PowerTorque Magazine Issue 53 by Motoring Matters Magazine Group

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HAULIN' THE HUME PENRITH - BRISBANE - MID-AMERICA TRUCK SHOWS

EVENT

TRUCK SHOW It’s been 45 years in the making, but Brisbane still remains the top trucking event in Australia

human memory is a cantankerous beast sometimes, recalling some features of events from a past era but conveniently forgetting others. Undoubtedly, there were visitors to the Brisbane Truck Show that thought fondly of previous events held at the RNA Showgrounds, but, equally, there were others that remember either sweltering in the heat or jumping the puddles of rainwater in an attempt to get from hall to hall. There would also be a few that have already forgotten having to queue to cross the road to get from the main hall to the open-air events and other displays. There’s no doubt the move to the Brisbane Convention Centre has taken this trucking event to a new level, providing air-conditioned comfort and a proper environment to display the latest levels of technology that dominate the industry today. The event this year provided a focus on engine emissions technology. Although not every truck maker wanted to display the next generation of compliance, there were plenty of examples available for those that wanted to look and learn. For Cummins, the ISXe5 was a big topic of conversation. If the feedback that PowerTorque has been receiving from operators involved in field tests is anything to go by, there will be a rapid take-up on this engine to replace the previous EGR-only version. For Kenworth, the big push in addition to the highhorsepower engines from Cummins is to focus attention on the PACCAR MX 13-litre. This engine from the PACCAR stable is built in the US and commences fitment in the Kenworth range in addition to the reputation its been gaining in the DAF product. Another new development here is that Kenworths featuring the PACCAR MX13 engine will move to 24-volt electrics. This is to ensure comparability with the highest levels of CANBUS electrical connections and to maintain the functionality of the latest electronic stability programmes and shorter braking distances. 12 PowerTorque ISSUE 53

New engines from Cummins, PACCAR and Detroit plus new models like Freightliner’s Coronado 114 and Scania’s Black Amber.

BRISBANE TRUCK SHOW There will be changes to the product range for 2013, and of particular interest to cabover operators will be the availability of a swing-out step for the K200. Stand by for a renewed focus on 13-litre engines, and in another display it was the turn of CAT Trucks to showcase its new CT13. As reported in the last issue of PowerTorque, this engine may be painted yellow, but its origins are all Navistar and MaxxForce inspired. In our preliminary testing, the engine showed strong performance at the 470 hp mark and returned acceptable fuel economy. It’s already available in SCR form for the US market, but remains in EGR trim currently for the Australian market.

Detroit is now the generic name for axles, engines and transmissions, but, for Brisbane visitors, the big question on everyone’s lips was how soon before Australians can buy the 16-litre? It makes little difference to operators that it uses SCR technology when Europeans are already well down that route. It’s time to organise its release and to move the DD15 into the same SCR technology to match lower emissions and lower operating temperatures. Freightliner confirmed it has no plans to introduce the DD16 before the next round of emissions changes in 2017, but Western Star aims to have this engine available on a much earlier timeframe. It’s a year of celebrations, with Western Star commemorating 30 years in Australia, topped by Hendrickson that marks 100 years since its foundation. Fresh from the Mid-America Truck Show, this year’s stand centrepiece displayed a full 4900 FXC Road Train version, complete with bull bars and plenty of stainless steel. It cause caused a stir in Louisville, Kentucky, and it did just the same on its home ground in Brisbane. PowerTorque ISSUE 53

EVENT

ONE

of the highlights of the Sydney transport scene, the annual Penrith Working truck Show held at the Museum of Fire is always a sell-out success. This year over 20,000 visitors attended the event for what was billed as a great family fun day out. A once only entry fee for a family of just $30.00 covered all amusement rides, free balloons and fairy floss, free face painting and the chance to see the largest parade of immaculate trucks in one place. Those that wanted to enjoy the music could sit back and enjoy high class country music entertainment that included Adam Brand and Chelsea Bonham, plus Darren Carr, Buddy Goode and Dan Murphy. According to Executive Chairman of the Museum of Fire, Mark White, the event is only possible due to the fantastic support received from the 150 volunteers from agencies such as the NSW Rural Fire Service and additional staff from transport companies that join in to provide a hand to the regular Museum personnel. “This was the best show yet,” said Mark. “With over 20,000 people attending, the weather was perfect and a big vote of thanks should go to all the volunteers and companies that helped us make this year better than ever,” he said.

