PowerTorque Issue 57 FEB-MAR 2014

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ON TEST

IVECO'S LATEST STRALIS & POWERSTAR

PROFILE

you’ve got a cool one million bucks to spend on your next vehicle. For some the choice could be for a matching pair of his and hers McLaren Spiders. For others it might be just one Rolls Royce Phantom. Everyone has their own wish list, but, if you deal in the very specialised world of heavy vehicle recovery, here is one option you might like to consider.

Truckworks of Adelaide has an alternative option for your bucket list, and it centres on its latest addition to the company fleet of recovery units.

As an NTI approved premium repairer and a recommended repairer for Suncorp and Elders Insurance, Truckworks operates four unique recovery units that concentrate right at the heavy end of crash scene and breakdown requirements.

The company’s latest million-dollar acquisition is based on a Kenworth K200 twin-steer 10x4 rigid with bogie-drive and a third “lazy” axle installation. This massive unit then forms the foundation for a 75-tonne rated 1075S Rotator recovery unit from North American manufacturer Century.

The North American market is well used to the Rotator recovery concept, which enables recovery units to arrange a lift or tow when stationary alongside the scene of a major accident or incident.

These are often situations where a conventional rear-facing supply winch unit would have to select a suitable position at right angles to the problem vehicle, in order to bring the full winching torque of the recovery unit to bear on the truck or trailer concerned. Because of the traffic volume and the need

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THE INCREDIBLE HULK to keep freeway access restriction to a minimum on US freeways, heavy truck recovery operators now largely rely on the rotator concept, which minimises additional lane disruption.

The chassis was manufactured to order at Kenworth’s Bayswater plant and utilises the heaviest chassis rails available, usually specified for the massive C510 rigs used on mine site haul roads.

With Neway AD 260 suspension rated for operation at 27,216 kg (60,000 lb), the axles are by Dana using the 52190 diff with heavy-duty ring and pinion gearing using a diff’ ratio of 4.3:1 and a trailing “lazy-axle”. Although the mounting of the additional steer axle is completed at the Kenworth factory in Melbourne, the local Kenworth dealership of CMV Adelaide completed that final addition of load-sharing front suspension.

Rotators are finding more favour amongst Australian recovery operators, and the delivery of the new K200 brings the total number currently operating in the country to six units.

The Century rotator recovery unit is manufactured by Miller Industries in Tennessee, USA, and provides the operator with a full 360 degrees of boom rotation (190 degrees in each direction) and includes an LDU under lift that provides 6,800 kg of lift capacity at 3,450 mm of extension and that operates independently from the recovery boom.

Using a planetary-type two-speed winch for the main boom, the three-stage boom can extend to a maximum hook height of 12,320 mm at a maximum angle of 60 degrees.

When retracted, the boom is rated for a lift capacity of 68,000 kg, which reduces to 16,400 kg at full extension at an angle of 30 degrees.

Hydraulic front and rear outriggers can be controlled from switchgear mounted in the rearmost lockers on either side of the bodywork, or can be operated completely by remote control, wireless, hand-held control units. These same units also control all features and functions of the boom and various winches.

Truckworks of Adelaide introduces its new Kenworth K200 10x4 These being Daynite Towing of Perth, Wheeldon’s Towing Service of the Qld Gold Coast, Mackay Heavy Towing, which has two units, and Eagle Towing and Salvage of Ringwood, Melbourne Vic, in addition to Truckworks of Adelaide, SA. Power for the K200 comes from a Cummins ISXe5 rated at 600 hp with 2,500 Nm (1,850 lb-ft) of torque, and the driveline is completed by an Eaton UltraShift Plus automated manual transmission. This engine uses AdBlue/DEF and operates to EPA 2007/ADR80/03 emissions levels.

Dependent on the type of recovery work carried out, it is possible to vary the techniques used from straightforward lifting, to angled lifts such as running the cable down through snatchblocks mounted off the outriggers to effect a pull-up or to assist in rotating a crashed vehicle or trailer until it can be placed on the ground on its wheels.

Additional recovery equipment available to be used with the Rotator and other rear-mounted boom equipment recovery vehicles include low-pressure airbags that can be strategically placed under a vehicle or trailer to provide a controlled lift as the bags inflate, prior to attaching cables from the recovery unit to slings etc.

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DRIVEN

NEW STRALIS PowerTorque’s Dave Whyte takes IVECO’s latest cabover out for a stroll on the Hume

THE

majority of prime movers used in the long distance line haul segment of our industry are specced to run at maximum weight, with most being B-double rated even if the task at hand only involves one trailer.

Of course, there are also the road train rated units out there doing single trailer or B-double work. This makes sense in a fleet situation, where a vehicle can be put to a different task any day of the week, but for a lot of us the work is the same every day. This allows an operator to specify a truck to ideally suit the task, and optimise efficiency over the life of the vehicle.

While this may limit the resale value, the savings in purchase price,

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and throughout the life of the vehicle, could well provide a greater windfall to the operator.

With this in mind, it’s only fair that we test a truck to do the job it’s designed for, so as to provide feedback that is relevant. In the case of the IVECO Stralis 560 we tested recently, the specification was chosen with a regular contract in mind, towing B-doubles but not grossing much over 50 t. The main difference in the specification between this and a unit specced to run at 65 t is the diff ratio. In a case of horses for courses, we put it to work on a run from Melbourne to Sydney and back, towing a set of B-double tautliners loaded with groceries for the northbound run, and plastics for the return.

