SUPPORT PETER GRESTE & FREEDOM OF PROFESSIONAL JOURNALISM
www.powertorque.com.au ISSUE 63 FEB/MAR 2015 RRP: $8.95 (NZ $9.95)
AUSTRALIA’S
LEADING TRUCK AND TRAILER MAGAZINE
DRIVEN
Every
truck manufacturer has a model that it considers to be its “Hero Truck”. Kenworth has the T909, Mack has the Super-Liner, Freightliner the Coronado, Mercedes-Benz has the Actros SLT, Volvo has the FH16 Globetrotter, Western Star the Constellation and Scania has the Streamline. Sure, they each make bigger models that are capable of higher GVM weights, but these are the models that appeal to the masses. Generally speaking, the Hero Truck is one that can fill a number of different roles, though is generally a higher spec than required for most. Importantly, it should have plenty of power, plenty of comfort and, ultimately, a huge presence. By this I mean that people will notice it, wherever it goes, and admire it. It’s the sort of truck that teenage wannabe truck drivers will put up as their computer desktop wallpaper (well, when their mum is around anyway). For different parts of the world there are different trucks that make the grade. Here in Australia, we have the greatest selection of potential candidates.
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Those mentioned above are perennial favourites, along with the big banger European models, now with added horsepower as incentive. One manufacturer who may not currently rank very highly in the hero list is Iveco. Sure, their trucks are good genuine workhorses, but they haven’t had the sex appeal of a big-bonneted American prime mover or a 730 hp Euro V8. Until now. Meet the new Iveco Powerstar 7800. This is Iveco’s unashamed attempt to enter the big league, and take on the traditional manufacturers for a slice of the heavy-duty road train market. With all the hallmarks of a Hero Truck, this model aims to not only take Iveco into new markets, but to get plenty of attention along the way. The Powerstar 7800 looks like no other Iveco on the planet. The huge bonnet makes a statement of its own, which then leads on to the massive cab. Would you like a sleeper with your new truck? This cab has to be seen to be appreciated, but more about that later. The Powerstar 7800 is a serious, heavy-duty truck. With Cummins power up the front, available in the form of either an ISX or Signature offering power ratings up to 600 hp (447 kW) and 2050 lb-ft (2770 Nm), there is no lack of pulling power.
HOME TOWN HERO This is driven through an 18-speed Eaton manual transmission, with Meritor rear axles and 22-tonne rated cantilever (six-rod) suspension completing the heavy-duty spec. The backbone consists of a reinforced double rail chassis with heavy-duty cross members, providing a solid platform and plenty of strength. These specs not only give the Powerstar a GVM of up to 140 tonnes, but also real credibility among heavy-duty operators given the proven track record and popularity of each component in the driveline. While some aspects of the cab may look familiar from the outside, a lot of work has gone into ensuring it will cope with the rough conditions these trucks are expected to handle. These design changes don’t come at the expense of driver comfort though. The entire cab, including the 56” integrated bunk, rides on a five-point mounting system that includes three airbags under the rear. With a completely flat floor and a full cab-height ceiling, the interior space is enormous. Inbuilt cupboards and upright refrigerator come as standard on the Executive sleeper package, and all trim variants get a genuine inner spring mattress. Curtains across the front of the sleeper (behind the seats) provide privacy and do a good job of blocking out the sunlight, while the sheer size of the bunk area still allows plenty of room to move about.
The dash layout is unique to the 7800, with five extra gauges mounted on top of the dash to cover such things as diff and transmission oil temperatures, battery voltage and pyro temperature. All of these could likely be covered by the LCD trip computer display in the dash, but their placement on the dash will appeal to operators who are looking for a little of that old-school American feel. Iveco has definitely got the driving position right, with all controls within easy reach, and the most commonly used functions available from the steering wheel. The standard ISRI seat is very comfortable over a long drive, but for those who want a little extra comfort there is the option of leather upholstery or the ISRI Big Boy seat, which offers wider and deeper cushioning, more like the old-style American seats.
The huge interior of the 7800 will win a lot of new converts for outback livestock transport.