Penrith WORKING TR 22

PowerTorque ISSUE 53

PENRITH WORKING TRUCK SHOW

“ THIS WAS

THE BEST SHOW YET, WITH OVER 20,000 PEOPLE ATTENDING

“

The weather was certainly kind to the organisers and the public, with rain through the week giving way to beautiful sunshine on the day. With such a plethora of awards up for grabs, almost every truck sported a blue ribbon of success. But there were of course some notable exceptions that stood out even more than the truck parked alongside. The Best Mack Award with the Robert “Bob” Clancy Memorial Trophy went to Heavy Haulage Australia for its 1990 Mack prime mover. The Best Sterling Award went to GRS Towing for its 2002 model, the Best Mercedes Award went to James Miller Transport for its 2012 curtain sider and the Best Freightliner Award went to John Bowe Racing for its 2012 race transporter hauling Freightliner prime mover. The 2007 Iveco of Nicholas Freighters won the Best Iveco/International Award, Muscat Haulage took home the Best Kenworth Prime Mover for its 2008 model and the Best Peterbilt Award went to Boral Logistics for its 2010 model. Transplant Tilt Trays won Best Scania, Raygal won Best Volvo and Chappos Transport scored Best Western Star Prime Mover. Over in the Japanese truck camp it was the turn of Raygal to collect the Best Hino Award for its 1997 road sweeper, while Fieldleys Transport took home Best Isuzu Tray Top, Lencrow won the Best Fuso Award and also the Best UD Award.

RUCK SHOW PowerTorque ISSUE 53

THE RIGHT

WAY

They’re is no substitute for customer service as FuelFreight grows its business

PROFILE

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Dale

Lee and his wife Mary are typical of many families involved in the day-to-day running of an effective and efficient trucking business. Over the years they could have expanded their fleet further in numbers, but they preferred to stay with a manageable size that would always be under tight control. Faced with the inevitable opportunities to chase additional work that might stretch the company too far to maintain its standards, they decided to concentrate on what they do best and stay at a level where nothing was then left to chance. “My father was in trucking with his own company, then called Lee Transport, in Brisbane. The first truck I bought was a Kenworth T401 from Stephenson’s Transport, and in the early days we ran flat tops and general freight out of Dubbo. “I moved to Brisbane from Dubbo at the age of 22 and gradually developed my own transport business. The T401 was run for 12 months then traded in for a Sterling with a Detroit Series 60. Work expanded after that and I added an Argosy with a Detroit, and then started looking at alternatives.

THE RIGHT WAY “We have a great team of drivers and that makes our job of running the business a lot easier. Most of our drivers have been with us for several years, and we appreciate their loyalty and try to return the support they give us by the way we operate,” said Dale. There was a time when Dale, like many small fleet operators, would try to do everything himself. Eventually realising that being stretched too far could compromise the very standards he set for himself and his drivers, he appointed an operations manager to take some of the stress and pressure of the daily operation. “Because we have both driven trucks all our lives, we understand there are times when a driver might need a sudden weekend off to attend a family gathering. With this in mind we can always try to give them that time off by standing in for them. “As a tow operator, we are not always in the same league as the bigger operators. But the diversification that we have established enables us to be very focused on the way we do business, and to spread the risks involved. “We specialise in fleet operations with dangerous goods compliance and carry fuel and also anhydrous ammonia. As an alternative to this type of work we also haul trailers for general freight and refrigerated freight on behalf of our customers,” added Dale. The Lee family has been operating Western Star prime movers since 2006 when Dale and Mary first started buying their vehicles from the local dealership at Brisbane Truck Centre. The association with salesmen Will