THE NEW STRALIS While not being a major operational issue, I did find that the standard Bluetooth hands-free wasn’t very clear for those on the other end of the phone, and so I reverted to the plug-in headphones for my few days behind the wheel. The audio from the radio/CD unit was pretty good, however. The controls for the radio are mounted on the steering wheel, as are the controls for the trip computer, and all are backlit for nighttime use.

The steering proved to be light and direct with no wander or self-steer, even on stretches with obvious tramlining. With a little under 6 t on the steer, there was still provision for more weight up front, but there was no sense of understeer, nor any need to continuously correct the steering.

Our test unit came fresh from the factory, with just over 100 km on the clock when we picked it up. The Stralis AS-L was powered by the 13-litre IVECO Cursor engine, which punches well above its weight, delivering 560 hp (418 kW) and 1840 lb-ft (2495 Nm) of torque. Behind the Cursor sat the 16-speed IVECO Eurotronic II automated transmission (also known as the ZF-AS Tronic), with communication between the two providing flawless gear changes. This is partly due to joint development between the two companies on these components, which definitely shows through not only in the smoothness of the gear change, but also the timing.

Backing up the Euro powertrain were a pair of Eaton diffs, fitted with 3.40:1 diff centres, mounted on the IVECO eightbag air suspension setup. Up front, a 7.5 t rated steer axle rode on parabolic springs (also rated to 7.5 t).

As mentioned, our trip took us from Laverton, in Melbourne’s west, to Goulburn, loaded with groceries.

Grossing around the 44 t mark, this was the perfect load for this spec, and, keeping in mind the low kilometres the truck had done (certainly none with trailers on behind), the figures were surprisingly good. Overall, from Laverton to Goulburn, the Stralis returned an average of 52.6 l/100 km (1.90 km/l), and by the time we got to Sydney it had gone down to 49.6 l/100 km (2.01 km/l). With all that torque on offer to keep things motivated, the combination averaged 81 km/h over the journey, proving that you can maintain good trip times and achieve good fuel economy. The return journey was made into a strong headwind, at around the same weight, and with the editor at the wheel. This resulted in a slightly higher fuel figure of 56 l/100 km (1.78 km/l), still very respectable given the circumstances.

So the IVECO performed well, but what was it like to drive?

In typical European style, the Stralis cab is a very relaxed working environment. With very low noise levels, excellent vision and great ride quality, the driving experience is a very pleasant one. If you go for the High Roof Active Space Cab option (as tested), you get the bonus of leather ISRI seats for both driver and passenger, a leather bound steering wheel, and automatic climate control for the ultimate in luxury.

You will also get two beds and almost two metres standing room between the seats.

All other controls and switches are well within reach and clearly labelled for easy identification. The gear selector controls are dash mounted push buttons, with a simple threebutton setup allowing easy selection. By pressing and holding either the D (drive) or R (reverse) button, the gearbox will select a low speed crawler gear, making life easier during tight manoeuvres or while hooking up or dropping trailers. A simple quick press of the button and the transmission will return to normal operation, even on the move (though probably not recommended in reverse).

A wand mounted on the steering column allowed for manual changes. When in auto, the transmission works beautifully, and it was only on a handful of hills that I selected manual to hold a gear while climbing. When using the two-stage engine brake, however, I almost always used the column-mounted lever to drop at least one gear in order get the most out of the exhaust and engine brake combination. This is where some people misunderstand the AMT transmission – there are times when auto is not the best option, and the driver should intervene to get the best results.

It’s a spacious cab with wide and long bunks, underbunk fridge, great ergonomics and excellent visibility. Steering feedback also gave plenty of road “feel” and the AMT shifts were very impressive.

The driving position offers plenty of adjustment, with numerous seat position adjustments on offer, plus height and reach adjustments on the steering wheel. The dash panel is clearly visible through the wheel, and provides all the essential information, with the central LCD screen providing details on other functions, including fuel consumption, air pressure, radio and telephone information.

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FEATURE

TH E PE TE R B I LT

PRINCIPLE When you’re looking for something special, it’s hard to go past Peterbilt.

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THE PETERBILT PRINCIPLE

Peterbilt 335 of Anthony Wiblin (left) and Craig Green’s Peterbilt 379 (opposite page).

Kent’s completed its first Peterbilt prime mover back in 1997 for Sydney truck operator Australian Native Landscapes. Since that date, many other unique vehicles have been supplied to customers such as MacInnes of Dubbo and Craig Green of Mole Creek, near Davenport in Tasmania.

The most recent delivery is that of a Peterbilt 389 to McNaughts of Finley, near Deniliquin.

It’s not only long haul, multi-combination vehicle owners that have opted for the Peterbilt brand. In what the American market calls the Class 6 or Class 7 truck segment, Kent’s has also supplied a Peterbilt 335 bodied as a concrete agitator to Bob and Anthony Wiblin of Sydney.

THE

Peterbilt phenomenon is an interesting one, given that this particular brand has never been officially marketed within Australia by PACCAR, its parent company. But, with the Aussie attitude of never accepting “no” for an answer, we’ve seen Peterbilt products out on our highways, usually as the result of a lot of effort and a desire to be different.

As the vehicle accident repair division continues to expand, Kent Collision and Kustom has subsequently expanded into the accident recovery business. The company has been appointed by the Jerr-Dan Corporation, one of North America’s major manufacturers of vehicle recovery equipment, to act as the official distributors for its products throughout Australia and New Zealand.