HOME TOWN HERO
Dave Whyte finds IVECO’s PowerStar 7800 has considerable presence and potential PowerTorque ISSUE 63
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PROFILE
engine business is certainly full of surprises – some pleasant and some not so good. Think back to the days when Detroit two-strokes were a favoured powerplant and you may also remember the hesitation by operators of adopting the first of the Detroit Diesel electronic control systems (DDEC), which replaced the mechanical fuel injection pump. That hesitation soon disappeared when operators started reporting considerable fuel economy improvements. In similar fashion, many operators had been slow to move into Euro 5 or ADR80/010 emissions standards and adopt SCR exhaust treatment systems because of distrust of the new technologies involved. What proved to be a game changer for many operators was their wish to stay with their preferred engine manufacturer after some fairly universal concerns about staying with EGR-only technology. Mark Morcombe of Burrumbeet, near Ballarat in Victoria, is one operator that has willingly made the jump to the combined technologies of EGR and SCR. The original Morcombe family farm has steadily expanded to become a mixed farm that includes merino sheep and Hereford cattle as well as crops such as wheat, barley and canola.
Today the farm and transport divisions operate as separate businesses owned and operated by family members. Morcombe’s Transport, which Mark and cousin Stephen look after, is mainly involved in livestock transport covering a wide area that can include both short local trips to sale yards through to long haul interstate trips to destinations such as Dubbo, NSW, to collect livestock. Back in June 2014, Morcombe Transport took delivery of a new Western Star 4900FXT Stratosphere to replace an existing International Eagle in the three-truck fleet. This 6x4 prime mover is fitted with a Whitlock bullbar and has a 230-inch wheelbase. With a GCM of 106 tonnes, it is an ideal spec for B-double livestock work, complete with its 54-inch sleeper. Powered by a Cummins ISXe5 six-cylinder turbocharged and intercooled diesel, the new Western Star is matched to an Eaton-Fuller Roadranger 18-speed manual overdrive transmission, together with a Meritor MFS73 front axle rated at 16,000 lb and Wabco ABS drum brake system. “I’ve always been a fan of Cummins engines, and so the new 15-litre ISXe5 engine rated at 550 hp and peaking at 580 hp was the obvious choice. Peak torque is rated at 1815 lb-ft,” Mark told PowerTorque.
The history of the Morcombe’s Farming and Transport enterprises dates back to early this century when Arthur Morcombe started the farm as a First World War settler. The transport division of the business was born soon after, initially responsible for delivering supplies to build some of the very first roads in the district, which then lead onto carting produce and livestock thereafter.
T IN
E D A R
CR S r o f s er n t r a p . t y c l e l f u r c e S e p by Matt h t e k a s m ls. Images n i m m u d C ions leve n a r a t n S o 5 emiss r e t s e W and Eur 18 PowerTorque ISSUE 63
STOCK IN TRADE
“I’m really pleased with it. The performance and fuel economy are both excellent. It drives really well on the road, and, despite its sizeable length, I find the manoeuvrability very good too. “The new Western Star runs permanently with B-double stock crates and has now completed just over 100,000 km. At an average of 1.5 km/litre, the fuel economy is consistently 0.2 km/litre better when compared to the Cummins ISX EGR-only engines we have in our fleet. The AdBlue use is also minimal at around 2.0 percent of fuel burn. “Another advantage is the ISXe5 is running much cooler. The EGR-only engines run mainly at 100 degrees, while the ISXe5 engine runs at a constant 80 degrees. There’s much less fan-on time as well. In fact, the fan only came on for ten seconds during the long descent on the Adelaide Hills in conjunction with the Jake brake. Less fan-on time means less power drain,” said Mark.
Morcombe’s new Western Star is showing improved fuel economy from the change to the Cummins ISXe5 engine.
The SCR exhaust aftertreatment on the ISXe5 is a fully integrated system developed by Cummins Emissions Solutions (CES), dosing urea into the exhaust stream to reduce oxides of nitrogen (NOx) emissions. The ISXe5 has the same base engine design as the current Cummins EGR engines, but incorporates a new common-rail fuel system, a wastegate turbocharger and a single overhead camshaft. The XPI (extreme high pressure) common-rail fuel system provides very precise injection and combustion control. It operates independently of engine speed and provides injection pressures greater than 30,000 psi. PowerTorque ISSUE 63
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FEATURE
T H E O R I G I N A L
AUSTRALIAN ACCO continues its reputation as the all-time favourite Aussie
More
Australian than Vegemite. That’s the heritage that ACCO brings to the market with a history of service to the Australian market that dates back more than half a century. The venerable ACCO is probably the longest serving model of any manufacturer, but the ACCO of today is a vastly different vehicle from those that rolled off the Dandenong production line back in 1961. While the nostalgia attached to the ACCO makes interesting reading, the launch of the latest version provides the perfect opportunity to evaluate the capabilities of this model and how it still ranks as highly capable when compared to its latest competition. The latest upgrades are the result of a multimillion-dollar, two-year planning and research process with a particular focus on quality, which involved a team of more than 10 full-time engineers. Designed and built at the Iveco Dandenong (Melbourne) manufacturing facility, approximately 85 percent of the ACCO’s componentry is Australian-sourced. The company currently employs approximately 300 people within its Australian head office and manufacturing plant, with about 150 staff involved in the manufacturing process. As well as these direct jobs, Iveco has strong links to a broader nationwide supply chain of over 200 businesses, resulting in employment for hundreds more Australian manufacturing workers.