Riddock and Errol Webber has stood the test of time, as has the choice of vehicles. “We like the traditional business approach of knowing the people we deal with and being able to experience mutual respect on both sides,” said Dale. “Some dealerships these days are focused more on completing the business deal and less on the people involved. That might suit some companies, but we like the personal approach. “It’s the same way that we run our business. I can’t fault the way that Brisbane Truck Centre does business. Both our companies recognise that buyers and customers have other options, and we endeavour to go the extra mile in our efforts to provide a higher standard of service,” he added. Over the years, Dale has bought 12 Western Stars and currently has 9 in the FuelFreight fleet. He still personally does most of the regular servicing and maintenance requirements, leaving only any major work or occasional warranty requirements to the dealership or engine supplier. “We have a variety of engines ranging from Cummins ISX to Detroit the 15-litre DD15 units, plus a remaining Series 60. We don’t find any major differences in terms of fuel economy or service life, but, like many operators, we are not comfortable with extended oil drain intervals. Oil sampling is completed on every engine each 12 months. “We service the Detroit DD15s with oil drains at 20,000 km rather than the recommended 40,000 km periods. We also replace our vehicles at around the 700,000 km mark, again to maximise on reliability. “We were concerned over being an early adopter of new technology, such as the Detroit DD15, and for the same reason we stayed with EGR and the Cummins ISX in power ranges from 580 to 600 hp. We are sufficiently conservative in our approach not to want to move suddenly into SCR and AdBlue until others have proven the technology. “We haven’t experienced any problems with the Cummins EGR versions, but, like many operators, we did have some issues with the Detroit Series 60 with EGR and the variable geometry turbocharger engine. We have heard of people having problems with the Cummins EGR engine but we have not personally had any dramas.

PowerTorque ISSUE 53

CONCEPT

A NEW STAR FOR THE INTERNATIONAL Stand by for some serious lessons in style as Navistar reforms its products to present a unified design. Words and images by Chris Mullett

GROUP

has to be six or seven years ago, that while flying out to Louisville for one of the earlier trucking expos, I was fortunate to sit next to an American on the plane that liked to talk trucks. He wasn’t a trucker himself, he wasn’t an operator, but the passion with which he described his association with trucks was infectious, to the extent that we talked trucking throughout the five hours we were in the air. Chris Ito is a designer, or, to be more accurate, at the time we met he was head of design for Peterbilt Trucks. From that chance meeting we formed a friendship that has continued through the years, catching up mostly to talk about the latest in design trends in the days leading up to the annual Mid America Truck Show. Chris is particularly passionate about how design cues should feature throughout a range of trucks. It’s not sufficient to have a selection of good-looking trucks if there are no common links or styling points that connect the dots to show the different examples belong to the same family. When thinking of design it’s important to look at the big picture.

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A NEW STAR FOR THE INTERNATIONAL GROUP

While at Peterbilt it was one of Chris’ challenges to gradually mold the design of traditional, conventional models into a more aerodynamic appearance. It’s not something the devotees of a classic styled bonneted truck might appreciate, but it became increasingly obvious that surfaces and elements of the design had to change in order to take advantage of the improvements afforded by better aerodynamics. Fuel prices were increasing and savings in economy could be made. But, given the traditional nature of the buyers, changes to the overall appearance of the standard American bonneted truck had to be progressive but not radical, otherwise there was a risk of alienating the very supporters of the brand. About 18 months ago, Chris Ito switched employers, moving to Navistar. At this year’s MATS event in Louisville, Kentucky, I was able to catch up once again with Chris, to talk trucks and to understand what his new job entails by way of challenges. It didn’t take effort much to find Chris’s latest success, for there, standing resplendent in dark blue metallic paint in the centre of the International Truck’s display was the concept truck called “Project Horizon”. It’s at this point we need to mention Chris’ hobby is that of building unique hot rods. If this sounds strange for truck designer then take your analysis out further. Hot rods are very often based on commercial vehicles such as early pick-ups and they have a strong commercial theme running through their DNA. “Project Horizon” was put together By Chris’ design team at Navistar and looks so close to design perfection you could be forgiven for thinking it was the result of years of study. Perhaps, more to the point, it’s the result of years of experience. As a total exclusive for PowerTorque magazine, Chris not only walked us around “Project Horizon” but in doing so pointed out not only the main features of the design, but explained the reasoning behind the swoops and curves of the overall appearance.