Sydney-based Kent Collision and Kustom has established its own niche in the Peterbilt process by supplying a limited number of this American brand to customers by way of special order.

Jerr-Dan manufactures a wide range of vehicle recovery equipment with a range that encompasses small inner urban recovery systems such as those mounted on F250 and Japanese light-truck derivatives using winches or tilttray bodywork, right up through the ranks to the ultra-heavy recovery systems rated at 90 tonnes and above.

“Although our major focus for 90 percent of our business is on the accident repair side of heavy transport, we enjoy the association with Peterbilt as it enables us to demonstrate our passion for the brand, along with our quality of workmanship” said Jaimie Kent, the company’s managing director.

“With our extensive experience of vehicle repair, a move into supplying recovery equipment was a natural extension of our business. We have now taken that a stage further by establishing our own heavy vehicle, recovery division,” said Jaimie.

“We originally imported used examples of Peterbilt chassis from the United States, which were refurbished completely from the ground up. Because of the complexity of newlyintroduced emissions legislation, we now concentrate on importing and converting completely new vehicles. These are manufactured at the PACCAR plant in Denton, Texas, and then driven onto the ship in a roll-on/roll-off operation.

“We operate our division of South Coast Heavy Towing in association with Fairalls Towing. The company offers a 24/7 recovery and towing operation covering the east coast from Sydney to south of Wollongong, and this is an excellent compliment to our accident repair business.

“The advantage of buying a new unit provides the customer with the benefit of a full engine and driveline warranty from the original manufacturer. When the units arrive at our facility in Sydney they undergo a complete in-chassis strip down, with the cab removed, to complete the full left to right-hand conversion.

“We create a completely new cabin interior for the dashboard, trim and controls, all of which have been manufactured in our own workshops under the supervision of workshop foreman Dave Lowe, with the assistance of Ben Ambrose in charge of all painting requirements. We also install new components to convert control systems for items such as the transmission to right-hand-drive,” he added.

“South Coast Towing provides a full service to the operator that starts with towing and recovery but can also encompass additional areas such as assuming total control for a major incident or accident. We can organise the recovery and removal of vehicles, the re-distribution of the loads carried and the necessary clean-up operation.

“Obviously, with our expertise in accident repair, we are also then well placed to complete the necessary repairs to get the vehicle back into operation,” said Jaimie.

“The increasing weight of multi-combination trucks and trailers has meant that significant investment in specialised equipment is necessary in order to respond effectively when an accident occurred.

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PROFILE

PLANNING

HE D

LONG HAUL TRUCKING THROUGH THE OUTBACK COULD BE A LOT SIMPLER IF MANUFACTURERS, OEM SUPPLIERS AND LEGISLATORS POOLED THEIR KNOWLEDGE

IT S

a fact of life for North America truck manufacturers that while the use of various brands of components may produce an excellent truck, there are still areas that could be improved if the various suppliers practiced closer cooperation.

Geoff Somerville and his family run one of the more high profile fleets in this country, and with Vinidex as his major client it’s a relationship that works well and has lasted for 28 years.

Back in 2007, when we last caught up with Geoff, the fleet of Freightliner Argosys and Geoff’s own Western Star FX4900 Constellation was CAT focused. Only the Volvo cabovers in the fleet provided an alternative.

“I was very disappointed when CAT withdrew from onhighway engine supply,” said Geoff. “We would have stayed with the CAT product but circumstances dictated otherwise, and today we run Cummins and Detroit as well as Volvo,” Geoff added.

Now operating around 20 prime movers in single-trailer, B-double and quad-trailer road train applications, there’s also a PUD (Pick up and Delivery) fleet of some 26 Fuso trucks that work nationally to cover the requirements of local area service.

In the early growth of his business, Geoff and his wife Diane virtually ran the entire daily organisation and trip scheduling from a mobile telephone in the cab of their own truck. But these days, with the company having grown substantially, there’s a support team to control the company operations.

It’s a mixed fleet of Kenworth, Volvo and Freightliner prime movers, and much of the vehicle selection is based on the preferences of his drivers.

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“I have some drivers that want to take the wheel of a Kenworth and others that like the characteristics of European designs,” said Geoff.

“If you put the right driver in the truck of their choice, you then benefit from the harmony of

the driver enjoying the truck. That reflects in how the truck is driven and ultimately how it performs through its life,” he added.

“It’s the same with automated manual transmissions.

Personally, I wouldn’t drive a manual, even on long distance road train work. I believe the automated manual reduces the strain on the driveline while at the same time reducing the level of fatigue on the driver. I find the auto gives a more constant life on the driveline.

“I have very good operators in our vehicles. If they prefer a manual gearbox, and some do, that’s what they have. I try to make my drivers as comfortable as I can. It’s less tiring and they should correspondingly enjoy the drive more. If you are not happy, you keep pushing the truck harder,” said Geoff.

Geoff’s last prime mover, a Western Star Constellation 4900 with a 60-inch sleeper, has now been replaced by a Kenworth T909, the second Kenworth conventional in the fleet. This has also resulted in a change of engine supplier, from the CAT 600 hp C16 in the Western Star, to a Cummins 600 hp in the T909s.

PLANNING AHEAD “I have a T909 with a manual transmission working on the Brisbane to Darwin route, and now have my T909 with an UltraShift Plus covering the Sydney to Darwin run. This has a 52-inch sleeper,” said Geoff.

“For the rest of the fleet we have four Kenworth K200 cabovers, each with Cummins 550 hp engines, plus 12 Freightliner Argosys, these being fitted with Detroit Diesel 15-litre engines raining at 550 hp. The Volvo FH-Series are running at 540 hp.