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Unlike many other competing models, the ACCO has genuinely been designed specifically for Australian conditions and the unique market requirements of individual operators. Over 4,000 design modifications and additions have been made to the ACCO over the years, making the 2015 model year version well able to stand comparison with any competitor. One of the main advantages of the ACCO being fully manufactured locally is greater flexibility, offering buyers a high level of customisation. By comparison with imported models from other brands, the ACCO can be modified on the production line to suit the truck’s intended application. Chassis frame rails are drilled at the plant during assembly to provide customised bolt holes and other fastening points that are required for the positioning of auxiliary components such as fuel, AdBlue and air tanks, exhaust systems and other similar items. Instead of having to wait until a chassis is in the hands of a bodybuilder, brackets to suit certain body applications can also be fitted on the production line, saving time on final completion but also preventing a chassis having to be reworked when off-line. The obvious difference in terms of vehicle specification for the 2015 model year ACCO is the cab appearance, which takes on the IVECO family styling such as is featured on the Eurocargo and Stralis. This brightens the visual appeal and brings the ACCO back up to date.
THE ORIGINAL AUSTRALIAN From a service and maintenance perspective, local production also has benefits including reduced downtime. Most ACCO parts are produced and sourced locally so stock levels will always be strong, and parts turnaround faster than having to wait for deliveries from Asia, Europe or North America. It’s a combination of these positive factors that will hold the ACCO’s local manufacturing presence in good stead for many years to come. Once only available as a 4x2, the latest ACCOs now come in 4x2, 6x4 and 8x4 configuration, providing a highly successful base for concrete agitators, waste compactors, tankers, hooklifts and other vocation-specific applications. Engine choice for 2015 stays with the Cummins ISLe5 8.9-litre, turbocharged six-cylinder Euro 5 engine. This engine uses SCR technology and is available in three power outputs of 280 hp (209 kW), 320 hp (239 kW) and 340 hp (254 kW), each produced at 2,100 rpm. The respective torque ratings are 1,055 Nm @ 1,300 rpm, 350 Nm @ 1,300 rpm and 1,500 Nm @ 1,300 rpm.
Iveco National Key Accounts Manager, Lloyd Reeman, said the ACCO had almost become the de facto platform for vocational markets such as agitator and concrete mixer work and refuse collection. “The flexibility offered through local manufacturing has made the ACCO a favourite platform for body manufacturers to work with,” Mr. Reeman said. “Changes and customisation can be made to the cab/chassis while on the production line, and this results in improved efficiency in the body builders’ own workshops. “We can be extremely responsive to our customers by building them a one-off design or hundreds of copies, while delivering competitive delivery times and remaining cost competitive. “For customers, a more efficient build process means a more cost effective buying proposition and a faster build, so the truck is out working and earning money sooner,” Mr. Reeman said.
Although the power and torque figures for the three engine options remain unchanged from last year, the latest version of the Cummins ISLe5 features a revised calibration that eliminates the occasional ‘idle hunting’ that affected some earlier vehicles following the introduction of the Euro 5 engines. Engines are now located on Stemco front and rear mounts and an additional change to the engine is the elimination of the idle timer, which has reduced ECU programming complexity without any negative impact to engine performance and longevity. Transmission choices for the 2015 model year ACCO include a revised six-speed Allison Generation 5 full automatic transmission. Providing easy integration and calibration with the engine and chassis, the transmission package also benefits from an improved cooler fan and speed controller for greater reliability. Meritor axles are now standard on both front and rear suspensions with a choice of Meritor FG941 and FG943 for the front axle, providing the advantage of parts commonality. Hendrickson suspension systems include a new Haulmaax HMX460 rubber block rear suspension. This is 45 kg lighter than the previous suspension while being rated 2,721 kg higher at 20,865 kg.
The modernisation of the ACCO has enabled the model to keep pace with its competition while maintaining its links to its Australian heritage.
