as well as road safety.

THE

The purchase decision process for McAleese Resources and Cootes Transport takes into account the development of electronic braking systems with anti-lock brakes and

roll stability programmes as an integral requirement in all new vehicle and equipment acquisitions.

The range of transport operations carried out by the two companies is certainly diverse. Fleet demands range from carting products from the iron ore and gold mining industries of Port Hedland and Kalgoorlie to ports in the west to regular fuel supplies for service stations in the east. The type of equipment used is also equally diverse, from rigid trucks, prime movers and single semitrailers, to quad road trains and tri-drive prime movers.

It’s a welcoming development in discussing fleet purchase to find a company that takes its responsibilities in these areas to the absolute highest level. As Alan Yates, Group Asset Manager of McAleese Resources and Cootes Transport, explained to PowerTorque: 18

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“We are talking in terms of approximately 120 trucks and over 400 trailers in the McAleese Resources operation, and a further 300-plus trucks and trailers running in the Cootes Transport livery,” said Alan.

“Our vehicle and trailer purchase decisions are governed totally by our attitude to road and load safety.

“In the Cootes operation, since 2005 all new trailers that we have purchased have been fitted with roll stability as well as anti-lock braking systems, and new prime movers from 2010 have been fitted with stability programs. The purchase decision for new equipment is totally dependent on the manufacturer being able to provide these systems as a standard fitment at the time of order.

SAFETY IN NUMBERS “We are also nearing completion of a programme to retrofit all our existing equipment with the same levels of safety. New trailers from Kennedy’s in Bairnsdale, or Howard Porter in Perth, are supplied complete with roll stability systems. By June this year all our quad road trains will be running with roll stability programmes,” he added.

Since the acquisition of the IES business, by the McAleese Group in April 2012, McAleese has made a firm commitment to safety and has added in excess of 50 prime movers, which have all been factory fitted with roll stability systems, along with 90 trailers that have been constructed with the stability controls. They have also formed a team of people, from all divisions within McAleese Group, including heavy haulage and cranes divisions, to come up with a minimum safety standard for all new vehicles.

“Our attitude to safety extends further than the brake actuation. Every vehicle is fitted with an alarm system that sounds the horn if the park brake has not been actuated and the door is opened.

“We also fit a device to each wheel, on all equipment, to indicate that wheel nuts are correctly tightened. The system we use is called a “Squirrel” and is provided through Tulip of Hallam, in Melbourne. We are currently rolling out a device to all of our steer tyres with special valve caps that show when tyre pressures drop 8 psi below the recommended setting.

“Where vehicles are fitted with a mobile telephone, we incorporate a lock-out to prevent use when the vehicle is on the move. This is another area where we believe that we increase our safety levels by preventing driver distraction.

“Our fleet remains committed to the Kenworth brand for much of the heavy haulage work that we do, especially in the

mining areas of Western Australia where we carry iron ore or gold. In this type of work the Kenworth brand would represent probably 98 percent of our fleet.

“Two of our latest T909 tri-drive units are powered by the Cummins ISXe5 SCR engine, and this is a combination that we are keen to evaluate for its ability to drop engine temperatures through the use of AdBlue emissions treatment.

“Since October 2012, we have added 23 new trucks to the resources fleet, of which 6 were Western Star prime movers powered by the Detroit Diesel 15-litre. We are also now looking at European makes for other on-highway applications, such as between capital cities in South Australia, Victoria and the eastern seaboard.

“We continually compare the performance and fuel economy of a selection of different makes and models.

Freightliner is noticeably getting back on top of its game and we are adding Freightliner 112 and Coronado 114s with a setforward front axle for use in 19-metre, B-double applications.

“In our view, Scania Australia has significantly improved the performance of its dealerships and customer service over the past three years. As a result, we are taking our first 560 hp V8 Scania for heavy haul operations in SA.

“This will be of interest to us as, with its Opticruise transmission, it illustrates the trend now developing in our fleet to adopt automatic manual transmissions (AMTs) as a general buying practice for the future. We have already added MAN and DAF prime movers in our fleet selection and have been very impressed by their fuel economy as well as the durability shown by these products. The drivers are also reporting a high acceptance factor, and the tare weight of the MAN and DAF units is comparable to existing vehicles.

“The PACCAR MX engine fitted in the DAF will soon become available in selected Kenworth models, however it is our understanding that roll stability is not available at this stage for a Kenworth when powered by the MX engine. That commonality of driveline could have been an advantage.

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TRUCK SHOW

Getting away from the main highways for a Saturday in the country for PowerTorque recently meant a trip down the Hume and then branching off at Wagga Wagga for the run down through to Lockhart.

The town of Lockhart hosts the National Historic Truck and Commercial Vehicle Show at the Lockhart showground, and this is backed up by small stallholders setting up in the main street to sell antiques and bric-a-brac.