“We have to establish design themes that link all International products together to give a recognizable family image,” said Chris. “So many trucks look alike when you take off the badges or remove the grilles. We had to establish our credentials that could link the different International brand products together. “We started by creating a belt line that runs centrally along the bodywork from front to back on each side. It breaks up the heaviness of the overall appearance and is the first part of our challenge to create an unique look to our products. “Next, we had to look at the cab door windows. Instead of having a vertical window slide and divider between the

Chris Ito, leading the design team behind the creation of Project Horizon.

“I had great technical support from Engineering on the LED light pipe technology,” said Chris. “So much creative effort and passion went into the Horizon Project from the Innovation & Design staff that includes the Industrial Design Staff, Digital Sculpting, Digital Rendering and Clay Studio. “Glen Durmisevich is our North American Chief Designer, John Song our Digital Sculpting Manager and Christian Hardin our Industrial Designer that did the first sketch that inspired the theme for the Horizon Project. “Even though we had designers working on different components, it all came out as a solid cohesive design statement due to the great collaboration our design staff has at Navistar. PowerTorque ISSUE 53

FEATURE

bulld As Mack and Volvo share certain technologies, they remain fiercely independent when it comes to marketing their wares. Chris Mullett reports from the Mid-America Truck Show.

there’s

some good stuff happening over at MACK with PowerTorque’s old friend Dave McKenna, Mack director of powertrain sales and marketing. A MACK devotee even to the extent of sporting a bulldog tattoo on his arm, McKenna is currently very pleased with the development of the newest generation of the MACK® Econodyne® family, the MACK MP8 Econodyne. The 13-litre MP8 Econodyne+ engine is available in MACK PinnacleTM models and offers 371 kW (505 hp) with 2,521 Nm (1,860 lb-ft) of torque when operating in either of the top two gears. This maximises

fuel efficiency while also providing the necessary power to help drivers conquer long and steep grades. When ascending a steep incline, engine rpms drop to around peak torque output. When a driver is applying 100 percent throttle and the engine reaches 1300 rpm, Mack’s intelligent torque management strategy, called EconoBoost, kicks in, providing the driver with an additional 271 Nm (200 lb-ft) of torque, enabling the truck to remain in top gear for a longer time period until the hill is crested. “Drivers get more torque at lower engine speeds, allowing the vehicle to remain in higher gears for an extended period of time, resulting in greater fuel efficiency,” said David McKenna. “Mack customers working in mountainous areas requiring higher torque output can remain in top gear for longer, supplying more power and preserving fuel economy,” he added. Also new this year in MACK land are the Twin YTM Air Suspension and MACK mRIDE spring suspension systems.

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SWEDISH BULLDOG

The axle seats are clamped to the axle housing by Huck U-bolts on both sides and never need to be re-torqued.

dog The Mack Twin Y Air Suspension is the trucking industry’s first suspension to utilise an innovative Y-shaped high-strength steel design. Delivering unmatched comfort, handling and fuel efficiency for highway customers desiring a smoother, more stable ride, the Twin Y is up to 183 kg lighter than other air suspensions, offering customers a significantly lighter weight option. Field-tested by customers for more than three million miles, and available on the MACK PinnacleTM Axle Back and Axle Forward models, the Mack Twin Y features MACK S38 and S40 series axles with C125/126, C150/151 and 200 Series carriers. The Mack mRIDE spring suspension, now offered with Mack axles, is ideal for vocational customers demanding a durable, stable ride with greater articulation. Paired with the Mack C150/151 series axle carriers, the Mack mRIDE is available on the MACK Granite, Titan by MACK, Mack Pinnacle Axle Forward and the MACK TerraProTM model trucks.

Bushings in the upper and lower axle seats offer greater roll control and deliver easier handling with a more comfortable ride. The Twin Y’s lighter weight and reduced torque reactivity means less maintenance and extended tyre and component life. The Twin Y’s design means the load on the suspension is entirely on the air ride and not on the pivot bushing. The use of spring leaves over four separate rubber block packs on the mRIDE provides stability and articulation, while also allowing the needed clearance for larger tyres and brake components required in construction and vocational applications. In addition to being lighter than other spring suspensions, the mRIDE delivers a smoother ride, improved stability and greater ground clearance over difficult terrain. The Mack mRIDE provides constant ground contact for all wheels over its articulation range, which in turn maximises traction on any jobsite. The parallel pinion angles of the Mack axles extend the driveline joint life. Coupled with the greaseless mRIDE suspension, the offering boasts easier maintenance and is easier to align, contributing to reduced customer maintenance costs.

