PowerTorque Issue 59 June-July 2014

AUSTRALIA'S BEST TRUCK AND TRAILER TECHNOLOGY MAGAZINE

www.powertorque.com.au ISSUE 59 JUNE/JULY 2014 RRP: $8.95 (NZ $9.95)

MID-AMERICA SHOW REVIEW FREIGHTLINER TURNS 25 PETERBILT'S 75 YEARS HAIREBAG SUSPENSION

FEATURE

QUICK S

IF

you are looking for something a little different, in keeping with your quest for personal style that makes your truck stand out from the crowd, then Freightliner may just have the answer.

Judging from the initial public reaction, Aussie truck buyers will love the additional bling that comes as part of the package. Finished in bright silver paintwork, power comes from a Detroit DD15 rated at 560 hp with a manual Eaton Roadranger RTLO-20918B 18-speed transmission, a FG941 front axle, RT46-160GP rear axles with a ratio of 4.3:1 and Airliner suspension on a 5,700 mm wheelbase.

It’s been 25 years since Freightliner first appeared on our shores as part of the Daimler Trucks portfolio of products. It’s the highest selling brand in North America, and, with a new marketing team on deck at head office in Mulgrave, there’s every reason to believe the focus this year will be on gaining an increase in market share for our domestic market.

Freightliner’s marketing team has certainly got the message from buyers that bling sells trucks. As part of the 25th anniversary package buyers get personalised leather seats and door trims, an integrated sat/nav and high spec’ audio system with uprated speakers, pull-out drawer fridge, chrome dress up kits on the gauges, and a Sealy mattress with Freightliner personalised linen.

Recognising the completion of its first 25 years on Australian roads, Freightliner is celebrating the event by producing a limited edition run of Silver Anniversary Coronado 114s. Each truck features hand-crafted enhancements, including stitching on the seats and door trims, and some very prominent badging tells all those that see the truck on the road that this Coronado is something special.

It’s all pretty smart on the outside, with a Texas bumper bar with integrated LED daytime running lamps, stainless steel bug deflector, LED headlamps, stainless steel window trims and door accents, polished fuel tanks, LED marker lights and stainless steel guards, covers and side extensions, rear tail light bar with LED lights, and 25th anniversary badging.

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QUICK SILVER

SILVER

Freightliner celebrates its 25th anniversary in Australia

Admittedly, it doesn’t seem that long ago that Freightliner launched the FLC112, but, in 1989, when Freightliner came to Australia, the company already had 45 years of engineering experience and success behind it.

Leyland James had founded the Freightliner brand back in the 1940s and made his name by pioneering aluminium cabovers in place of the then more common steel bodied vehicles. A truck driver himself, Leyland James wanted a durable truck that could carry more payload. With this in mind, the first Freightliner was born.

Fast-forward to the present day and Freightliner continues to present new concepts that push the boundaries of truck design.

As an example of what may be possible in future truck design, PowerTorque reported last year on the development of the concept vehicle called the Freightliner Revolution.

The fully functional Revolution concept truck includes some of the most advanced elements in efficient design for optimal performance. The truck’s focus on aerodynamics

has led to a striking, all-new look for day cabs, featuring a tightly packaged sloping hood, a low-mounted grille and integrated raised roof.

Additional aerodynamic features include front vents that release air pressure coming across the front grille, and a brand-new rear wheel cover concept that keeps air flowing smoothly from the chassis fairing to the trailer.

To reduce drag, a top step is hidden behind the door and the door handles have been removed from the cab. Side-view cameras transmit a wide-angle view of the road into the cab via monitors mounted inside, replacing cab-mounted mirrors, and further benefiting overall aerodynamics.

The Revolution is equipped with a conceptual Truck Operating System (TruckOS) that combines the intelligent on-board truck network with the portability, Internet connectivity, and entertainment options of a tablet device.