Having suffered from flooding the previous year, the event for 2013 was held in beautiful weather, attracting all the locals out from the surrounding areas of The Rock, Yerong Creek, Pleasant Hills, Milbrulong and even Albury.

This Riverina town was named after C.G.N Lockhart, a commissioner for Crown Lands in the Murrumbidgee River area in the 1850s. The town itself looks much larger than its

If you like country friendliness mixed with interesting trucks, the Lockhart Truck Show was worth the visit

LOCKHART

ON SHOW population of 800 would suggest. Originally known as Greens Gunyah, the town’s name was changed to Lockhart in 1897, at which time it featured on the Urana to Wagga Wagga stagecoach route.

The architecture is typically Australia country, with wide verandahs on the main street, and, as an indication of how the locals look after their town, it was awarded the Tidy Towns Award in 2009.

After the setbacks of the flooding last year, numbers were down slightly, but, with everyone seeming to enjoy the day,

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LOCKHART ON SHOW

One of the family-run businesses in the local area is Burkinshaw Transport, and two of its prime movers were proudly displayed in the centre of the showground. The company was founded by Raymond Burkinshaw, who bought his first truck in 1942 when he was just 16 years old. Ray subsequently built up the business over the years, at one stage running up to 33 trucks, mainly involved in stock transport. He was inducted into the Shell Rimula Wall of Fame at Alice Springs Reunion in 2011.

Today, Ray is commemorated by an immaculate 2008 Peterbilt 379 in the company’s green livery that features an image of Ray on the rear wall of the cab. The Peterbilt was also matched at the show by the company’s latest acquisition, Great weather, interesting trucks and friendly people made for a Kenworth T909, which an excellent day in the country. was so new it had yet to be registered.

Flanking the Burkinshaw’s trucks were three white Kenworths operated by IRT of Wagga.

On hand to answer any questions were company drivers, Anthony Manz with the T950 and Joel Williams with the T900.

All three prime movers are used to haul general freight.

there’s every chance of growing the event again for next year.

This is wheat, sheep, cattle and poultry country and, as you might expect, many of the trucks came from the local properties and each had an interesting background if you dug around for the details.

While local singer, Ray Macartney, provided the entertainment through the day, PowerTorque caught up with the owners of some of the trucks that had been brought in for the day.

Slotted in between the IRT trucks and those of Burkinshaws was an equally immaculate Kenworth K104B of GMT of Lockhart. Powered by a CAT engine, the time spent preparing the prime mover for the show was very evident, with an immaculate standard of presentation.

If you have a love of the older truck models, then the Diamond Tee P5000 from 1965 was well worth a close look.

Owned by Michael and Kylie Rossato of Coleambally, NSW, this truck was used for carting coal and house moving.

Hauling the Diamond’s float was a 1972 W model Kenworth, again owned by the Rossato family. This prime mover was originally used for logging and stock carting in Queensland, but is now used for hauling anything and everything for the family farm. Under the bonnet is a small cam NTC 350 engine matched to dual-range 44,000 lb Eatons, and this Kenworth proudly boasts the heritage of being truck number 256 off the Bayswater production line.

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YELLOW

DRIVEN

LINES The CT13 engine is now available, but will it appeal to staunch CAT supporters?

The

launch of CAT Trucks onto the Australian market has been an interesting saga, worthy almost of a TV series to catalogue the changes that have occurred to the brand since the first models were assembled at the company’s Tullamarine, Melbourne, facility.

In that time we’ve seen CAT Inc. confirm its support in the initial 50/50 financial venture with American truck maker, Navistar, only to withdraw and leave Navistar and the CAT dealer network to handle things themselves. We’ve seen the initial launch vehicles, which numbered over 500 units, locally assembled and then sold progressively through the CAT network until basically none remain in company stock.

Future CAT branded trucks are now on the high seas on their way to Australia, but there’s been a switch in manufacturing centres from Garland, Texas, in the site of the old Marmon plant, to Springfield, Ohio.

Imported now in fully built-up condition, the company had majored its focus on the C15 with all its traditional CAT origins. Now there’s a newcomer in its midst to satisfy those looking for a 13-litre alternative for lighter, single trailer or tipper and dog work. It’s painted yellow, it’s called the CT13, but its own origins extend back to Navistar, where it’s painted blue and is a derivative of the MaxxForce 13 engine, currently on sale in the United States.

The CT13 engine is an in-line six cylinder with a bore and stroke of 1260 x 1660 mm, a compression ratio of 16.5:1 and a total dry weight of 1,089 kg. With four valves per cylinder, actuated by an overhead camshaft, it runs with dual-stage turbochargers, an intercooler and aftercooler.

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CAT Trucks Australia is no shrinking violet when it comes to showcasing what its products can achieve in service.