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PROFILE
CEMENT When you live and work in a country area, business is done on a handshake with the people you know and respect
The
coal and gas industries have both played a major role in developing businesses for the Queensland area around Mackay. One of the major players is that of Arrow Energy, which has recently moved into the front-end engineering design (FEED) phase for its proposed Bowen pipeline. The pipeline project is itself another key milestone on the company’s Bowen Gas Project, which plans to supply gas from the Bowen Basin in Central Queensland through to liquefaction facilities at Gladstone. Arrow Energy provides around 20 percent of Queensland’s gas supply, most of which is used to generate electricity. As this industry has grown, other local companies, such as Hilands Pty Ltd., have diversified and also achieved growth. Hilands, originally a cement and concrete supply business, has been operating in the Central Highlands area, based in Moranbah, since July 2003. Managing director Peter Byers and his wife Gail, together with their son Damien, have expanded their company activities and tailored their concrete products to work with the coal and gas drilling industry. “Our son Damien was originally involved in the drilling industry, and he realised there would be an opportunity for our family company to move into new specialised product supplies that were developing as a result of the coal and gas exploration,” said Peter. This requirement for the supply of highly specialised products has resulted in Hilands being able to expand its business to provide a unique composition of cement grout that is used to seal the bore sections of drilling operations. “The coal industry drills to obtain core samples to locate the coal seams and the gas industry drills to evacuate or extract gas from within the coal seams. Both operations result in the bores being lined, and we provide the grout that seals each of the bore sections.
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“Through being involved in the supply of cement our family has always been involved in transport. We run a mixed fleet of vehicles, and the continuing expansion of our business has developed to the point where we offer a full 24 hours per day, 7 days per week service to enable us to provide quality products and services to our clients,” added Peter. As part of the more recent company expansion, Hilands has taken delivery of a new Freightliner Coronado 114 prime mover to haul cement powder used in the manufacture of cement grout from Gladstone to Mackay.
CEMENTING RELATIONSHIPS
TING s p i h s n o i t a l Re
Supplied by local Freightliner and Mercedes-Benz dealership, Westco Truck Sales of Mackay, the new Freightliner certainly stands out from the crowd thanks to its customised paint treatment and sparkling alloy bullbar sporting the Coronado name etched on the cross bars. Bearing in mind the type of roads travelled and the large number of cattle that can roam close to the road at night, the bullbar also features an LED strip light bridging the top section of the bar, together with additional LED drive lamps. Based on the 5,700 mm wheelbase chassis, the Freightliner Coronado 114 XT sports the maximum length, 54-inch, integral XT sleeper and a highrise, roof-mounted, air deflector. It permanently hauls a recently refurbished, tri-axled Kockum’s powder tanker with full compliance for pressure vessel operation.
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FEATURE
GROW In
these days of vertical integration we see major groups combining to create synergy between each of their divisions, cooperating in areas where gains can be made in efficiency while at the same time reducing overheads and operating expenditure. Whether it’s the Daimler Trucks Group of MercedesBenz, Mitsubishi Fuso, Western Star and Freightliner, Volvo Group’s UD Trucks, Mack Trucks, Renault or Volvo Trucks, the principle has remained the same, maintain individual brand identity but group together to provide greater choice. Under the umbrellas of these brands comes the standardisation of engine and driveline components. They may be painted in different colours, have specific brand identities with individual corporate logos and be known under different names, but under the skin there’s a commonality that amortises development costs and cuts down on inventory. IVECO Trucks may well be considered by some as being a lone player in the Australian market, especially since its separation from International and its parent company Navistar. But the reality of the IVECO Group is very different
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from the scenario of the lone player. Like Volvo and Daimler, it’s part of a major corporate conglomeration that guarantees its continuance as it benefits from group synergies. The first thought for IVECO brings us to group together its truck and bus products of Daily van and cab/chassis, the ACCO, Eurocargo, Astra, Stralis and Trakker off-roader. Broadening our search introduces us to the other divisions that are part of the same major conglomerate, in this case the CNH Industrial Group. In 1992, International Trucks and its factory in Dandenong, Victoria, were acquired by IVECO, where it continues to locally manufacture and supply heavy and commercial vehicles for the Australian market. When the IVECO brand became part of CNH Industrial, it joined a global group producing transport, agricultural and industrial vehicles and machinery that can operate anywhere in the world. With the global merger between Fiat Industrial S.p.A. and CNH Global N.V., IVECO was integrated into a uniquely diverse framework with the combined skills, resources and experience to maximise efficiency in transportation.