Features include a Smart Navigation device, which combines route mapping, navigation tools and Internet searches; CB 2.0, which enables driver-to-driver chats; a Load Finder that searches online websites for cargo; PowerTorque ISSUE 59

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FEATURE ironic that Australians have a particular affection and interest in the Peterbilt product, particularly as it’s not a brand that has official representation in this country. Very much a topic for a truckie’s bucket list, the Peterbilt is best referred to as the aspirational truck that lovers of North American iron would like to own.

IT S

This year the Peterbilt brand celebrates its 75th anniversary, and it does so with a special edition 579 model that’s painted in the style of the original 1939 product, as well as the 50th anniversary edition Peterbilt.

Highlights of the 570 include bright accessories, a two-colour paint design similar to the 139 truck, and a premium interior with exclusive logos and a unique numbered nameplate.

“Since its introduction, the Model 579 has exceeded the high expectations we initially set for it, as well as those of our customers,” said Peterbilt Chief Engineer, Landon Sproull.

“It has been a major success and proudly stands among Peterbilt’s most iconic trucks introduced throughout our 75 year history. This Class 8 aerodynamic leader exemplifies Peterbilt’s 75-year commitment to innovation, quality, dependability and safety,” he added.

Although the Australian preference is all about the traditional conventional truck design, Peterbilt selected the 579 as its anniversary model to show how the focus

The 75th anniversary Peterbilt 579 blurs the boundaries between highly efficient aerodynamics and the individuality of a long-bonnet conventional, and it does so through having a highly personalised interior in addition to the red and white paint scheme.

Included in the build sheet of the 579 anniversary model are numerous exclusive touches and accessories, including Peterbilt’s premium Platinum Titanium interior accentuated with a new charcoal dash top and Blackwood finish trim accents. The Blackwood trim accents provide a uniform flow across the door pads and onto the sleeper cabinets, while distinct carpet lines the spacious cab and sleeper floor.

A sequentially numbered 75th anniversary emblem is added to the dash accent trim and the multi-function steering wheel is lined with custom red stitching. Exclusive Peterbilt Evolution LX seats in black leather complement the interior and boast the 75th emblem stitched into the headrest. Bright gauge bezels, chrome interior handle, bright logoed shifter plate, and bright shift lever featuring a Blackwood finish shifter knob (available only with manual transmissions) complete the picture.

If you are starting to think the 579 might find a place in your fleet, then make sure you tick the box on the order sheet for ambient lighting. Available for selected sleepers with the 579 and 567 models, the ambient lighting package features LED lighting for longer life and reduced power consumption.

DIAMON

JUBILEE PETERBILT CELEBRATE 75 YEARS IN A MILESTONE YEAR amongst buyers has changed in the North American market. These days, the buying decision is based on aerodynamics and fuel efficiency rather than presence and bling.

Point lighting is strategically positioned in the sleeper workspace and central floor area of the cab.

If you head along the American highways you’ll see truck after truck that’s supplied in a bare fleet package.

The only exception to the rule here is when you come across the occasional owner/driver who enjoys the appearance of a heavily customised vehicle and can adjust to cope with the reduced fuel economy and higher running costs that are part of being an individual.

Dimmable LEDs are located in the upper back wall and footwell areas of the sleeper, and all that’s left for the buyer to decide is whether to have the 72-inch or 80-inch Platinum sleeper.

In our view, not a bad decision to ponder upon.

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DIAMOND JUBILEE Although many Peterbilt enthusiasts probably expect to find 15-litre, 600 hp engines under the bonnet, the reality is these days it’s much more likely to be a 13-litre PACCAR MX. Peterbilt has developed what it calls its APEX engine and transmission package, and this new spec option pairs the PACCAR MX-13 Engine with the Fuller Advantage Automated Transmission.

The combination features optimised shift calibration, weight savings and proprietary control logic between the two components.

Additionally, Sproull said APEX is more than 36 kg lighter than previous combinations and features a small-step ratio in 9th and 10th gears for a more fuel-efficient operating range while downshifting. The PACCAR MX-13 engine is available with 380 to 500 hp (280-370 kW) and up to 1,850 ft-lb of torque (2500 Nm).