With an open handed attitude to its abilities, CAT Trucks provided PowerTorque with the opportunity to compare two examples of the CT13 in operation on one of Australia’s most demanding roads, the New England Highway, in a run from Newcastle to Brisbane.

We chose to travel north, just after the recent floods had wreaked havoc with the road surface, and bounced our way between the major roadworks and minor pothole filling that was evident in every section of the highway.

Both engines were identical, but the transmissions varied between a standard manual 18-speed Roadranger in a CT610 extended cab,

YELLOW LINES to a CT610 day cab with an UltraShift. In both cases the diff ratios were 3.9:1, probably more suited to running Sydney to Melbourne, rather than 4.11:1 that we’d expect for the run north. For the sleeper and manual ’box, the gross weight was 42 tonnes in a curtainsider tri-axled semitrailer, and, for the UltraShift, the total weight was 39 tonnes hauling a steel triaxled side tipper made by Kennedy’s of Bairnsdale. Victoria.

Drivers familiar with the New England Highway and the gradients involved, such as the Moonbi Ranges, will be well aware that this trek northwards is no soft sell for any truck manufacturer keen to showcase their products.

The opportunity to switch from the manual Roadranger installation to the two-pedal UltraShift was of particular value, as, in my case, the experience of driving the manual changed my approach to my driving style when back behind the wheel of the UltraShift version.

There are a couple of computer shift protocols available for the UltraShift that bias the shift pattern towards either maximum economy or maximum power. Given that we were

The Moonbi Ranges, 20 km north of Tamworth, are a spur of the Great Dividing Range and rise from 500 metres to a height of around 1,300 metres. It’s one long hard climb, and one thing you can be sure of is, it’s not going to help an attempt to cover up any deficiency in the vehicle specification.

The CT13 engine runs with EGR technology and without any requirement for AdBlue (DEF).

Rated at 475 hp at 1,700 rpm, it provides 1,700 lb-ft of torque right the way through from 1,000 rpm to 2,100 rpm.

In order to get a feel for this engine you have to approach the installation without any preconceived ideas that it’s going to feel exactly like a traditional CAT C13 motor. Well, it’s not. But when you take the engine on its own terms, we found that its engine characteristics really start to grow on you, and, at that 475 hp area with a single trailer, we believe it’s going to find favour with operators that give this engine a try.

Expect fuel savings of up to 11 percent with the CT13 compared to the C13 ACERT.

running on 3.9:1 diffs and with almost maximum weight, the shift sequence installed in both vehicles was for performance at the expense of maximum economy. Certainly, had we been running from Sydney to Melbourne the results would have been more in favour of this set-up.

The initial running with the UltraShift left the gearchanging to the computer, and in so doing it shifted half gears up and down the transmission with ease and efficiency. It wasn’t until we spent some time in the manual version that we found how well the engine hangs on, especially in the lower rev band as it drops towards 1,000 rpm.

By shifting a full gear, it’s easier for the driver to maintain momentum and keep the torque coming through, especially when the road heads for steep inclines. When we climbed back into the UltraShift, we started taking greater involvement in manually controlling the shift pattern and found that hill climbs were accomplished that much easier, through shifting manually and over-riding the automatic shift system. The ratio selection is via a press button arrow for up or downshifts, and, by a double tap, the gear shifts a full ratio rather than splitting a gear. In the grand scale of things, this means that the driver doesn’t just sit back and leave everything to the computer. This is one facet of the UltraShift that might alleviate objections from some of the older school who still like an input into gearchanging.

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PROFILE

MAN

HOUR

When it comes to efficiency, the MAN tipper range has some interesting advantages

AT

PowerTorque, we never cease to be amazed by the amount of enthusiasm we find amongst truck operators. While most of the highly customised trucks ply the long haul routes, the trucks working a local run around a major city can inspire just as much interest, especially when an operator moves a little out of the normal way of things.

Frank Jagusic is as optimistic about life with a fleet of trucks as you could find in any city.

With his wife, Dorothy, Frank runs a fleet of rigid tippers from his base in Cleveland on the outskirts of Brisbane.

He has been interested in trucks since he saw his first farm tractor at the age of seven. As a migrant from Europe

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to Australia, Frank had everything to gain when he bought his first truck in 1970, where he operated out of the NSW South Coast, hauling coal around Wollongong, the Southern Highlands and Illawarra regions.

In 1993, Frank decided to “move to the greatest place on Earth”, the Sunshine State. The move to Brisbane, Queensland, and getting together with Dorothy in 1997, saw a steady growth of their ‘rigid tipper’ trucking business.

They started providing trucks for swimming pool construction and were in the right place at the right time to gain the all-important contracts to work on the Ipswich Motorway Upgrade – Wacol to Darra, the Dinmore to Goodna Project, the Clem7 Tunnel, Brisbane Airport-link and now the Transcity Tunnel.