“My own work involves running to Darwin with a gross weight of around 90 tonnes, hauling two B-double trailer sets linked by a standard dolly.

“There is very little difference in fuel consumption between any of the three brands in our fleet. Because of the nature of our loads, we run back unladen and our average fuel consumption for road train work is currently between 1.2-1.3 km/litre.

“One of our major complaints is that legislation can actually make a vehicle specification less suitable for the job it has to do, rather than making the job easier.

“I went to look at trucks on display at the Hannover IAA Truck Show, where trailers are allowed to be 2.6 metres wide, as long as the ratchet load straps are within the overall dimension. In Australia, with a width maximum of 2.5 metres, it actually works against us to have the ratchet load straps mounted outside that dimension.

“We would be better off having the additional 100 mm of deck width to make loading easier. Refrigerated trailers would also have the benefit of being able to have thicker insulation in the side walls. That would reduce the load on the chiller units and save fuel and emissions.

“The Europeans run with their trailer axles mounted further forwards, within the trailer dimensions, and that takes weight off the drive axles. If that were to be allowed here, it would mean that in many instances we would be able to run with a single-drive prime mover.

That reduces fuel consumption and overall cost, and benefits the environment and the operator.

“After five years with my Western Star, when the time came for a replacement I thought I would try a Kenworth.

It is very well presented inside. My only criticism is the close mounting of the driver and passenger seats because of the narrow overall width of the cab, which restricts movement inside the cab and access to the sleeper.

“Service and maintenance intervals are handled according to the distance travelled and the location of the vehicle at the time. The majority of our work is therefore handled by local area dealerships. Our vehicle replacement is usually based on the completion of the manufacturer’s warranty coverage, which for most makes comes in around the five-year mark.

“On long haul work it’s the silly little things that go wrong.

I’d rather replace the vehicle while under warranty than risk those sorts of problems.

Kenworth’s T909 is the perfect match for long haul work in the hands of Geoff Somerville.

“We hear a lot about moving to electronic logbooks to record driver’s hours, but we don’t take this further and look at the whole vehicle combination. We have moved from 54 to 68 tonnes in gross weights, but brake drums and discs have largely stayed the same size.

“There are obvious benefits with disc brakes in the reduction of overall stopping distances, but there are no financial incentives to standardise on their fitment. Unless they come as standard, the extra cost of specifying disc brakes is detrimental to the operator.

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FEATURE

THE NEXT GENERATION The move by North American engine manufacturers to introduce SCR is happening in Australia right now. PowerTorque looks at the current status of EGR versus SCR and what lies ahead as the next step.

ELECTRONIC communication has removed barriers to conversation, and now what happens globally is available in a nanosecond to all who seek information. The introduction of SCR engines (Selective Catalytic Reduction) with AdBlue/DEF (Diesel Exhaust Fluid) is a prime example.

The United States has moved ahead of Australia by adopting technology that enables exhaust emissions to match the requirements of EPA 2014. In Australia, we still don’t have a confirmed date for the introduction of that level of exhaust emissions efficiency and purity.

What we do have, though, is the option of fitting the Cummins ISXe5 as an alternative to the EGR version of the ISX15, which is currently still available for Australian buyers.

The ISXe5 has key differences from the ISX15 EPA 010 engine, although it is based on the same platform as the ISX and also shares some hardware including the XPI fuel system.

It should be mentioned that the ISXe5 for Australian buyers meets Euro 5 levels and ADR80/03 levels, but remains some way behind the EPA 2014 compliance currently available in the US. The ISXe5 does not use EGR or a variable geometry turbocharger, and features a conventional wastegate turbocharger with SCR only, similar to the ISMe5 and ISLe5.

Engines conforming to EPA 2010 already feature a further reduction in NOx and PM levels from EPA 07 levels and it is this general standard that is expected to become the acceptable alternative for ADR 80/04 and Euro 6 emissions legislation.

The ISX15 (EPA 010 and now EPA 13/14) engine uses a combination of EGR and SCR, with a variable geometry turbocharger, to meet the near zero NOx and PM levels – as will most Euro 6 engines.

In 2013, Cummins announced that with refined technology it was able to deliver a 2.0 percent improvement in fuel economy, when compared to the performance of the 2012 spec’ ISX15. In doing so, the company met the 2014 greenhouse gas and fuel efficiency regulations a full year ahead of schedule.

We’ll start in this review to look at the requirements for compliance with EPA 2010 that saw SCR incorporated with a particulate filter by Cummins in the ISX15 to reduce particulate matter by over 90 percent. The use of AdBlue/DEF resulted in NOx emissions at near zero levels.

With a power output range from 450-600 hp (298-447 kW) and with torque rating from 1650-2050 lb-ft (1966-2779 Nm), this engine uses the Cummins XPI common-rail fuel system operating at ultra-high injection pressures and single overhead camshaft. This combination achieves multiple injection events for lower fuel consumption, reduced emissions and better performance.

The move by Cummins into the combination of SCR and cooled EGR technology within the ISX engine for the US market produced immediate fuel economy benefits in the region of 5.0 percent (not including AdBlue/DEF consumption).

Maintenance schedules remained unchanged.

Reducing parasitic loads on the engine means that more of the energy generated from every drop of fuel goes to the drive wheels. Key factors in achieving 2.0 percent better fuel economy for 2013 are the introduction of a highly efficient water pump and fuel pump, along with optimised combustion efficiency and fewer active aftertreatment regenerations.