If the prospect of a Peterbilt APEX special tempts your interest, the company has some more ideas in the form of the EPIQ package.

As explained to PowerTorque by Landon Sproull, the EPIQ package can improve fuel efficiency of the Model 579 by up to 10 percent.

75 ND According to Peterbilt Chief Engineer, Landon Sproull, APEX can result in up to a four percent improvement in fuel efficiency versus previous drivetrains.

“APEX results in exceptional performance and fuel economy by pairing two already fuel-efficient components together and optimising the way they communicate to reach even greater levels of savings,” said Sproull.

“This is a fully integrated powertrain that is packaged in our flagship Model 579, which is already exceeding customer expectations for fuel efficiency.”

The 12.9-litre PACCAR MX-13 engine and the 13-speed Fuller Advantage share critical data including torque, operating gear and other vehicle performance metrics.

“It utilises an enhanced drivetrain – including Peterbilt’s new combination of the PACCAR MX-13 engine and Fuller Advantage UltraShift transmission – all available aerodynamic options and optimised speccing through our proprietary software system used throughout our dealer network,” he said.

The EPIQ package combines all fairings and aerodynamically enhanced components available for the Model 579. The fairings include 18-inch sleeper side extenders with 8-inch rubber flares; full chassis fairings with rubber skirts from the quarter fender to the front of the tandem axle, with rubber closeouts under the sides of the cab and sleeper; and roof fairings with an exclusive rear wall closeout.

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DRIVEN

13

Kenworth is pinning its hopes on the PACCAR MX 13-litre – Chris Mullett and Dave Whyte report

It’s

been a long time coming for those waiting to see Kenworth return to offering a 13-litre since the demise of the Cat C13. What makes this new engine of significant interest is that it hails not from North America but from the Netherlands, home of the other PACCAR brand on sale in the country, that of DAF. In a world of globalisation, PACCAR now offers the 13-litre MX engine across its common markets of North America in Kenworth and Peterbilt products.

After extensive development for our market, it’s now available in Australia’s own Kenworth T409 and T409SAR models from July, complimenting the existing range of Cummins products in 9-litre ISL, 11-litre ISM and 15-litre ISX capacities.

It should be stressed that not all MX 13-litre engines are equal. Those on sale in North America are for an emissions requirement level that far exceeds our own Euro 5 requirements. It could be a further five years before Australian legislation calls up a shift to Euro 6, but this is how the European and North American markets will run from the start of this year.

The MX 13-litre released for the Kenworth brand in Australia remains at Euro 5 levels (ADR80/03), complete with SCR (Selective Catalytic Reduction) that utilises AdBlue or, as it is known in the US market, Diesel Exhaust Fluid (DEF).

Although the PACCAR MX 13-litre is new for Kenworth models in this country, it is by no means an untried powertrain, with over one million engines worldwide already in service. Now accounting for over 40 percent of the build rate for Kenworth in North America, it has also formed the backbone of the DAF XF range since 2007, both in Europe and in the Australian market.

The decision to include the MX-13 by Kenworth in Australia didn’t just happen overnight, and, in fact, resulted from almost three years of research and development.

Integral to this was an extensive field-testing programme

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across Australia and New Zealand. Customer trials in T4 trucks operating in various applications and conditions have clocked up more than 1.6 million kilometres.

The six-cylinder, in-line, turbo-charged diesel engine will be available with 460 hp and 510 hp ratings, offering 1,700 and 1,850 lb-ft of torque respectively, available over a wide rpm range from 1,000 rpm to 1410 rpm. The weight of the engine is just under 1,200 kg and the warranty cover is for three years, 750,000 km.

To comply with ADR80/03 emission requirements, the MX-13 utilises SCR technology. In addition, SMART fuel injection technology is used to deliver high injection

LUCKY 13 pressures combined with precise injection timing and multipoint injection. The outcome is an optimised combustion process resulting in low emissions of particulate matter and excellent fuel efficiency.

If the US market analysts are to be believed, the world according to America is about to downsize to 13-litres.

That’s all very well where the average load totals out at 40 tonnes, but the Australian market will always have its fair share of devotees of 15-litre muscle power.