MAN HOUR The MAN TGM 26.340 is powered by the MAN D0836, sixcylinder, in-line engine of 6.8 litres. Maximum power is 340 hp (250 kW) produced at 2,300 rpm. Peak torque of 1,250 Nm is rated from 1,200 to 1,800 rpm.

With twin turbocharging and intercooling, the fuel injection system uses a common-rail design for maximum efficiency and to conform to Euro V emissions standards. The engine design uses exhaust gas recycling with a catalyst exhaust, negating the need for additional additives such as AdBlue (DEF), or DPD regeneration.

“I like my trucks to be able to get into a job without being hampered by towing a trailer.

In my view it’s more efficient and certainly enables us to be more flexible with body-tipper trucks.”

“Originally we bought our bodies from local suppliers, but, with the latest seven MAN 26.340 trucks we have built all the bodies ourselves. When bodied, the MANs have a tare weight of 9.5 tonnes with a GVM of 23 tonnes, giving each vehicle a payload of 13.5 tonnes.”

“We use Hardox for its strength and resistance to damage, when carrying loads such as rock or concrete on civil work.

Earlier on, we had built our own body for an Isuzu in the fleet, and it had proved very successful. That way we get the bodies I want, built to my own standards,” said Frank.

ra nk J

“Our fleet of 18 trucks now includes seven new MAN TGM 26.340 rigids,” said Frank.

agu sic

.

“Our Hino trucks were great to do the job they were bought for. They are not as sophisticated as the European vehicles, and, as an operator, you are forever greasing nipples.

The only problems we had were minor, mainly surrounding the strength of the driver’s F seat, which didn’t seem er riv d d to be made to handle n a er the weight of some of our Own Australian drivers,” said Frank.

“The great thing in dealing with MAN at Brisbane Truck Centre, the MAN dealership, is that they are interested in the entire vehicle, including the organisation of the PTO, hoists and hydraulics.

I look for the right attitude to business. A business is only good if the company, like the MAN dealership, can look after the small business operators like myself and Dorothy,” said Frank.

The price, the four-year warranty and extended service intervals of the MAN TGM rigid tipper were a particular factor in the decision to purchase. According to Frank, the oil drain

Photograph by Tom Mason of TLM Concepts, Brisbane.

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PREVIEW

BRISBANE SET TO SHINE Australia’s premier truck and trailer show gears up for another record-breaking event

With

a heritage spanning 43 years, the Brisbane Truck Show for 2013 looks like breaking all former records. Organised by the Commercial Vehicle Industry Association of Queensland, this is the Aussie truck show that’s run by the industry, for the industry.

As the Expo settles in for the second year at its new home, the Brisbane Convention and Exhibition Centre, visitors can expect to see exhibits from over 290 companies from 10:00 a.m. on Thursday May 16th up until close of play at 4:00 p.m. on Sunday May 19th.

Truck Show Ambassador Shane Webcke will again reprise his role in promoting the event after universal approval of the impact he made on attendance figures for the show held in 2011. Shane will also be welcoming Queensland Premier, the Hon. Campbell Newman, to officially open the event.

Expect to see several truck manufacturers that are completely new to the Australian market, such as AVIA, which hails from the Czech Republic and is linked with Ashok Leyland Motors. Powered by Cummins engines, these light to medium trucks will be available in 14 different weight and power variants.

Foton Trucks has yet to make a major impact on the Australian light-truck market. But, with a new distributor in the form of ATECO automotive, these light trucks sourced from China, again with Cummins power, could start to make inroads against the traditional Japanese products.

JAC Trucks is another Chinese brand, but, with a review of its current range strategy currently taking place, the company will not be exhibiting in Brisbane this time around. The Hyundai light-truck range is another brand that currently has no plans to exhibit this year. PowerTorque understands that Hyundai is currently awaiting its Euro V emissions compliant range and will not have advanced stock in the country in time to participate.

The English brand of Dennis Eagle is gaining a strong reputation in the waste disposal market, and this year it will be up against stiff opposition from MacDonald Johnston and newcomer, Pendpac Australia, importers of the Aussie Alleygator.

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The big truck-maker players will all be present, with new products from the North American based Freightliner, Western Star and CAT Trucks’ brands.

There’s plenty to see here, with Western Star celebrating its 30th anniversary in Australia by launching a commemorative model as well as showcasing its new 4700 range.

BRISBANE SET TO SHINE

unmatched space and comfort. In its latest design upgrade it looks far more impressive out on the road. Engine choice here is between Detroit Diesel and Cummins.

Mercedes-Benz maintains its potential to move its products up the ladder of market share. There’s an ever-increasing range of models released this year, with specialist application for heavy construction work in all-wheel-drive variants as well as the natural gas-powered, low-floor, low-entry versions of the Econic 2628 LL 6x4 for inner city waste disposal.