These gains are really only the start as engineers turn their attention to other opportunities, such as reducing air compressor on-time, and adding electric motors to steering systems, water pumps, oil pumps and fuel pumps.

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THE NEXT GENERATION

Electronic engine management systems can now provide such precise control that Cummins and transmission manufacturer Eaton have developed specific power and torque matching that can fine-tune a vehicle to a specific type of work.

The Cummins and Eaton Powertrain package is a totally integrated unit that optimises everything from top-end torque to bottom-line fuel economy.

It achieves these goals by challenging the established convention that every heavy truck in Australia using a North American driveline needs to do so with 18 transmission ratios. The advent and introduction of electronic engine management systems, finite fuel injection control and constant monitoring change the game completely.

For the American single-trailer market Cummins and Eaton have teamed up to offer a combination of the ISX15 engine with the next-generation SmartTorque2 technology and an Eaton Fuller “Advantage” 10-speed automated transmission.

Cummins SmartTorque2 ratings can deliver up to 200 extra lb-ft (271 Nm) of peak torque in the top two gears, so trucks stay in top gear longer on upgrades – reducing fuel consumption.

Next-generation electronic controls between the engine and transmission sense the load demand at the engine, selecting the best torque curve to match vehicle weight, road grade and the desired road speed.

SmartTorque2 ratings include Vehicle Acceleration Management, a patented feature that manages the maximum acceleration rate of the vehicle and that has demonstrated significant fuel economy gains in stop-and-go duty cycles such as regional haul applications.

Optimised engine and transmission communications are combined with unique control logic to further enhance downspeeding in both overdrive and direct-drive operation.

The benefits do not just result from teaming a 10-speed transmission with an EGR/SCR diesel engine with electronic management. The Eaton “Advantage Series” transmission features “precision lubrication” technology that reduces churning losses, further enhancing fuel economy.

Whether for linehaul or regional haul fleets, this driveline matching succeeds because the engine and transmission share critical data, determining the torque curve and power level needed to match real-time load demand.

This optimises performance and fuel economy as a total unit like never before.

Everyone knows that one of the biggest factors in getting the best fuel economy out of an engine and transmission is proper driving technique.

This powertrain package makes it easy for every driver to get 3.0-6.0 percent better fuel economy through advanced, automated technology.

Technology changes to suit the vehicle task highlight the options available for engine and transmission matching in order to lower fuel consumption.

Precision lubrication technology also eliminates the need for a cooler in most applications, reducing weight as it increases reliability.

The elimination of the cooler, together with extensive use of aluminium, all adds up to a 34 kg weight saving when compared to the Eaton UltraShift PLUS LAS base model.

PowerTorque suggests the time has perhaps now arrived to look at vehicle specification at the time of purchase and to consider the exact function required for the work available, rather than up-spec at order time just in case the prime mover hauling single trailers may occasionally tow a B-double.

That “what-if” scenario is going to cost the operator dearly, every time the vehicle heads up the highway with its designated single trailer.

Kenworth has also backed its SCR options in the Australian market with the release of the PACCAR MX engine in selected Kenworth models. Similar to the engine in use by DAF, the MX is also engineered for AdBlue/DEF use to meet the lower future exhaust emissions criteria.

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FEATURE

with

ten exhibition halls plus open-air displays, the 43rd Japanese Motor Show once again proved to be full of ideas, even if some are a bit hard for a Westerner to fathom out.

It’s one of the few shows globally that manages to share car, light commercial and heavy truck displays at the same time and in the same venue. That can be a bit of a win for truck enthusiasts, as after having checked out the commercial vehicle displays there is usually still time to have a private dream over some of the more exotic supercars on display.

At the top end of the truck weight category it was Volvo that held sway with an example of its new FH Series. Powered by a D13H engine and with a 12-speed I-Shift transmission, the FH on display was in the more usual European and Asian guise of being a 4x2 prime mover.

Asia is the second largest market in the world for the Volvo Group, and the theme this year focused on its traditional strength of safety with an emphasis on the FMX construction truck and its protection of the driver in the event of rollover. Relying on the principle that safety has been one of Volvo Trucks’ core values since the company’s inception in 1927. Fortunately, there was little mention of the stunts performed for YouTube gratification that show irrelevant videos of slack-rope walkers, performing rodents, rampaging bulls and aging martial arts actors that have been released on social media recently.

UD Trucks is something of a sleeping giant that shows signs of reawakening and certainly has the potential to gain a substantial increase in market share on a global basis, just as much as inside its native Japan.

The Quester heavy-duty prime mover and rigid truck range is an excellent example of how this highly respected truckmaker is expanding into new markets. Built in Thailand, and with future production also slated for India and China, this is the product that can take UD trucks into new markets that are less sophisticated than those of Japan, Europe and Australia.

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TOKYO TRAVEL

THE JAPANESE MOTOR SHOW ALWAYS MANAGES TO PRODUCE SOME INTERESTING SURPRISES. POWERTORQUE CHECKS OUT THE LATEST NEWS

For the Australian market, there is untapped potential for the medium-duty Condor and heavy-duty Quon to compete equally against, not only other Japanese manufacturers, but also some of the European makes. The cab design for both products remains relatively new on our market, and the comfort and performance levels they provide are highly attractive. If sufficient attention is paid to the marketing of the brand in the Australian market, there’s considerable room for this brand to expand its market share.