For those willing to change their traditional views, the MX-13 offers one very valuable benefit, that of improved fuel economy. As the powerplant for the T409 and T409 SAR models, it is ideally suited to a variety of applications from single trailer and B-double to tipper and dog applications with GCWs up to 70 tonnes.

CGI, used in both the cylinder block and head, is lighter and stronger than traditional grey iron and provides weightsensitive users with excellent horsepower-to-weight ratio to optimise payload. The strength of CGI allows the block to be shaped to reduce noise and increase overall durability of the engine. Outstanding thermal fatigue characteristics allow the block to expand and contract while maintaining excellent structural integrity.

In addition to CGI, the MX-13 features an aluminium frame mounted to the bottom of the block to further increase block stiffness and structural integrity. The integrated lubrication module of the engine combines filters, a thermostat and an oil cooler joined directly to the engine without external lines. This maintains oil quality and extends service intervals.

The MX-13 features a fully encapsulated wiring harness mounted directly to the block that protects wiring from the elements and removes stress from connectors. This results in a dependable electrical system that can be serviced in a non-invasive manner to keep trucks in operation.

Another important part of the engine design is the rearmounted gear train, which reduces torsional vibrations that occur with front engine gear trains. The design places gears within the flywheel circumference, where the primary energy transfer takes place, resulting in greater harmonic balancing, which reduces wear and tear, and provides drivers with a quieter operating environment.

The engine is comfortable operating with a very flat torque curve at low rpm of 1,000 through to 1,410 rpm.

This promotes greater efficiency together with excellent fuel economy benefits.

And now for the big clincher that makes the installation of the MX 13–litre a true game changer for trucks of a North American heritage. This is the first time any North American truck maker has shifted up to a full 24-volt electrical system. Even back in home base of the USA, installation is set at using a 12-volt platform, but this was not considered ideal in the long term for the Australian installation.

“The T409 and T409 SAR’s light tare weight and short BBC (Bumper to Back of Cab) length enables operators to maximise payload in a range of applications. When you add the MX-13 to the equation, it takes the trucks’ advantages to the next level,” said PACCAR Australia’s Product Development Manager, Brad May. “We think the tare weight advantage of fitting the MX is about 150 kg. This payload benefit adds up considerably over a year in operation,” added Brad.

The engine incorporates a number of design innovations, including, but not limited to the compact graphite iron (CGI) used in the block and head design, fractured cap technology used with connecting rods and main bearing cap, aluminium ladder frame construction, integrated lubrication module, rear of engine gear train, encapsulated wiring harness and integrated engine brake for optimum stopping power.

It’s a big change for Kenworth and many of the components and the interface between the engine and driveline now take place with a full 24-volt system.

This has particular benefits in our market and overcomes many of the experiences of voltage drop over multi-trailer combinations.

ABS and EBSS III stability control systems have now been validated from an engineering perspective and are available across both models, together with disc brakes as an option to the standard drum brakes.

In case you are wondering, there are certain cost benefits of staying with Euro 5 for as long as possible, as a move to Euro 6 would require the addition of a diesel particulate filter, adding to tare weight, costing more and probably not providing considerable fuel economy advantages to make the move justified unless required by legislation.

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PROFILE

IF

you travel the eastern seaboard of NSW regularly, you would undoubtedly recognise the fleet of Churchill Transport from Holbrook in NSW. Whether it’s one of the Western Stars, Volvo FH16s or Kenworths, the fleet is highly distinctive because of the consistently immaculate presentation of all the Churchill vehicles.

“Presentation is everything,” said founder of the company, Anthony Churchill.

“If you present yourself well as a business, with drivers wearing the correct uniform and with immaculate fleet appearance, I think that it counts for as much as 60 percent of where you get your work from. As long as you can back up your presentation (with the right level of service and support) you are right,” he added.