The Actros boasts a new hypoid axle, which significantly increases fuel efficiency, while reducing overall weight and lowering on-road noise. Heading the display is the V8 powered 4165 SLT 8x8. Together with the Axor and Atego, MercedesBenz is able to provide three different levels of competition, all dovetailed in to provide a transport solution that should be ideal for an ever-increasing range of operators.

Fuso has new examples of its Eco Canter hybrid appearing at the show for the first time. With a four-cylinder, 150 hp, Euro 5 diesel engine working with a 55 hp electric motor, the combination delivers a 23 percent reduction in fuel consumption, changing the way couriers do business for inner city operation.

Freightliner will have its new addition to the Coronado range, the 114, as well as its higher weight range of conventional products. With a set-forward front axle and a 114” BBC measurement, this new Freightliner has been designed and built to maximise payloads in any number of applications including tanker, tipper and dog, and pocket B-Double.

The Daimler Trucks display on stand 88 will of course also include Freightliner’s next generation Argosy cabover, which, with its super-spacious 110” raised roof cab, provides

The continuing upgrades to the design of intermediate models should also add to buyer interest, and the improved availability and focus of having multi-branded dealerships outlets, with Mercedes-Benz, Freightliner, and Fuso on display, is potentially capable of providing a one-stop destination to cover all transport requirements.

Moving down the weight scale slightly into the van market, and Mercedes-Benz will also have on display the full range of Vito and Sprinter vans. The Daimler Trucks group is supported by a nation-wide network of over 45 dealers.

New brands include AVIA from Ashok Leyland and this DAF based Pendpac.

Western Star celebrates 30 years in Australia and launches the 4700, while Freightliner launches the Coronado 114.

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FEATURE

NEW

HORIZONS US MANUFACTURER HONEYWELL SHOWCASES ITS APPROACH TO TURBO TECHNOLOGIES you’ve been following the development of turbocharging technology through the past decade, you’d be well aware of the role played by Honeywell, as a leading global developer of automotive turbochargers.

IF

The company is comfortable enjoying a growth path at present, posting its fourth quarter 2012 and full year earnings and reporting $37.7 billion in sales in 2012. This result represented a 3 percent increase over 2011.

“Honeywell had another year of terrific performance in 2012,” said the company’s chairman and CEO, Dave Cote.

“In a weak global economy, we grew sales 3 percent and earnings by 11 percent, while expanding margins to record levels and continuing to generate strong cash flow.

“We outperformed while also continuing to invest in seed planting initiatives like new products and services, global growth, cost competitiveness, and strengthening our key processes – Honeywell Operating System, Velocity Product Development™, and Functional Transformation,” added Mr. Cote.

Honeywell Turbo Technologies is the leading automotive turbocharger manufacturer, supplying technology solutions to nearly every major automaker and truck manufacturer in the world. The Turbo Technologies business is part of Honeywell Transportation Systems, which also comprises Honeywell Friction Materials, a leading global automotive supplier of brake friction materials. Honeywell Transportation Systems enhances vehicle performance, efficiency and appearance through state-of-the-art technologies, world-class brands, and global solutions tailored for its automotive customers around the world.

The growth of turbocharger technology is in line with the greater prominence of turbocharging technology and its acceptance right across the automotive spectrum.

The number of passenger vehicles with turbocharged engines is expected to increase globally by 80 percent by 2017. As manufacturers follow the demand for fuel-efficiency, performance and reduced greenhouse gas emissions, 70

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it’s anticipated that turbocharged engines will feature on 36 million passenger automobiles sold globally in 2017, representing almost 40 percent of all new light vehicle sales in that year. In 2011, turbochargers were on 20 million new vehicles sold globally, or about 25 percent all vehicles.

The United States, India and China are expected to lead the global growth as consumers and automakers in these markets search for ways to get more kilometres to the litre, whether through petrol or diesel engines. In Europe, where turbochargers are already on two-thirds of passenger vehicles, the technology is expected to gain

NEW HORIZONS even more ground as automakers meet more stringent CO2 emissions requirements.

In the US, the number of turbochargers is expected to almost triple in the next five years to more than 4 million in 2017, compared to 1.3 million in 2011. Turbos are projected to be on about one-quarter of all new US vehicles in 2017.

The number of turbocharged engines in India is expected to more than triple from about 900,000 to more than 3 million from 2011 to 2017. China also is projected to see tremendous growth, going from 2.1 million turbos in 2011 to 6.7 million new turbochargers in 2017, or about 25 percent penetration. In Europe, turbochargers are expected to grow from 12.9 million, or 67 percent of the new automobilesx in 2011, to 17.4 million, or more than 85 percent of new vehicles, in 2017.

At last September’s IAA Hannover Truck Show, Honeywell displayed its three key CO2 reduction enablers, including Honeywell’s VNT™ DutyDrive technology, its TwoStage turbo systems, and turbos for compressed natural gas engines.