The design of the Mack Twin Y air suspension includes two stamped high-strength steel Y-shaped blades per wheel end. Clamping the axle with both upper and lower axle seats, the Twin Y blades greatly reduce suspension windup and significantly improve tyre traction and braking control, as well as increase tyre life by up to 25 percent.

The Super Econodyne programme of reduced engine rpm is working well to lower fuel consumption. PowerTorque ISSUE 53

FEATURE

SMOOTH SHIFTER THREE HEADS ARE BETTER THAN ONE AS CUMMINS, PETERBILT AND EATON JOIN FORCES TO REDUCE FUEL CONSUMPTION

IT S

hard to be anything but positive if right now you happen to work at Cummins Engine Company. At this year’s Mid-America Truck Show, executives of the company were buoyant about their current trading position, with 2012 turning in the second best sales and profit levels in the company’s history. As Rich Freeland, president of Engine Business at Cummins explained: “The diversification of business is strategically important. We achieved sales of $17.3 billion, comprising of the engine division (50 percent), the distribution system (16 percent), power generation (15 percent) and components division (19 percent). “We believe we have a lead and we want to improve on that,” he added. Cummins used the MATS event to showcase its clean diesel ISX15, ISX12, ISL9 and ISB6.7, as well as the Cummins Westport natural gas engines. Cummins Westport offers the industryleading natural gas engine, the ISL G, and with the launch of the ISX12 G will deliver high performance, dependable natural gas power to the heavy-duty trucking industry.

The general consensus is that operating temperatures at high ambient influences are at least 10 degrees C lower that with the EGR version. The engine itself is quieter, snappier in performance, and pulls more strongly, all of which bodes well for the general, broader introduction of this engine to the market. The latest Cummins onhighway diesel engines already in use for 2013 in the US are providing customers with up to 2.0 percent better fuel economy compared with the 2012 model-year engines. In addition, all Cummins engines meet the 2013 US Environmental Protection Agency (EPA) regulations and the greenhouse gas (GHG) and fuel efficiency rules that will take effect in 2014. “Cummins and Cummins Westport offer the industry’s broadest product line of both clean-diesel and natural gas engines to meet the needs of our customers,” said Jeff Jones, Cummins vice president – North American Engine Business.

The ISX12 G will enter limited production in April 2013. Engine braking, as well as automatic and manual transmission compatibility, will be available. Both the ISX12 G and the ISL G utilise Cummins Westport’s proprietary spark-ignited combustion technology with Stoichiometric cooled Exhaust Gas Recirculation (SEGR) with a maintenance-free, three-way catalyst (TWC), and fuel can be stored on the vehicle in compressed natural gas, liquefied natural gas or biomethane forms Although there is a flurry of activity surrounding the use of natural gas in place of, or in conjunction with diesel, so far it’s still quite a rarity on the road, currently running at less that one percent take-up of the on-highway market. For Australia, it’s time to adopt the SCR engine, replacing the EGR version that has not been without its concerns over turbocharger durability. The good news for Australian operators is that early reports of the ISXe5 SCR engine have been loudly proclaiming a higher rate of satisfaction.

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Cummins is making further gains in fuel economy as the result of its new SmartTorque ratings. These are designed especially to meet the needs of fuelconscious fleets, and deliver up to 271 Nm (200 lb-ft) of extra torque in the top two gears.

SMOOTH SHIFTER

The Cummins choice moves to SCR technology and greater integration with OEMs.