The Churchill Transport fleet in Holbrook, NSW, continues the family name in transport that was established by Anthony’s father, Graham Churchill, in the Wollongong area.

the business. That resulted in both of us subsequently establishing our own separate companies. My father had always focused on refrigerated transport, and Jason and I continue with that expertise, with Jason having based his company originally at Balgownie, but now with a depot at Appin in the Southern Highlands.

“I had one of the first B-doubles in the Wollongong area, and for five years was carrying steel out of Port Kembla to Melbourne, and Laminex from Ballarat back to Wollongong.

At that time the authorities were not as familiar with the concept of B-doubles and permitted access routes,” said Anthony.

“It became such a regular problem to be stopped to show permits and approvals that in 1999 I decided to start my own transport operation where I could grow my business. That resulted in a complete move to Holbrook.

“Holbrook was chosen for the geographical reason of being ideally positioned half way between Melbourne and Sydney, with a B-double route running past the door.

“My brother Jason and I worked with my father until ill health in 1996 forced him to take a step back from

ANTHONY AND MELISSA CHURCHILL SHOW THAT IMAGE AND ABILITY GO HAND IN HAND

FIRST IMPRESSIONS 62 PowerTorque ISSUE 59

FIRST IMPRESSIONS The price of land was much more reasonable, and due to the location you could be home every night.

“At that stage I was running two Kenworths – a K100 and a 2.9-metre Big Cab Aerodyne. These were powered by a Detroit DDEC2 Series 60 at 525 hp, and a Cummins N14 at 500 hp. Today the fleet has grown to include twelve Kenworths, two Volvo FH16s of 600 and 660 hp and three Western Stars, two 4900s and one 4800.

“We have a mixed model fleet as far as the Kenworths are concerned, with two 904s, Aerodynes with 104Bs, 108s and a K200, a T403, T409, an SAR and a T609.

“As a tribute to my father’s fleet, we painted a flat-roof Kenworth cabover in his original fleet colours of the 60s, and have subsequently added a K200 with the same paintwork. The only difference is the switch from his original turquoise to our fleet colour scheme of green,” said Anthony.

“Originally, I only ran CAT engines, and even now I would have all C15s if I could. That was an ideal engine, but that is obviously not an option these days.

“As recently as three years ago we were operating a completely Kenworth fleet, but the Cummins EGR engine was not able to return the fuel economy we were looking for. I think every transport company in Australia will tell you that this was the reason why there are more Volvos and Western Stars in fleets as operators looked for alternatives.

“Dissatisfaction with the performance and economy of the Cummins ISX EGR engine resulted in a major shift in vehicle purchasing decisions. This led to the adoption of the two Volvos, both with I-Shift and AdBlue, together with the Western Stars, each of which features the 560 hp Detroit Diesel DD15 EGR VGT engine.

“The Volvos are going fine on B-double work, no dramas at all, and I bought them purely to get away from the EGR Cummins engines. Now I think it’s a good thing to have a mix.

“We have subsequently incorporated the latest 580 hp Cummins ISXe5 powered Kenworths in the fleet.

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PROFILE

THE

HAIRE Global suspension designers have struggled to produce a dynamic, load-sharing air suspension for heavy truck and trailer application. They should have spoken to Wodonga-based Bill Haire.

If

there’s one thing PowerTorque has learned in over 30 years of talking to engineers, it’s that, given the appropriate budget and sufficient emphasis on the importance of a specific research and development programme, then anything is possible.

Taken to an extreme scenario, I remember an engineer telling me that no problem existed in the steering system of a specific make and model of truck. This was despite all of us who had driven the model knowing there was a problem.

The reason for this problem denial was that the chief engineer of the manufacturer in question refused to acknowledge a fault existed. When the CEO of the company told the chief engineer that a problem did exist, 68 PowerTorque ISSUE 59

and that it needed fixing if he wanted to stay with the company, the necessary remediation work produced a solution almost immediately.

If the budget is lacking the research generally doesn’t happen, and there is no better illustration of this constraint to developing new technologies than the current exhaust emissions legislation.