Fuel efficiency has always been important for commercial vehicle operators and fleet owners as fuel costs can account for 30 to 40 percent of the total operating cost of a commercial vehicle.

Turbochargers provide a proven route to helping smaller engines deliver big engine performance, while reducing emissions and improving fuel efficiency.

Until recently, emissions regulations for the CV sector have mainly focused on nitrogen oxides (NOx), carbon monoxide (CO), hydrocarbons (HC) and particulate matter (PM). Now regulators in Europe and the US are concentrating their efforts in reducing emissions of carbon dioxide (CO2). According to industry analysts, the average reduction of CO2 emissions from new commercial vehicles is expected to be up to 20 percent by 2020.

“The new challenge is to meet legally-binding CO2 reduction targets in the US as early as 2014, and which are expected to become binding by the end of the decade in Europe as well,” said Nitin Kulkarni, vice president of Customer Management at Honeywell Turbo Technologies.

“Achieving greater engine fuel efficiency is the most certain path to lower CO2, and turbocharging is a key enabling technology available today,” Mr. Kulkarni added.

Honeywell supports the medium and heavy-duty sector with its patented VNT™ DutyDrive turbo technology, which helps drive Exhaust Gas Recirculation (EGR), enhance fuel efficiency and support engine braking capability. This system also works well with Selective Catalyst Reduction (SCR), the industry choice as the key emissions control technology.

“Our VNT™ DutyDrive technology can be used to help in controlling exhaust gas temperature, ensuring that temperature sensitive SCR systems are working efficiently,” said Mark Rodrigues, global director of Product Marketing at Honeywell Turbo Technologies.

“VNT DutyDrive technology is also designed for engine braking, making it possible for drivers to reduce speeds without relying solely on the chassis braking system,” he added.

For engine applications where power ratings and durability are paramount, Honeywell’s TwoStage system allows a smaller engine to deliver superior power density, thus achieving better fuel efficiency compared to the option of using a bigger engine with single-stage turbo systems.

“With TwoStage systems, you can optimise for performance and fuel economy,” says Rodrigues.

“While the small high-pressure turbo is sized to be more responsive at low engine speed, the large low-pressure turbo is sized to be more efficient at rated power. An engine maker can take advantage of our TwoStage systems to achieve increased performance, better fuel efficiency, and better durability while meeting emissions,” said Mr. Rodrigues.

Honeywell also supports compressed natural gas powertrains, which are gaining in popularity due to increasing gas supplies, lower cost and

The Honeywell VNT DutyDrive turbo technology helps drive Exhaust Gas Recirculation, enhance fuel efficiency and support engine braking capability.

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L A I T R S T A R A M

DRIVEN

Isuzu

has Been market leader in Australia for 24 consecutive years.

PowerTorque finds there are very good reasons to expect this Japanese truck maker to hit the quarter century in 2014.

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When

things look pretty much the same, there’s always the risk that customers might just assume that everything is the same.

After all, one white Japanese truck looks remarkably like another, and another. But, after days of driving the latest models for 2013 now hitting the road from Isuzu, we’re convinced that there’s a world of difference between competing products that’s a country mile wide.

Would you believe that Isuzu offers 154 different models onto the Australian market? That’s how special this white truck market has become. And, when you want to be market leader, your range of products on offer has to match the requirements of your customer

MARTIAL ARTS better than those of your competitors. Get the matching right and you’ll have a happy customer forever.

Isuzu is not only market leader across the entire commercial vehicle market in Australia, it’s been growing its market share by an impressive 8.7 percent when comparing 2012 with 2011. In overall terms, this Japanese company is currently sitting at 23.4 percent of the total market, and it is still finding new model variants to release that extend its footprint yet further.

Isuzu’s N Series light-duty trucks obtained a 39.6 percent market share among trucks with payloads of between two and three tonnes. In the medium and heavy markets, the F Series along with C and E Series captured a combined 34.9 percent share among trucks with four tonnes payloads upwards, to claim first place in the Japanese domestic market.

In our last issue, Allan Whiting reviewed the 8x4 FYX chassis, offering a nine chassis selection of twin steers, which followed our coverage of the 6x4 agitator chassis that was released 12 months ago. This time around, though, we are looking at the latest N and F Series and the changes made to the 2013 model year that increase the attraction of the Isuzu light and medium-duty product to its customers.

To delve into the full detail, PowerTorque enlisted the aid of Colin White, Isuzu’s manager of product planning and engineering support, to outline the upgrades.

At the light-truck end of the market the N-Series gets an interior boost, with some added brightwork for bezels around the dials, a digital radio and multimedia unit, plus cornering lamps on all NH versions. These combine with the indicator lamp unit and shine into the inside of a corner as the vehicle turns, with the appropriate indicator operating and with the headlamps turned on. Isuzu, to our knowledge, is the first truck maker to add this safety feature.