Hino Motors was obviously comfortable on its home turf, and with a display of six vehicles, including a small sized EV community Bus (Electric Vehicle), the company was able to focus on the release of higher safety standards.

Under the banner of Pre-Crash Safety (PCS), there’s a raft of new inclusions that will be incorporated in heavy-duty Hino trucks and buses from the second quarter of 2014.

It’s certainly an upgrade for Japanese truck manufacturers, and from next year we’ll be seeing automatic brake application when the onboard radar systems determine a concern over a reduction of distance between the truck and the vehicles ahead.

Lane-departure warning systems are well enough known on European vehicles, but this is a first for Hino and will be combined with a driver alert system that monitors a driver’s awareness and subsequently initiate the PCS application.

One addition in technology awareness that is not universally available, currently, will be a left to right weight balance monitor. This system can detect a weight imbalance in the loading of the trailer that in turn creates an inclination of the cargo deck, in excess of what might be normally considered to be safe. This final inclusion is specifically designed to alert the driver when loading shipping containers at ports of an impending stability risk prior to entering a road network.

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FEATURE

DAKAR

2014

T

here’s nothing tougher than “The Dakar”.

What was once known as the Paris to Dakar has now morphed into almost a destruction derby. Along the way it lost its association with Paris, and today the annual Dakar Series rally raid off-road race takes place for the most part in South America.

The race originated in 1978, a year after racer Thierry Sabine got lost in the desert and decided that it would be a good location for a regular rally event. Originally, the rally was from Paris, France, to Dakar, Senegal. However, due to politics and other factors, the course, including origin and destination, has varied over the years.

After cancellation of the rally in 2008, the 2009 Dakar Rally was run in South America (Argentina and Chile) – the first time the race took place outside of Europe and Africa. It has stayed in South America since 2009.

The race is open to amateur and professional entries with amateurs typically making up about 80 percent of participants.

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Billed as the toughest off-road competition in the world, the Dakar Rally is the culmination of a huge logistical exercise that saw over 700 vehicles and equipment travel by ship from Le Havre for the three week journey by sea to Campana Port, 80 km from Buenos Aires.

DAKAR 2014

With competitors, assistance crews, organisers and the media all working to unload their vehicles, the dockside resembled a major car park with quads, motorcycles, buggies, cars and trucks all being checked and prepared for the event.

Dakar 2014 attracted entrants of 50 different nationalities, with 720 competitors riding or driving 41 quad bikes, 71 trucks and 152 cars, backed by support crews and an organisation that used 40 cars, 11 helicopters, 55 trucks and five buses, just to make sure it all happens safely and on time. The television coverage is seen by a billion viewers in 190 countries.

The event is not for the faint hearted. To give an idea of the scale of the event, the trucks competing this year travelled 9,209 km between Rosario and Santiago, with 5,212 km of special stages to be covered through Argentina, Bolivia and Chile.

The trucks competing this year travelled 9,209 km between Rosario and Santiago,with 5,212 km of special stages to be covered through Argentina, Bolivia and Chile.

The battle among the trucks was also a lively one. At the end of the first 180 km special stage only a few minutes separated the big favourites. Mardeev’s KAMAZ won this winding stage, while a poor start left defending champion Nikolaev to finish fifth, four minutes down. With Loprais, de Rooy and van Vliet in between the two Russians, the top five were separated by less than four minutes.

KAMAZ’s Anton Shibalov won his first special stage in his first participation as a driver. However, the Russian team were finding it difficult to enjoy this success, since they lost Ayrat Mardeev (2nd last year), following a spectacular crash that forced him to drop out, and saw Eduard Nikolaev lose ten minutes, slowed down by electronic problems.

The mishaps of the KAMAZ team were a boost to Gerard de Rooy, 3rd on the next special stage and in the general standings, but especially to Marcel van Vliet, who took the lead in the truck category, 1 min. 49 sec. ahead of Shibalov.

On arrival into San Juan it was Andrey Karginov that triumphed with the sixth stage victory in his career, but this success as the new leader of the KAMAZ team did not enable him to close in significantly on Dutchman Gerard de Rooy.

At the wheel of his IVECO, de Rooy at this stage led the general standings, with an advantage of almost 20 minutes over his countryman Marcel van Vliet.

de Rooy, driving his IVECO Powerstar, won the 4th stage of the event, making that his second stage win for the event so far. This positioned de Rooy as leading the overall general classification, and he increased his lead over the 2nd place driver, Marcel van Vliet, to 36 min. 12 sec. The other members of Team Petronas de Rooy IVECO finished strongly, with Hans Stacey in 5th, Pep Vila 14th and Jo Adua finishing 15th.

It certainly wasn’t plain sailing for the Russian KAMAZ team, with the crew of Ayrat Mardeev having to withdraw after their accident. Ironically, fellow team member Andrey Karginov almost had to leave the competition due to a sudden attack of bronchitis.

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FIRE CALL

DRIVEN

The latest Hino GT variant is unashamedly targeting rural fire fighting fleets, but this versatile truck could have other applications - Allan Whiting reports

WHEN

duty calls and it’s time for a fire crew to head off-road, there are a couple of options that come to mind, the latest being the Hino GT1322 4x4 Crew Auto model that combines a sevenseat cabin with an Allison five-speed, self-shifter, on top of familiar mechanicals.

Inevitably, this truck competes with Isuzu’s FTS 800 4x4 Crew Auto, and the comparison suggests Hino won’t find it easy to knock off the market leader. Both brands have come up with closely-matched specifications, but detailed examination reveals that Isuzu has the on-paper performance edge.