When the first round of emissions reductions was suggested, the engineering teams dismissed the tighter controls as being unobtainable. But when told the legislation was being enacted to force the necessary development work, then solutions appeared as budgets increased. We now have exhaust emissions regulations we regard as commonplace that only a few years ago were just a pipedream.

THE HAIRE If we turn our attention to suspension design, in some ways we have not moved too far from the simple leaf spring of the horse and cart. The development of new high strength steels and alloys enabled the industry to introduce long parabolic springs, especially beneficial for supporting steering axles. Load-sharing steel spring suspension systems have their benefits, but it’s been the air spring that has gained the reputation for reducing road shock and being more road or load friendly.

The development of air spring suspensions hasn’t moved along too far in terms of creating a dynamic, load-sharing suspension. Sure it’s possible to bleed air from one set of bellows to another to increase weight over a specific axle and to reduce the problem of a drive axle being caught up on a dish drain or steep driveway access.

But can it be truly described as a dynamic, load-sharing design? We would suggest the answer is, “probably not”.

One engineer that believes he has found the key to creating a dynamic, load-sharing suspension design is Bill Haire of Wodonga. Despite being relatively ignored by the major global manufacturers, and somewhat dismissed by various state administrations, Bill Haire has developed his own approach to solve a problem, and in so doing has attracted very strong support from the people who really matter, his customers across Australia.

“As far as we know, this is the only dynamic, loadsharing air suspension in the world. We have a worldwide patent on it,” said Bill.

“It can be fitted to the drive axles of prime movers and rigid trucks as a bogie drive or escalated to a tri-drive installation. It is ideal as a trailer suspension for multicombination units and also for use with twin-axled or triaxled dollies within a multi-combination road train.

“Back in 1985 I started mucking around with air suspensions for drive axles to prevent wheel slip by introducing a proper load-sharing system. We continued looking at the options, but it wasn’t until 1999-2000 that we got on top of it.

“A proper load-sharing design is capable of preventing wheel lock-up on maximum braking. These benefits result from the dynamics of being able to maintain a constant load or downforce on any tyre in any group.

“Compared to the braking efficiency of a standard competitive design with ABS, it means our multicombination truck and trailer sets, without ABS, are capable of stopping within a shorter overall distance by some 16 metres, when compared to trailer sets with ABS. That’s a big change in stopping distance from 100 km/h,” said Bill Haire.

The unique behaviour of the dynamic, load-sharing air suspension developed by Bill Haire results not from controlling the air out of the airbag, but by controlling the flow back into the airbag through large diameter piping.

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MID-AMERICA

and

IN

In this issue you’ll find pages full of the latest technology and model releases from the Mid-America Trucking Show – but the show was not all about what’s new. In a large parking area behind the pavilions was a display of polished trucks unlike anything I have ever seen. In an era where margins are tight and efficiency is the golden rule, it would seem there are still a few who have the time and finances to spend on toys – big toys.

The show and shine arena at MATS was almost full two days before the show was due to open to the public.

Over the next three days, men and woman cleaned and polished their trucks and trailers to the point of ridiculousness. It wasn’t just the drivers, but it seemed whole families had come along to help with the final preparations on their pride and joy. The routine seemed well rehearsed around the arena, with each family member doing their own job to contribute to the overall presentation of a truck. This was happening on no less than sixty prime movers and trailers across the paddock for three days, so you can imagine the quality of presentation.

Engines are colour coded to match body colour with chrome or stainless steel accessories.

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PRIDE AND POLISH

The detail wasn’t all reserved for exterior presentation, with engines and cab interiors coming in for some major work. From seven-foot-long gear levers to metallic green painted dashboards, interior customising went from ‘a bit of a freshen up’ to totally rebuilt with no regard for driver ergonomics.

Engines were colour coded to match body colour, with huge amounts of chrome plated parts, and were impeccably clean. Underneath, suspension components were also chromed, and full vinyl wraps covered the few spring packs that could be found. Airbags were the order of the day, however, lowered to enhance the vehicle pose, with many bumpers resting literally millimetres from the ground. Airbag front ends are taking off here in Australia, but these guys were actually sweeping the asphalt to remove the smallest stones for fear of scratching the underside of the bumper. This was for a good reason, as the judges were checking the underside for scratches and shine!