GROWING THE BRAND
WING THE BRAND It’s good to have friends when you want to expand your business
The IVECO product range now covers all requirements in both on and off road applications backed by globally available finance packages through CNH International.
CNH Industrial Group adds to the strength of the IVECO brand through including the divisions of Case IH, Steyr, Case Construction Equipment, New Holland Agriculture, New Holland Construction, Heuliez Bus, Magirus, flexi-coil and TRUCKLINE. Behind these companies are further strengths as illustrated by the Fiat Chrysler Group with Jeep, Dodge, Fiat cars and Fiat Professional light commercials, Maserati and Ferrari, Alfa Romeo, Magneti Marelli and Lancia. Across these brands come two other organisations. Fiat Powertrain Technologies (FPT), is responsible for the research and development of an engine range that powers the products in the group and extends its reach across the automobile, light, medium and heavy commercial vehicle divisions for on-road and off-road application, as well as agriculture, marine and power generation. The remaining division in the group is that of CNH Industrial Capital Finance, providing an overview of financial services for each of the various companies in the group.
“CNH Industrial has a flexible and versatile range of products adaptable to virtually any transport task, anywhere in the world,” said Ron Grasso, head of Corporate and External Affairs for CNH Industrial in Australia and New Zealand. In an exclusive interview with PowerTorque, Michael Jonson, managing director of IVECO Trucks Australia Limited, provided a personal insight into the company’s future plans for the Australian market. Mr. Jonson moved into the role of managing director at IVECO Trucks Australia from a previous position with CNH Industrial Capital. He believes that much of the potential growth for the brand may well be driven through developing and promoting joint synergies with the other divisions within the group. “Instead of operating all these divisions as single entities we need to encourage them all to work together. To consider how a truck operator with links to farming operations might benefit from an introduction to Case New Holland and, conversely, to recognise that a farming or agricultural business needs trucks to move its products. PowerTorque ISSUE 63
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FEATURE
THE
BIG BA A Euro VI Actros with 625 hp and a tri-drive makes for interesting reading
It’s
customised to haul 250 tonnes and it comes from global giant Mercedes-Benz. That’s what is on offer in the heavyduty Actros SLT and Arocs SLT trucks range for 2015. Both products have been developed for the European market to haul loads like wind turbines and blades as well as for use in general heavy haul work. There’s no such thing as a standard spec’. Each of the big SLT versions of either the Actros or Arocs has to be fitted with stronger frames, additional axles, highly efficient cooling systems, a special clutch to help get the truck moving, and a high-performance braking system. The fundamental difference between the Actros and the Arocs SLT models is based on the former having air suspension and the latter running on steel spring suspension. Production is centred at the Mercedes-Benz plant in Molsheim, France, which serves as the base of Custom Tailored Trucks (CTT). 76 PowerTorque ISSUE 63
The three or four-axle prime movers feature Euro VI technology and are powered by the new 15.6-litre, OM 473 six-cylinder inline engine with 460 kW/625 hp of output. The maximum torque is 3,000 Nm. The 16-speed PowerShift transmission, which is unique to the SLT, features a retarder and engine brake that have a combined braking power of 720 kW (979 hp). The air-sprung Actros SLT is available with the GigaSpace and BigSpace cabs measuring 2.5 m in width. The steel-sprung Arocs SLT, based on the Arocs Grounder, is also available with the BigSpace cab as well as the StreamSpace cab measuring 2.3 m in width. In terms of drive configuration, number of axles and wheelbase the air-sprung Actros SLT is available as a 6x4 and 8x4 in wheelbase alternatives of 3,400 mm and 4,000 mm. The Arocs SLT increases those options to 6x4, 6x6, 8x4, 8x6 and 8x8 with wheelbases from 3,300 mm out to 4,850 mm.
THE BIG BANGER FROM BENZ
ANGER FROM
BENZ The Mercedes-Benz OM 473 with its 460 kW (625 hp) of output at 1,600 rpm and up to 3000 Nm of torque at 1,100 rpm operates with full Euro VI compliance using the Mercedes-Benz BlueTec 6 system that requires AdBlue/Diesel Exhaust Fluid (DEF). Around 2500 Nm of torque is available from just above idling speed on all variants. The turbo-compound technology behind the OM 473 includes a second turbine downstream of the exhaust gas turbocharger. To achieve a further increase in efficiency, this second turbine uses the energy, which is still available in the exhaust gas after passing through the turbocharger. The power recovered from the energy contained in the hot exhaust gases is transmitted via a shaft and a hydrodynamic clutch to the engine’s gear drive, and thus directly to the crankshaft.