Engines are common-rail, turbo-intercooled, with exhaust gas recirculation and particulate filters to comply with ADR80/03 emission regulations. However, the Isuzu engine has marginally more displacement – 7.8 litres vs. 7.7 litres – and more power and torque – 176 kW/706 Nm vs.

158 kW/637 Nm for the Hino engine.

Both trucks have the Allison 2500 Series, torque-converter automatic transmission, but Isuzu has the double-overdrive six-speed version and Hino has the single-overdrive fivespeed. The Isuzu can use higher-ratio, lower-speed final drives (6.5:1), compared with the Hino’s 5.4:1 gear-sets, and so has more gradeability in low-low.

The Isuzu has full-time 4x4 operation, on and off-road, with a manual lock for the centre differential. The Hino has no centre diff and has part-time 4x4, letting it operate in two-wheel-drive on-road. Both vehicles have two-speed transfer cases.

The GVM honours go Isuzu’s way, with a rating of 13.9 tonnes, compared with the Hino’s 13.0 tonnes, but both trucks have identical front and rear axle capacity ratings – 4.7 tonnes and 9.2 tonnes – so the GVM rating is largely semantic.

Another strength factor is chassis size, and the Hino frame section is higher, wider and thicker than the Isuzu’s.

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The evaluation Hino was a Crew Auto that came with a ‘hotshift’ engine-driven PTO, but Isuzu lists its engine PTO only with the manual six-speed box.

ON & OFF-ROAD The boys at Hino put four tonnes of plunder on the back of the GT 1322 tray and I tooled around town for a day, checking it out in stop-start conditions and following that up with a highway trip next day, culminating in a run around our gravel-road and offroad test course.

The first trick was actually getting into the GT, sitting on its standard 11R22.5 Bridgestones.

Fortunately, there are well-placed grab handles and a double access step, but some buyers might want an additional, flexible ‘swinging’ step below the standard ladder. Ditto with getting into the crew seats, via the rear doors.

Although it’s a tall beast, at 2975 mm to the rooftop, the Hino is actually 70 mm lower than its Isuzu competitor.

Once breathing the rarefied atmosphere in the driver’s perch, I made myself comfortable in the standard ISRI 6800 seat that adjusts every conceivable way. The six passengers don’t fare so well, with fixed seats, and the two inboard rear positions come with lap-only seatbelts.

Ergonomics were very good, with major controls positioned in easy reach of the driver. Hino has adopted a T-bar transmission selector, which worked logically except for the

FIRE CALL

Plenty of ground clearance enables good off-road performance while the Allison automatic transmission ensures ease of climb for even the steepest terrain encountered.

The springs were shortish, conventional leaf-spring packs, with helpers at the rear. Their primary function seemed to be ensuring that the massive axles rarely hit the bump stops. The telescopic dampers weren’t Dakar spec, so their efforts to control spring action were limited.

Like its Isuzu equivalent, the Hino is built to get there and back, not necessarily in the greatest comfort. I’ve driven some European off-road trucks, fitted with long, taper-leaf springs that gave a more comfortable ride, but these vehicles were also a lot more expensive than the Japanese models.

The Hino GT’s firm ride translated into flat handling on smooth surfaces and steering action was precise and well-assisted.

Braking was powerful, without any grabbing or nose-diving.

The engine-transmission match was very good, but even a slick-shifting Allison couldn’t mask the fact that the GT could do with a tad more torque – about 100 Nm more would be nice.

position of reverse, in the slot where car drivers would expect to find ‘park’. That’s an issue that would need to be covered in a driver-training session.

Hino’s multi-media system is a double-DIN touch screen, with fat buttons for menu changes and knobs you can actually turn.

I had no issues with operating it and found the touch screen easy to use, even with the staccato effect on finger accuracy imparted by the rather ‘abrupt’ ride of the GT. A part-load in the tray civilised the ride somewhat, but the Hino GT is a typical Japanese traction truck: firm for the initiated, who know what to expect, and bloody rough for novices.

In this instance, ‘GT’ stands for ‘Get There’, not ‘Grand Touring’.

Typically, the truck would hang onto fifth slot on long grades and then skip-shift back to third for some more pulling power. It could only match loaded 500 hp B-Double performance on hills, where a bit more torque would have seen it well ahead of the 65 tonners.

I played around with the transmission overdrive button, making early downshifts to fourth on some grades, and that helped maintain road speed.

Automatic-transmission trucks normally have poor engine retardation, but the GT’s engine-transmission programming is well done – dial in the exhaust brake on a downgrade and the transmission goes for successive downshifts, maximising engine braking power. It was almost too much in some highway situations, requiring a move of the exhaust brake lever to limit retardation.

Noise levels were generally low, except when the engine needed to work hard on steep highway grades.

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FEATURE

As

any Australian vehicle distributor or manufacturer will testify, when Hyundai moves into a market near you it pays to sit up and listen closely.

Established in 1967, Hyundai Motor Co. has grown into the Hyundai Motor Group, with more than two dozen auto-related subsidiaries and affiliates.

Hyundai Motor, which employs over 80,000 people worldwide, has seven manufacturing bases outside of South Korea, including Brazil, China, the Czech Republic, India, Russia, Turkey and the U.S. In the first nine months of 2013, the group sold 3.5 million vehicles globally, up 9.9 percent compared to the same period last year, while its sales revenue also increased 5.9 percent.