The NLR 200 AMT tipper comes with a body that was mounted in Japan and now includes a two-way tailgate, with hinges at the top and the option of swinging the tailgate to lock against the body side.

At this level, the licence requirement is still for car drivers, but to make life simpler the transmission is an AMT, with a fluid coupling to reduce driveline shock loading. Those needing more payload can now go to the NPR 400 tipper with a GVM of 8.7 tonnes. Councils looking for a crew-cab can opt for the 7.5 tonne GVM NPR 400, which has a wheelbase of 4175 mm.

Before heading into the F-Series changes, it’s time to pause and consider how these light trucks handle normal road conditions.

Thanks to independent front suspension with coil springs, the NLR 200 actually rides very well. It sits lightly on the road, and with rack and pinion steering it corners precisely and is not susceptible to bump steer. The back end has multi-leaf semi-elliptical springs on the short wheelbase with disc/front and drum/rear brakes, but moves to a taper leaf main spring with an underslung helper spring on the medium-wheelbase version, which also boasts disc brakes all round.

Power for the single-cab, and also the NNR crew-cab versions, comes from a four-cylinder, 3.0-litre, SITEC 150 engine using a variable nozzle turbocharger with air to air intercooler to produce 110 kW at 2,800 rpm and peak torque of 375 Nm rated at 1,600-2,800 rpm. This is an EGR engine without AdBlue but using a DPF (Diesel Particulate Filter).

Transmission choice at this entry level is through a five-speed manual or six-speed AMT. Moving up in the weight range brings in the NPR short or medium-wheelbase, which increases engine size to 5.2 litres and 114 kW at 2,600 rpm with peak torque of 419 Nm rated at 1,600 through to 2,600 rpm. The front suspension uses taper leaf springs with multi-leaf main springs on the rear and a taper leaf helper spring.

It’s one thing to outline specifications, but the proof of the Isuzu ability comes from driving the product.

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TRAILER TORQUE

TRAILER

TORQUE SMART TIPPERS CAN BRING SIGNIFICANT GAINS IN EFFICIENCY AND NEW WAYS TO SECURE LOADS FOR TYRE DELIVERIES

INCREASING concern amongst inner city developers has led to a major reduction in the number of semi-tippers entering CBD building sites. Whilst a rigid and dog trailer or the increased capacity of a quad-dog trailer can provide a satisfactory solution, companies such as Trout River Trailers Australia provide a further option to the traditional end-over tippers, that of bottom tipping trailers. “Live bottom� trailers totally eliminate any need for tipping a heavily loaded tub, providing a far safer alternative for moving various bulk loads with the added ability to continue working in any conditions.

The key is the moving belt, secured to link chains ensuring no slippage and positive response moving on the hardened rail system with three junior I-beams. The belt speed can

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be hydraulically regulated to the dump rate required. The system is completely controlled from the cabin of the truck, allowing for very detailed application rates.

With the rear barn doors fully open, the trailer can be emptied within minutes, or, in the case of the new double trailer combination, the rear door opening is regulated so that the road base and shoulder fill can be evenly spread, as required, while driving along the edge of the new road.

Up time and versatility are enhanced with the quick couple rear attachments allowing for a wider range of applications suited to a full years work cycle.

This Trout River double trailer combination featuring Hendrickson INTRAAX® is bound for far north Queensland to operate on road maintenance projects.

The Trout River Live Bottom tippers feature Hendrickson’s lightweight INTRAAX® AAT230 suspension. The AAT230 with wide pivot bush, alloy preset hubs and centrifuge brake drums is the lightest 10.3-tonne-rated axle and suspension combination available in the market, contributing to the low 7.2 tonnes trailer weight with plenty of tolerance for a 30 tonnes payload.

Trout River also specify extended service brake linings with automatic slack adjusters and ABS. Hendrickson has also extended the life of brake components with a sealed, wider and stronger S-Cam bearing, ensuing down time for maintenance is kept to a minimum.

SAFER TYRE

TRANSPORT German trailer manufacturer, Krone, offers two different load securing systems that provide optimum solutions, while at the same time conforming to European loading certification.

The first solution has been developed for the conventional transport of safe and securely loaded tyres and can be applied to all curtainsiders. Only two standard strapping belts are used for each post or loading section.

All-round stability and containment is achieved by using five plug-in plank sets and two sets of strapping rails.

The load is secured by diagonally tensioning the strapping belts at the height of the third and fifth strapping rail and connecting with the Multi Lock exterior frame.

The universal load securing system from Krone for the Profi and Mega Liner.

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FEATURE

HIGH WAY As

yacht? y r u x u l ur ou on yo rovides y n i o j o p t friends the Masteka 2 r just about everything u o y e t s i d v n n i n i f o t i one could imagine. t o e u u n l o rq Why PowerTo the logical s

the global recession recedes and industry forecasters predict a stable five years ahead, it’s perhaps time to ponder on ways to spend your entire holiday budget while enjoying sixstar luxury and travel.