IT ALL COMES DOWN TO HARD WORK AND IMMACULATE PRESENTATION. WORDS BY DAVE WHYTE

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T H E L AT E S T I N N O VAT I O N S I N

TRAILER TECHNOLOGY POWERTORQUE ISSUE 59 JUNE - JULY 2014

CONTENTS

EDITOR CHRIS MULLETT

Welcome to TrailerTorque and the opportunity to share with us the technological advances and innovations that are taking place in the trailer manufacturing and bodybulding industries.

Now in its fourth issue, TrailerTorque results from the high level of interest shown by our readers that completed our recent survey in which we asked for feedback as to what you wanted most to read about.

Trailer technology came in as a strong second place item behind that of truck and engine technology, and, judging by the positive feedback we have received, we are now ticking most of the boxes on our “aim to do better” list.

As this issue goes on sale we celebrate the inaugural selection of the TrailerTorque Technology and Innovation Award. We are delighted to announce the first winner of this annual award is Bill Haire of Wodonga.

Bill is typical of many within the transport industry that don’t like being told that what they want to achieve is not possible. By due diligence and a solid background of experience Bill Haire has produced his HaireBag dynamic load sharing air suspension when others told him it couldn’t be done. It’s a great tribute to Aussie ingenuity and perseverance.

Also in this section is a detailed explanation of the benefits of using tyre pressure monitoring systems, not only for improving tyre performance, but for extending bearing life. We also compare four competing rear LED light systems and find that it’s not a case of all being equal.

Thank you on behalf of PowerTorque and TrailerTorque for joining us, and we look forward to working with you in the years ahead.

As always, Stay safe and enjoy the drive.

Kind regards,

96 100 104 108 112

MAKING A POINT Arrow Transport plays a sharp entry on the container market.

UNDER PRESSURE Bearing life can be affected by tyre pressure.

TRACTION CONTROL HaireBag dynamic load sharing air suspension provides improved levels of stability and traction.

EVOLUTION THROUGH LEARNING AND INNOVATION Mick Guse and GTS of Wondai in the South Burnett.

BACK LIGHT Not all LEDs provide similar performance, as this laboratory test illustrates only too clearly.

For all editorial information and subscriptions please contact: Managing Editor Road Test Editor Art Director/Designer Account Manager -

Chris Mullett Dave Whyte Shannon Dyson Maree Mullett

Editorial Division, PO Box 307, Mittagong, NSW 2575 Telephone: 0248-785373 Email: edit@powertorque.com.au Fax: 0248-785228 Website: www.powertorque.com.au PowerTorque Magazine is published by: Motoring Matters Pty Ltd For advertising rates and information please contact: Zara Kilfeather National Business Development Manager Motozedmedia Telephone: 0404 883 249 Email: zara@motozedmedia.com.au

TRAILERTORQUE

MAKING A POINT Arrow plays a sharp entry on the container market

A

– Words and Images by Dave Whyte

drive down Francis Street Brooklyn, in Melbourne’s inner west, leaves no doubt as to the nature of the area’s biggest industry.

This is the home to a large number of businesses that have been established to support Melbourne’s wharves. The sheer number of trucks moving shipping containers in and out of container yards and transport depots at any time of the day bears testament to just how busy the Port of Melbourne is. One such yard belongs to Arrow Transport, a relatively young business that is certainly making waves in the area of wharf cartage.

Arrow Transport started trading in 2011, and since then has built a fleet of 24 company trucks and six permanent sub-contractors. With 65 employees working across various areas of the business – including container transport, AQIS approved cleaning facilities and container packing/unpacking – it has grown to become a well-known company on the

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waterfront, within a very short time. The man in charge at Arrow, Craig Webster, says this is partly due to the image people have of its business.

“Because our trucks stand out, and all display a strong company image, people notice them.” Says Craig. “For that reason, people think we have more trucks than we actually do, when really it’s just good utilisation and presentation”.