The four-axle variants form the core of the range. In this configuration the maximum gross vehicle weight is 41 t, while the individual axle loads (from front to rear) are 9, 8 and 2x13 t. For export markets, the Arocs can be plated for a GVW of 48 t as an 8x8 version. For operators looking for total truck and trailer weights of up to 120 t in predominantly easy-going terrain, the SLT is also available as a semi-heavy version without turbo retarder clutch and without an auxiliary radiator system. The GigaSpace cab boasts up to 2.13 m of headroom, with the steel-sprung Arocs SLT available with the BigSpace cab offering 1.99 m of headroom. Beds are 750 mm wide and up to 2200 mm long. A second bed of similar size is optionally available on the upper level.
In similar fashion to the Detroit Diesel DD15 and DD16, the turbo-compound system provides more spontaneous engine response right from the low rev range. At the same time, the system also results in fuel savings when operating at the high loads. The supercharged decompression engine brake on the OM 473 known as the “High Performance Engine Brake” activates in two stages via the right-hand steeringcolumn lever. The engine brake attains an output of up to 475 kW (646 hp). The Mercedes G 280-16 transmission with PowerShift automatic gearshift is claimed by Mercedes-Benz to be the only 16-speed transmission available in a heavy haul prime mover. Ratios of 11.70 in first gear and 0.69 in top gear result in a large spread of 16.96. PowerTorque ISSUE 63
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FEATURE
FORKTORQUE TORQUE THE POWERTORQUE GUIDE TO NEW DEVELOPMENTS IN MATERIALS HANDLING
It's
amazing whom you meet on an aircraft. A recent flight to Europe from Seoul to attend the IAA Show found me sitting in the centre of a group of forklift manufacturers, dealers and customers from Sweden. With 13 hours to fill, it wasn’t long before the attraction of the in-flight entertainment began to wain and the topic of conversation turned to… you guessed it, forklifts and telehandlers. Such was the enthusiasm amongst the passengers that I soon started learning more about the subject than I would have thought possible. While a casual observer might presume one forklift unit is much the same as the next, that’s obviously not the case. So convincing was the argument in favour of one design when compared to another that it made me realise this was a section of the industry that PowerTorque has largely ignored to date. To correct that error, welcome to the first editorial feature on materials handling equipment. We hope that ForkTorque will grow to become a regular inclusion in each issue, joining TrailerTorque and developing its own readership base in a section of the industry that obviously works closely with all facets of transport. As a tribute to the Swedes who prompted the foundation of ForkTorque, we will start this new section with a look at Swedish manufacturer, Semax. Founded in 1986 in Solvesborg, Sweden, the first Semax unit boasted a six-tonne lift capability. Within 12 months designs had been modified to include the first telescopic forklift in the range, with the hydraulic extension integrated within the arm system. In 1990 the company won the Swedish Industrial Forklift Award for producing a model for the counterweight truck of the 21st century. In that same year, Semax delivered its first LPG-powered unit. Three years later it added its first one-armed design, and by 1999 it was producing a range of battery-powered units, adding a 15 tonnes rated battery-powered unit in 2002.
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Sweden’s Semax unit gives the operator clear vision and faster response time.
By now you might be wondering just what makes the Semax unit notable when it comes to a global product comparison. That’s a simple answer, as even a brief look at the design shows its innovation by placing the operator at the front of the unit with a clear view of the working area ahead of, and to the sides of the forklift. Semax gained its second Swedish Industrial Forklift Award in 2000, with the judges stating: “The design with the lift mast behind the driver’s cabin ensures good visibility to the front, and, above all, an excellent view of the load. “The design with telescopic arms enables substantial time savings to be made when loading and unloading from one side. An additional advantage of the telescopic arms is seen when depth stacking. From the driver ergonomics angle, the truck is exemplary in the medium-sized counterbalanced truck segment.” The Semax units are certainly versatile, capable of handling paper and steel as well as standard palletised loads and operating from one side, thus allowing more vehicles in the loading area, with the added benefit of faster turnaround time.
