ISSUE 65 JUNE/JULY 2015 RRP: $8.95 (NZ $9.95)
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AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE
TRUCK SHOW SPECIAL - BRISBANE & USA
DRIVEN
TEAM PLAYE I have done a lot of cool stuff in my job as a truck driver, from concert tours to loading a Japanese rocket at the Woomera range, and I’m always keen to add to the list. I was lucky enough to be asked on a very different kind of trip recently. The need to get their cars back from Barbagallo Raceway in Perth to the workshop in Brisbane, in a big hurry, meant the Red Bull Racing Australia V8 Supercar team was in need of a two-up driver, and for whatever reason the call came to me. I don’t know either, but I was chuffed at being asked. This would be a trip full of Aussie icons – the V8 Supercars, the Nullabor Plain, the back of Bourke and the Aussie idea that 4500 km can be covered in two and a half days. In preparation for the drive, which would start Sunday night, I travelled to Perth on Saturday. Having enjoyed the atmosphere around the team garage for the weekend, it was interesting to watch as the team packed down and prepared to load the transporter for the long trip back to base. Following the last of the V8 Supercar races, the team worked together to transform the pit garage from a fully functional workshop into crates ready to load onto the truck. The whole process, from when the packing started to having the truck loaded and ready to go, took just over two hours.
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There is a place in the truck for everything, and while full-time transporter driver, Warick, sorted the A-trailer, the team’s mechanics and technicians took care of the B-trailer. The equipment in the garage makes up most of the load in the B-trailer, and, having loaded it many times before, the guys are well versed on how to best fit the load together to minimise the risk of damage. Up front on the A-trailer, the load consists of tyres, wheels and spare parts along with a few extra items, like the marquees used for tyre storage during the meet. Again, the loading procedure is well rehearsed, and not only ensures a good fit, but also good weight distribution for safe travel.
It’s the dream job that every truckie imagines might come their way, driving a high value, highly visual race team transporter. The IVECO Stralis proved to be a strong performer in this type of application, with its 560 hp Cursor engine matched to a 16-speed, ZF AMT.
TEAM PLAYER
Dave Whyte takes the wheel of the Red Bull Racing australia Team transporter for the run from Perth to Brisbane
ER The stars of the show, the number 1 and number 888 Holden Commodores are the last things loaded, and fit in the top of the B-trailer. With these on board, it was time for a short team debrief before everyone headed for home. For most of the team, it was a four-hour flight, but for Warick and myself it was a two-and-a-bit day drive. That drive would be aboard one of the team’s two IVECO Stralis AS-L prime movers, which are tasked with the job of moving their equipment and cars around the country for race meets and sponsorship duties.
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TRUCK SHOW
THE
A-Z OF NEWS
& VIEWS BRISBANE
turned on good weather and a great hospitality for the bi-annual truck show, and once again showed that it can stage a world-class event. The Brisbane Convention and Exhibition Centre can be proud of its achievement, due in no small part to the politeness and capability of its staff. Good humour prevailed throughout the event, and this contributed to everyone PowerTorque met being enthusiastic about the show and very complimentary.
A FOR ACTION AUTO ELECTRICS Serving Australia’s largest fleets for over 40 years, the company provides a 24/7 service for account customers such as Linfox, Followmont Transport, Toll/NQX and Qld Fire and Rescue as well as supplying a wide range of aftermarket parts at wholesale prices.
C FOR CAT The latest addition to the CAT trucks range is the CT630HD 6x4 prime mover with 56-inch sleeper aimed at the road train triple-trailer market. Designed for on-highway application at gross weights up to 130 tonnes (with application approval) but standardising at 120 tonnes, it heads up the range as a big brother to the CT630LS that’s rated at 110 tonnes, and extends down to the CT610. Power remains with the CAT C15 engine at 550 hp and 1850 lb-ft of torque, and for the CT630HD the front axle rating increases to 7.3 tonnes, running with a Meritor MFS73 beam axle with a narrow track dimension to suit wide profile 385/65R22.5 steer tyres. L-shaped inserts for the chassis rails increase strength while at the rear you’ll find Hendrickson Primaax EX air suspension.