Being in the transport industry, we are presuming that power and performance is the basis of your approach in how you run your business. We are also presuming that if we can make your vacation expense into a business cost to evaluate the capability of a pair of Caterpillar engines, this factor alone will also aid your enthusiasm.

At PowerTorque, we have extended a supreme effort in bringing you a solution to your accountant’s concern of having to offload profit before the end of this financial year, or risk paying a higher contribution to the Australian taxation department. We believe the answer lies in something that is 37.1 metres in length, 7.4 metres in width, weighs around 200 tonnes and goes by the name of Masteka 2.

We’ve been on board some beautiful yachts in our time, but Masteka 2 beats them all, hands down. This very highly specified, long-distance, charter cruiser is now based in Sydney, but, for the 2013 season, will be operating through to Fiji and the surrounding islands.

Built by Kha-Shing of Taiwan, the Masteka 2 was designed

by Dubois Naval Architects and boasts an interior designed

by Englishman Dick Young, renowned for his stylish but stunningly efficient use of space. It’s beautifully fitted out with 96

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If you want watersports, there are boats, jetskis, scuba gear and dive equipment stored within the activities locker room on the aft deck. If you want to communicate with the rest of the world, there are high-speed Internet links, telephone channels and satellite systems that connect the Masteka 2 instantaneously with your destination.

If you want to relax, there’s a spa pool for the Master cabin or a Jacuzzi on the fore deck.

Perhaps you want to watch a movie or TV programme. Press a button, and a large flat screen television will glide roofwards out of concealed panels in virtually every room. Invite more of your friends to join you, and, at the touch of another button, a movie theatre screen will glide down from the lounge ceiling. The fully integrated surround sound system just enhances everything you might choose to watch.

Maybe it’s time for lunch. Your personal chef and stewards will provide whatever you require, be it a hamburger with everything and a VB stubbie, or the finest caviar and champagne. Just tell the crew and they can arrange provisions at any level.

Accommodation comes at the highest of standards, with queen-sized beds for your guests, while you and your partner languish in the king-sized master stateroom. Obviously, each of the four other staterooms has its own en suite and shower, and there’s no shortage of water as the onboard desalination units (yes there are two of them) can produce 10 tonnes of fresh water each day.

There’s no area on the Masteka 2 that feels short on dimensions. The headroom throughout the boat on all three levels is amazingly good, making sure that even those at 1.90 metres could never risk their heads coming into contact with the roofline.

HIGH WAY CRUISING

While you entertain your 12 guests, you’ll be served by up to nine members of the crew, and if you find the need to raid the fridge in the middle of the night, the night duty steward will be there to find the correct solution.

It’s easy to admire the Masteka 2 from afar, but, as the solution for a holiday to remember, it actually provides a way to bring friends together, even if the cost is shared, although it would obviously be much nicer for your guests if you picked up the total tab.

Captain Carl Brandis and his crew will do their ultimate best to provide every person on board with the highest level of service, catering to all different levels of personal and physical activity. You can cruise the islands, or stop for a swim or scuba dive.

If that sounds too energetic, you can relax in the upper deck lounge and watch the others make the effort.

300-400 hours, for the main engines, xand 200-250 hours for the generators. There will be a major service for the main engines once each year, and, as a regular truckie, you’ll be looking at valve lash adjustment, checking of the intercoolers and turbos, and also the impellors.

Jo Howard of JW Marine, based in Jones Bay Wharf at Sydney’s Pyrmont area, is responsible for the bookings on Masteka 2, and, with a background of marine expertise, he’s the man with whom you discuss your preferred level of charter.

If the idea of a week cruising around Fijian islands or the

But, of course, this trip on board is not to be classed as a junket. We are here to evaluate the performance of the twin Caterpillar diesels that power Masteka 2 to a maximum speed of 17 knots.

Travelling at full speed, just as it used to be on the Hume Highway at night, comes with a fuel consumption penalty. If you decide to ask Captain Carl to push the nautical equivalent of the pedal to the metal, you’ll be contributing to global warming at the rate of 375 litres of fuel per hour. Don’t forget to multiply that figure by two, as the fuel burn relates to each of the CAT C32 V12 turbocharged engines as they individually produce 1,675 hp.

Of course, this sailing experience should be relaxing, so, if you pull the cruise speed back to 10-12 knots, you will cool down the global community by only using 125 litres per hour.

With a fuel capacity of 5.5 tonnes, you can expect to cover around 2,000 nautical miles before having to call into port to refuel. In trucking terms, that’s a total distance of 3,700 km.

Because of our interest in the engine room, it pays to also be aware that the routine service requirements are every PowerTorque ISSUE 52

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