FORKTORQUE The Semax “PaperMax” is a telescopic forklift and can load and unload from one side, from the ground or a ramp, without the need for a pantograph or spacer. The integral reach means paper reels can be placed or retrieved precisely and safely, to and from a designated location without moving them on the platform. This reduces fuel consumption and operating times, which also means less truck wear and tear, increased safety, and more efficient operation. The same features and benefits of fitting telescopic arms and being able to load or unload from one side of a trailer or truck body apply equally to the “SteelMax” version for steel rolls. This compact, telescopic forklift from Semax can handle more of a specific commodity, such as paper or steel, in a smaller working area. Its functions and equipment demonstrate how it has been developed with the focus on reducing goods damage, while increasing safety and more efficient operation. The 2.5-metre extended reach makes the telescopic forklift from Semax unique. As Anette Saleskog of Semax dealership, Ottoson Truck AB, told ForkTorque: “Our main target market is all paper handling companies (such as paper mills, paper logistic centres, printing and packaging companies). In addition we also target steel handling, board handling and automotive industries. “Our latest design is an electric 12-tonne model. This unit was manufactured for the Scania truck manufacturing centre and features a turnable driver’s compartment, which is available as an option on all models from 9 to 15 tonnes.”
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TRAILERTORQUE
PALLETIS
PERFECTION recent involvement of TNT with the introduction of some of the first Euro VI trucks operating on Australian roads resulted in Scania P450 prime movers being brought into the fleet coupled to brand new Krueger trailer sets.
THE
As PowerTorque reported in the December issue, there’s every indication that the already good fuel economy for which Scania is renowned is up for further improvement as these prime mover and trailer combinations get some more kilometres under their belt. The Euro VI technology benefits are something that PowerTorque will be monitoring closely, but in the lead up to further testing we thought it would be interesting to take a closer look at the technology included in the Krueger trailers they’ll be hauling. Krueger manufactures two types of curtainsiders, the straight chassis and the drop-deck (including the double drop-deck) chassis and these designs can be augmented by a large array of further options. Supplied as a straight or drop-deck chassis, the Kurtainer choice lies with 45’, 48’ and 53’ units, 24’ “A” lead and 44.6’ “B” rear curtainsiders. Buyers can choose from a wedged roof or a pop-top and the convertible Kurtainer is able to operate with roof heights of 4.3 m and 4.6 m. The design is highly flexible and buyers can choose whether to have chain driven or roller floors, cargo track, centre wall dividers, aluminium gates, racking systems and mezzanine decks. There’s also the choice of whether to rely on load restraint certified curtains made with lightweight, high-strength carbon-fibre sections integrated into the curtain structure or to fit the Krueger Slide-A-Gates load restraint system, which is rated to 27 tonnes payload on a typical 45’ curtainsider. While the construction of the trailers is relatively standard, it’s the technology incorporated into the trailer running gear of axles, suspension and braking systems that brings the equipment into focus, especially with the new legislative requirements of ABS or load proportioning braking system on all trailers manufactured after January 1st this year. Although the first of the trailer sets for TNT was delivered prior to the end of 2014, the specification is matched to the latest requirements for 2015 and beyond.
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The suspension and axles chosen for the new trailers are all supplied through BPW Transpec, offering electronic braking systems (EBS) as a superior alternative to that of ABS alone. The EBS system features the Trailer Monitor and this provides a highly valuable information resource to the operator. As well as recording the kilometre distance travelled by the trailer it also reports on the timing for scheduled servicing, indicates fault code occurrence and identification and can also estimate the approximate weight carried on the trailer. BPW was the first manufacturer to introduce a fully integrated axle, air suspension and braking system – all designed to work in harmony with total component compatibility and performance. BPW provides a range of air suspension designs that are optimised to suit a large variety of operating conditions. The latest BPW Airlight II range suits highway conditions and supersedes the AL and SL range. The heavy-duty range of O, OM and OT models covers the more extreme road condition applications and for axle loads up to 12 tonnes. BPW also offers an extra heavy-duty suspension with axle loads up to 14 tonnes for mining applications. Available with either BPW air operated disc or drum brake technology, the ALII Highway series suspensions feature mono-leaf 70 mm wide trailing arm springs, pressed hangers, webbing sling axle restraints (wrapped around the shock absorbers) and are supplied as standard with BPW type 30 or 30K airbags.
PALLETISED PERFECTION
SED Krueger’s Kurtainer trailer sets with BPW running gear give TNT the flexibility it needs for single, double and triple-trailer versatility The new trailing-arm suspension design provides greater roll stiffness and although the tare weight has been reduced, strength has actually been increased. The system provides excellent stability characteristics and optimum roll resistance together with a reduction in tyre wear due to the axle control of the steel-rubber-steel bushes. BPW air suspension systems offer a raise-and-lower system that enables the height of the trailer to be matched to various dock levels, facilitating the ease of access for loading and unloading. As part of the suite of options available with Transpec MultiVolt EBS the raise/lower system can be programmed to automatically reset to the correct ride height on the first application of the trailer brakes. A further optional benefit for EBS equipped multi-axle trailers is the availability of axle lifting, with side lift, centre lift or double booster style side lift configurations. Dependent on the trailer application this feature can be installed on up to two axles within the tri-axle grouping.