It’s an amazing success story, and the company continues to move forwards at a rapid rate. Having established its reputation in passenger vehicles and light commercial vehicles like the iLoad, its next logical step was to move into heavy commercials as well as the bus and coach market.

In March, Hyundai Motor Company’s commercial division unveiled its new heavy-duty truck at the 2013 Seoul Motor Show. The “Xcient”, follows on from the previous truck for the domestic South Korean market called the Trago, which debuted in 2006.

The Xcient sets new standards for Hyundai in the heavy-duty truck market with an impressive combination of grand, dynamic style, best-in-class fuel economy and spacious cabin room. The name “Xcient” was made combining XC, the biggest unit measuring data, and the word ‘efficient,’ conveying the truck’s power and efficiency.

“The Xcient is the result of Hyundai Motor’s relentless pursuit of excellence and technology innovation,” said Hanyoung Choi, Hyundai Motor’s Vice Chairman. “We believe that this new vehicle will help us achieve our goal of becoming a major player in the commercial vehicle market.”

The Xcient, which took three years and $200,000,000 (AUD) of investment to develop, offers a full lineup including prime movers and rigid truck variants.

The wide grille strengthens its confident look, while side character lines add to its bold yet sophisticated image.

The cabin height was increased by 330 mm to 1,895 mm, giving drivers more space. The width of the bed inside the cabin has also been increased to 800 mm from 650 mm, optimising the truck for long-distance driving. The 1,046 litres of storage room offers more convenience as well, and includes storage lockers above the windscreen and above the bunk area.

The Xcient in high-cab, 6x4 bogie-drive spec’ is powered by the 12.7-litre, PowerTec 520 turbocharged and intercooled, in-line six-cylinder diesel engine.

Featuring a variable geometry turbocharger, this is an overhead camshaft design with electronic unit injectors, diesel particulate filter and uses Selective Catalytic Reduction (SCR).

With a maximum output of 383 kW (515 hp) at 1,800 rpm, the PowerTec 520 produces peak torque of 2,500 Nm rated at 1,200 rpm.

Due to improved engine performance, the new model’s fuel economy has been enhanced by seven percent from the previous model. In addition, the new model boasts enhanced durability resulting from improved components, including a twin-clutch, 12-speed ZF TraXon automated manual transmission and air suspension.

The Xcient prime mover is available in 4x2, 6x2 and 6x4 drive configuration and adopts a number of convenience

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X-RATED

features for the first time in the commercial vehicle market, such as a driver’s seat with cold/warm air ventilation and push button-start, now in more common use in passenger car design. In particular, Hyundai’s advanced, in-vehicle telematics service, ‘Blue Link’, was included for the first time in its commercial vehicles.

The Hyundai Xcient went on sale in the South Korean domestic market in the second half of this year, with a target of 60,000 global sales by 2017.

PowerTorque caught up with examples of the latest Xcient in prime mover application at the Tokyo Motor Show, where we were able to discuss how the company sees its potential. Also on display was an example of Hyundai’s luxury “Universe” tour coach, complete with bodywork manufactured in South Korea.

Hyundai is also known to be working on CNG hybrid bus development as well as electric bus propulsion.

At first examination, the Hyundai Xcient is certainly built to the same exacting standards as the company’s award-winning car models. Access into the cab is straightforward through wide opening doors, and there is the usual ECAS (Electronically Controlled Air Suspension) control system mounted alongside the driver’s seat for raising and lowering chassis ride height.

The interior of the cabin is light and airy, with the model we evaluated featuring a light tan coloured interior. Access to the dashboard controls was easy from the air suspended driver’s seat, and nestling under the lower bunk was a slide-out drawer fridge unit.

The presentation in Tokyo was handled by Mr. YongSeo Hwang, Executive Vice President of the Hyundai commercial vehicle research and development division.

Mr. Hwang outlined the strength of the diesel engine development currently taking place by Hyundai, with engine capacities ranging from 2.5, 3.9, 6.3 and 10 litres through to a current maximum of 13 litres. Torque ratings similarly range from 440 to 2,500 Nm. Hyundai claims the interior storage space in the new Xcient cabin is one of the largest available in the global truck market. The cab design itself resulted from over 80 percent of Computer Aided Design/Computer Aided Manufacturing (CAD.CAM) confirmation, with extra high-strength steel used in the construction of the chassis rails.

Extensive cold weather testing in Finland and hot weather testing programmes conducted in the deserts of the Middle East validated the Xcient design.

Engine testing was also conducted in the Hyundai Research and Development Test Centre, which contains 100 engine dynamometers.

The decision to sell the Xcient product in the Japanese market will not be taken until the conclusion of an extensive local evaluation. While the Asian market is currently not as sophisticated as that of Europe or North America, it should be noted that, on PowerTorque’s first introduction to Xcient, it is obvious this is not a vehicle specification tailored to emerging markets.

With sophisticated engine technology involving SCR with a DPF to meet Euro 6 emissions levels, acceptable power and torque ratings, electronic braking systems (AEBS), vehicle stability programmes (VDC), and all-wheel-disc brakes, this is a vehicle specification designed with sophisticated export markets in mind.

With taper leaf front suspension and airbag rear suspension, the specification also includes hill-start assist, tyre pressure monitoring systems, a JAKE brake and an intarder combined with the ZF transmission.

ATED WHEN HYUNDAI ENTERS THE HEAVY TRUCK MARKET, IT PAYS TO TAKE INTEREST. CHRIS MULLETT REPORTS FROM TOKYO

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