New SmartTorque2 ratings, delivering 3.0 percent to 6.0 percent better fuel economy when matched with the new Eaton Fuller Advantage™ automated transmission, will be available in the 3rd quarter of 2013. SmartTorque 2 is the result of a long-standing collaboration between Eaton and Cummins. The combined technology promises to deliver a more fuel-efficient, reliable and robust powertrain package. “Cummins and Eaton have had an extensive technical and business relationship over the years, in which we have collaborated on powertrain solutions for the North American on-highway markets that we serve,” said Lori Thompson, Cummins vice president – Truck and Bus OEM Business. “This latest chapter in our partnership combines some of the best technologies from both companies, and makes them smarter, delivering the level of fuel economy improvements that our customers have come to expect,” she added. The Eaton Fuller Advantage Series automated transmission will be offered as a small ratio step overdrive model with new Cummins ISX15 SmartTorque2 ratings. These see the ISX15 415 ST2 with a rated torque output of 1,966-2,237 Nm, (1450 to 1650 lb-ft) and the ISX15 450 ST2, with ratings of 2,012-2,373 Nm (1550 to 1750 lb-ft). Through a combination of hardware and software enhancements, the powertrain package benefits include integrated power, fuel and shifting strategies to provide 3.0 percent to 6.0 percent fuel economy improvement for linehaul and regional haul applications. Further optimisation of the engine and transmission communications and new control logic enable additional engine downspeeding in the overdrive position,

and the effective use of direct drive technology in operational conditions required for a blend of perfect efficiency. One of the main enhancements Eaton has made with its Fuller Advantage Series transmission is the elimination of the cooler, helping to reduce the overall package weight and improve reliability. Combined with the use of aluminium for the rear transmission housing, range cylinder, shift bar housing and the shift tower – along with a thin wall, cast iron main case design – the new transmission weighs 35 kg less than Eaton’s UltraShift PLUS LAS base model. A new precision lubrication system for precise and efficient transmission lubrication further enhances fuel economy by reducing churning losses. Fuel economy is improved through the use of downspeeding, which allows the ISX15 and ISX12 to achieve peak torque at 100 fewer rpm, and the approved use of low-viscosity 10W30 oils. Maintenance expenses are also reduced through increased oil drain intervals. As a step forwards from SmartTorque 2 technology we now move on to a collaboration by Cummins with Peterbilt in addition to that of Eaton. In technology terms, a typical diesel engine is rated at around 30 percent thermal efficiency. So when some of America’s leading manufacturers combine and achieve a leap in thermal efficiency to 50 percent, it’s worth taking a closer look. Together – with the US Department of Energy – Cummins, Peterbilt and Eaton have combined to work together over a four-year period to create project “SuperTruck”. Costing a research budget of $78 million, the aim of the project was to raise thermal efficiency to 50 percent, increase freight efficiency by 50 percent, and to reduce the ton/km/litre equation by 68 percent. By working with Eaton for profiling transmission matching, produced a further benefit of a 3.0-6.0 percent fuel economy improvement. The achievements of the programme resulted from close attention to detail in many areas. As Cummins’ Rich Freeland and Dr. Stephen Charlton PowerTorque ISSUE 53

FEATURE

MAINSTREAM MID-AMERICA MUCH

of the news from PACCAR actually happened last year with the release by Kenworth and Peterbilt of the 2.1-metre width ultra-aerodynamic cabs of the Kenworth T680 and Peterbilt 579. This year there are some additions to the model line-up, such as the vocational T880 and Peterbilt 567, which uses the same 2.1-metre width, stamped aluminium cab as the linehaul version. The Kenworth T880 is standard with the 12.9-litre PACCAR MX-13 engine. With its high-end ratings of 368 kW (500 hp) and 2,500 Nm (1,850 lb-ft) of torque, this is seen as a lightweight, fuel-efficient engine option for vocational applications, including tipper and heavy haul applications over 45,360 kg (100,000 lb). The T880 is available with

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the Cummins ISX15 engine with up to 441 kW (600 hp) and 2,780 Nm (2,050 lb-ft) of torque. Interestingly, PACCAR is using LED technology on all exterior lights, including the headlamps. Aerodynamic efficiency is featuring more prominently this year, hardly surprising since the rise of basic fuel prices. As a result, Kenworth has been combining various fuel-saving technologies under a project called the T680 Advantage.

MAINSTREAM MID-AMERICA “To gain the optimum in vehicle fuel economy, the trucking industry must view aerodynamics, powertrains, drivers and trailers in concert. They all must be integrated to maximise vehicle fuel efficiency,” said Kevin Baney, Kenworth chief engineer.