Close coupling with good aerodynamic profiling maximises fuel economy.
TRAILER TORQUE
97
TIME TRAILERTORQUE
FOR CHANGE When a long-term contract suddenly comes to an end, it triggers a rethink of what comes next
The
sudden closure of a small NSW mine swiftly brought to an end an 11-year contract for Welby, NSW-based, Trevor Dyson and other local subcontractors.
“I had just taken delivery of a brand new Western Star 4900FXC to replace my existing Constellation, so I effectively had two trucks and no work,” said Trevor. As with all the most positive of outlooks, as one door closes, another opens, giving Trevor fresh ideas and the opportunity to actually expand. With his new truck parked in his driveway Trevor was invited to work as a subcontractor with GLS Transport, a local business run by a long-time friend, Garry Stafford.
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TRAILER TORQUE
“I had worked for the family a long time ago and have the highest respect for their operation. The opportunity to once again work together was ideal,” said Trevor. Although the new 4900FXC had been ordered to work as a prime mover with a tri-axled single semitrailer, it was easily switched to the different configuration of a rigid tipper, without the need for any major chassis modifications. With a new contract lined up, Trevor ordered a rigid tipper body from Tefco Trailers of Goulburn, together with a matching quad-dog tipping trailer. The advantage of purchasing trucks at the top of the weight spectrum is that they provide the flexibility and versatility to work effectively in a variety of configurations.
Using the 4900FXC as an example, with a maximum GVM of 110 tonnes this is a truck that can work as a prime mover hauling single trailers, B-doubles or road trains, in bulk haul or in general freight. It can also work in rigid truck and dog trailer work with quad-dogs or five and six-axle drawbar trailers. When Trevor bought his previous Western Star in 2007 it was the first to be delivered in Australia that featured the Hendrickson Primaax 46-160 suspension. Trevor has stayed with Primaax suspension in this latest model, also choosing the 7.3-tonne-rated Meritor front axle on parabolic spring suspension. A Wabco anti-lock braking system is fitted to both units with self-adjusting automatic slack adjusters.
TIME FOR CHANGE
Common to both Western Stars is the choice of engine and drivetrain, with the 600 hp Cummins Signature EGR engine matched to the 22-Series, Eaton Roadranger 18-speed manual transmission. The diff’ ratio in both vehicles is 4.33:1. “Back in 1996 it was Tefco that built my first trailer. In those days, Danny Hogan was an apprentice welder, and today he is the manager of the Goulburn factory. Danny and his team have always provided excellent service and I was very comfortable returning to them for the new combination,” said Trevor. “I like the product, and anything I wanted was never any trouble. I like using creased sidewalls in the bodies as it takes the chatter out of the sidewalls when empty. I wanted Roc hoists at 42 tonnes in the trailer and 30 tonnes capacity for the truck. The power take-off is from Powauto of Narellan. “Hendrickson’s one-million kilometre warranty for wheelends was a major drawcard for choosing Hendrickson axles and Intraax suspension for the trailer. The wheel ends are fitted with wheel end monitors to indicate bearing wear. I stayed with air-operated drum brakes with automatic slack adjusters and ABS. “I thought of EBS, but there was no great advantage unless I went to a five-axle dog. It becomes viable then to lift one of two axles off the ground. If your work is 50 percent empty they pay for themselves. “As much as half of my day can be on dirt roads or off-highway, and this leads me to prefer drum brakes. In my view, disc brakes suffer from additional wear rates on pads and rotors when much of the use is off-road,” he added.
Above: The battery boxes were repositioned to match the leading edge of the tipper body and include circuit breakers for the tarp system and tipping lights. Below: Hendrickson axles have a one million km warranty and are fitted with wheel end monitors to indicate bearing wear.
At Trevor’s request, the battery boxes on each side of the new 4900 were moved forwards to line up with the leading vertical edge of the tipper body. This move enabled Trevor to gain sufficient space on the chassis rearwards of the battery boxes to enable the fitment of a stainless steel toolbox. Under PBS approval, Trevor’s rigid tipper and quad-dog trailer combination has a GVM of 57.5 tonnes and a tare weight of 19 tonnes.
TRAILER TORQUE
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