The reason for TrailerTorque’s visit to Arrow was to check out their new high-productivity A-double combinations, recently delivered by Vawdrey. These are basically two 40-foot skel trailers connected by a two-axle dolly – in effect operating as a double road train. Approved for use on selected routes under the Performance Based Standards (PBS) regulations, these combinations allow Arrow to carry two 40-foot containers on each trip, essentially doubling the productivity of a prime mover.

MAKING A POINT

While some other companies are currently moving two 40-foot containers at a time using Super B-double combinations, Craig says the A-double combination was chosen for its flexibility.

The use of 40-foot trailers allows the operator to split the combination and back both trailers (and containers) onto a dock for loading or unloading, or run each trailer individually in a single trailer combination should the need arise. There could also be a hefty payload advantage to be had, with hopes that VicRoads will raise the current 68.5 tonnes weight limit to a full 79.5 tonnes after initial trials and demonstration of reduced road wear.

The trailers and dollies were built by Vawdrey, and are fitted with Hendrickson INTRAAX axles and air suspension, with drum brakes all around. The electronic braking and stability control are taken care of by Wabco control units, which work in conjunction with the standard system fitted to the Actros prime movers. While Craig wasn’t so fussed by the specs, he said that Arrow went with Vawdrey based on the relationship between the two companies.

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EVOLUTION

THROUGH LEARNING

AND INNOVATION

it delivered on a particular day. That’s all you have to do, but so many out there just can’t get that right,” said Mick.

GTS is an all Kenworth fleet. There are just five, but none of them are older than a decade and three are less than three years old. Mick has Tautliners and tippers. All the tippers he runs are made

by Lusty EMS and all of them run on BPW Transpec gear.

Bob Riley reports on Mick Guse and GTS of Wondai in the South Burnett

IT’S

Saturday morning, and, at Guse Transport Services (GTS) in Wondai in the South Burnett region of the Queensland Great Dividing Range, the fleet’s in the yard for its weekly grease and wash.

“It’s the standard issue from about 6:00 a.m. to 2:00 p.m.,” owner Mick Guse said.

“We wash the fleet and we run them over the pits every weekend. I don’t know if it’s overkill, but it reduces our downtime if we keep that maintenance up.

“We see and find things that need doing, so we do all those little jobs, including tyre rotations. The pit was a big investment, but I reckon it’s certainly paying for itself. It just keeps us on top of everything. If a truck is ‘away’, I’ll stretch it out over two weeks but no longer,” he said.

Mick can’t remember when he last had one of his trucks break down on the side of the road. “Transport is such a simple game; a customer rings up and he wants

108

TRAILER TORQUE

So why the combination of Kenworth trucks, Lusty EMS and BPW Transpec? “It’s evolution, it’s a combination of things why I run this gear, and, in part, it’s based on the rapport you build with the people you deal with,” Mick comments.

From a farming background, Mick says he never really was a truckie from the start, but there were always vehicles around the farm and he drove from time to time to fill in. About ten years ago, after a series of droughts, Mick had a rethink and made the move into full-time trucking.

EVOLUTION

His first truck was an aging Kenworth K100. It had 2.6 million kilometres on it, and when he sold it, it had done 3.4 million kilometres.

“I didn’t put a spanner on it,” Mick said, “but I was fiddling around with the computer and came up with all these figures. I couldn’t believe all the zeros, or that the engine had done over 34,000 hours. I panicked a bit

THROUGH LEARNING AND INNOVATION

and decided to get out of it real quick, but it made me pause and reflect on just how good that truck really was. While they’re not cheap, you can still get parts for nearly all Kenworths, whatever their age.”

While working as a subbie, learning his way and by keeping his ear to the ground, Mick picked up that older truckies spoke with great respect for McGrath Trailers as being something really special, and they were seemingly equally as respectful of BPW axles and running gear.

But when it came to trailers Mick said he probably went back the front. “I couldn’t find really good old trailers, stuff that blokes had really looked after,” he said, “so I went for new ones.

TRAILER TORQUE

109

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