The Bendix eTrac system protects the drivetrain by automatically disengaging after a low-traction event, or when the vehicle’s resumed speed exceeds 40 km/h. The system also allows for manual activation at speeds below 16 km/h, or when a vehicle’s ATC mud/snow switch is enabled.

“That’s the premise behind developing the Kenworth T680 Advantage. The T680 Advantages shows the industry what’s possible when you integrate the total vehicle,” he added.

“Thanks to the system’s integration with the PACCAR MX-13, the transmission knows when to optimally shift. This way it mirrors the abilities of great drivers shifting with a manual transmission. Studies have shown that drivers may influence upwards of 30 percent of fuel economy numbers, so reducing the driver variable can significantly improve a fleet’s mpg,” said Kevin.

The Kenworth T680 was the 2013 ATD Heavy Duty Commercial Truck of the Year, and for the T680 Advantage project it features the 12.9-litre PACCAR MX-13 engine that will be part of the Australian Kenworth range from now on. The T680 has received US Environmental Protection Agency (EPA) SmartWay Designation, benefiting this year from the

The Kenworth T680 Advantage controls fuel usage with an electronic speed limiter and engine idle shutdown software.

AT PACCAR, THE FOCUS IS ON 13-LITRE ENGINES AND AERODYNAMICS 2013 enhancements made to the MX-13 engine that bring full economy improvements of up to 3.5 percent compared to the previous version. For 2013, this engine gains a new commonrail fuel-injection system that optimises combustion. Engine software updates and oil viscosity changes also

contribute to fuel economy improvements. The PACCAR MX-13 is rated up to 368 kW (500 hp) and 2,508 Nm (1,850 lb-ft) of torque. The MX-13 engine is paired with an Eaton UltraShift PLUS automated manual transmission to maximise fuel efficiency. Also part of the Advantage spec’ is the use of the Bendix eTrac™ Air Bag Transfer System for 6x2 suspensions on select models of Kenworth Class 8 trucks. “With one ‘live’ drive axle, trucks with 6x2 axle configurations can offer significant weight savings as well as fuel economy improvements over that of a truck with a traditional 6x4 axle configuration,” said Kevin Baney. “The Bendix eTrac™ system links into the Bendix ABS braking system with automatic traction control (ATC) and electronic stability programming. This system automatically engages and disengages – without driver input – the vehicle’s airbag pressure transfer system, transferring pressure from the non-drive to the drive axle when it recognises wheel slip. This provides improved fuel efficiency in a lighter package combined with on-demand traction,” Baney said.

“As a rule of thumb, there’s an estimated 0.025-litre gain for every km/h reduced when the truck is running at freeway speeds. If drivers lower their top speed and keep it around 100 km/h or below, they’ll definitely see fuel savings. Our speed limiter helps put more money in the company’s pocket and can benefit drivers on incentive programs,” said Baney. “Another “given” that will improve fuel economy is utilising cruise control. “Studies bear this out. With the Bendix® Wingman® Advanced™ System with adaptive cruise, we have radar sensors integrated with the engine and braking system to help maintain a safe distance from traffic while maintaining control of the vehicle’s throttle input. This gives more control to the prime mover – allowing it to maximise performance,” he added. The T680 Advantage also includes the Bendix SmarTire™ Tire Pressure Monitoring System. The trailer is the last to be integrated. According to Baney, trailers have come a long way in maximising their potential. “Through countless hours of computational fluid dynamics testing we can work with our customers to help them in spec’ing proper trailer aerodynamics that complement the aerodynamics of the T680 – all the way down to the details such as trailer height, tandem location and even trailer rake. “The Utility trailer we have attached to our T680 Advantage truck features a trailer nose fairing, side skirts, and a trailer tail – all EPA SmartWay-verified. Combined, they can provide a significant fuel economy improvement, which will vary depending on use, road conditions and other factors,” he said.

PowerTorque ISSUE 53

EVENT

HAULIN’

THE HUME

Take a typical sunny autumn weekend in NSW, add 260 immaculate vintage and historic trucks, and before long you’ve got a convoy that relives the old and not so old days of hauling trucks down the Hume Highway.

BACK

in 2011, the inaugural event saw 143 trucks and their owners make the drive from Cross Roads down through sections of the original Hume Highway, wherever possible, to Yass. The event was such a success that the outcome raised $8,500 for Autism Spectrum Australia – ASPECT through donations and raffles, which was used to purchase electronic whiteboards to help with the education of affected children. “At the conclusion of the first year’s event at Yass

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Soldiers Club, we had people get up and speak, such as Geoff Rudd from GV Rudd Transport and Merv Blinman who used to own Caringbah Haulage and in 1952

HAULIN’ THE HUME

pushed a wheelbarrow from Sydney to Melbourne with five other fellas to protest about a transport tax,” said spokesperson, Bruce Gunter. “My dad Geoff Gunter and Rob Woolley from SC Woolley transport joined in to speak about life on the road in the old days. Along with a talented Dave Café who opened and closed the evening with two original poems about the Old Hume (which were hilarious) we had a great night,” added Bruce. For 2013, the event grew in stature and enthusiastic support, with a limit of 260 entrants all registered some four months before the event was actually scheduled to take place. “We received massive support from RMS Marulan, NSW Police and the Upper Lachlan Shire Council, along with support from people such as Surefire Signs at Chipping Norton. “I had a committee, who worked tirelessly to ensure that the rally went to plan, consisting of Western Sydney Historical Truck Club members Brad Dwyer, Ron Ross, Darrell Killick, Linda Farlow, Dave Chapman, Dave West, Steve Pardy and John Turner, along with help from Dave Lynch and historic truck diehard Rick ‘Chocs’ Hayman,” added Bruce. “This year we heard a talk by Don Turner of Turner’s Transport of Queensland, who drove down in his R205 International, and also from ex-truckie Brian Turpie who is compiling a book on trucking on the Hume Highway,” said Bruce. PowerTorque ISSUE 53

MATS SHOW

AMERICAN STYLE

MID-AMERICA TRUCK SHOW ONCE AGAIN LIVES UP TO ALL EXPECTATIONS AS CHRIS MULLETT REPORTS FROM LOUISVILLE, KENTUCKY

HERE’S no shortage of passion and enthusiasm when it comes to the North American truck market. And if you ever get the chance to head for the annual pilgrimage to Kentucky, you can experience all the glitz and the glamour at firsthand. This year’s event was the 42nd year, and it’s certainly large enough to stand the organiser’s description of it being the largest annual heavy-duty trucking event in the world. Admittedly, some of the definition is in the fine print, as, although Hannover is larger, it’s a bi-annual event, enabling MATs to hold the crown since its inception in 1972. For 2013, the event attracted 78,337 total attendees from 50 states and 79 countries to view the 1,072 different exhibits from 43 states and 9 countries, and occupied over 1,200,000 sq. ft. of exhibition space. From a media perspective the deluge of journalists was also impressive, with the event attracting 238 media correspondents,

92 PowerTorque ISSUE 53

PRIDE AND POLISH - AMERICAN STYLE including Australia’s own PowerTorque plus Murdoch newspapers’ trucking editor, James Stanford. There really is something for everyone at MATS, and, if the latest technology doesn’t attract your attention, then, like many of the visitors, you might just stay out in the truck parks around the site. It’s here that you can catch up with the entrants in the Pride and Polish competition that attracts drivers from all over the United States. Heavy customising takes ideas, enthusiasm, time and money, and as you wander around the exhibits you’ll see engines that are covered in chrome, trucks covered in stainless steel, doors that open forwards, rearwards and, in one case, even skywards, thanks to a Gull Wing hinging system. Gearshift levers that can be two metres high, made out of stainless or chromed chain links welded together, plus floors that are covered in polished wood all match up to sleeper boxes that are almost as long as the trailer hauled by the prime mover. We’ve seen truck interiors that even included a fireplace and grate, and heard stereo sound systems that would cause industrial deafness and be the envy of a local nightclub.

From Mini Cab-over Buggies to customised LoneStars, Peterbilts and Bulldogs, the Mid-America Show has it all.

PowerTorque ISSUE 53

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