C FOR CUMMINS The new 12-litre ISG engine is one of the lightest in the market, at just 860 kg, and offers 500 hp with 1700 lb-ft of torque. Due for release in 2016, following further field tests, may see this engine’s first application in an International brand product.
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It’s certainly likely to be a pivotal engine for Cummins as it prepares to do battle with the increasing number of 13-litre options available.
THE A-Z OF NEWS & VIEWS
D FOR DETROIT The axle business has joined the engine and transmission businesses and now everything is branded as Detroit – plain and simple. New for 2015, with the DD15 engine range, are extended oil drain intervals, out to 60,000 km and an extension of the regeneration requirements out to 20-hour frequencies.
D FOR DAF This Dutch manufacturer has finally brought its latest LF range to market, but left the Euro 6 option back in Europe, preferring to offer the new cab with the existing Euro 5 powerplant. Available in day cab and sleeper, it’s a good looker with a great pedigree. The flagship XF105, rated at 70 tonnes, comes with all the Euro safety features but offers a North American back end with Meritor axles and Air-Glide suspension. Power comes from the PACCAR MX engine, which also now fits under the conventional bonnet of the Kenworth T-Series.
F FOR FOTON This Chinese brand gains some traction through its distribution by ATECO, aided by the fact that its GM Alex Stewart knows this light-duty segment intimately and is profiling the range to achieve maximum suitability. Powered by a strong and impressive Cummins diesel, with a five-speed ZF manual gearbox, an Allison automatic is due for release shortly. Available pre-bodied as a factory tipper or tray back, buyers can also opt to have their own bodywork selections.
D FOR DENNIS-EAGLE The Elite 2 is a 6x4, dual-control, featuring a RunWise hybrid hydraulic drive system developed by US company Parker Hannifin. Turning to Hybrids can save up to 50 percent on fuel, boost productivity by up to 15 percent and make a big impact on your balance sheet. PowerTorque ISSUE 65
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CLEAN FEATURE
AND GREEN
Just what difference can Aussie operators expect when moving to Euro 6 from Euro 5 – PowerTorque finds the answers
While the introduction of Euro 6 emissions regulations may be some way off in Australia, many manufacturers are happy to hold off on introducing the new technology to our local market. This is, in a lot of cases, not due to the fact that they don’t have the product to offer, but more to do with the increased sale price and concerns over efficiency.
equipment may be higher, it was the running costs that were of interest to TNT’s national fleet manager Kurt Grossrieder. “As a company, we are conscious of the environment and believe Euro 6 is the way to go, but it has to make sense financially,” he said.
It is also worth pointing out that, for the most part, Aussie operators are not demanding Euro 6 products, likely for the same reasons. While the results from Euro 6 engines in European operating conditions have been fairly positive, there seems to be a fear within the local market that Euro 6 would create more problems than it would solve in Australian operations.
The idea was simple, we would take two trucks – one Euro 5 Scania P440 and one Euro 6 Scania P450 – loaded to the same weight (within 40 kg), on the same route, on the same day. This would mean the same weather and traffic conditions, eliminating environmental differences. We would also rotate three drivers between the trucks and use cruise control where practical to eliminate any driver influence on the results. By doing this we could accurately compare the performance and efficiency of the two, and verify the difference in real world conditions. Consider us the MythBusters of the trucking world.
One local operator, TNT, has bucked the trend and opted to try out the latest technology from Europe. The company recently enlisted the help of PT editor Chris Mullett and road test editor Dave Whyte to try and determine exactly what Euro 6 would cost their business by way of variations in operating cost. While the purchase price for Euro 6
The differences between the two prime movers were very few. In fact, from the outside the only noticeable difference was in the badging. Inside the cab, it would be impossible to tell the difference. Underneath the cab is where the big difference lay, though to the untrained eye it may be hard to see a difference here either.
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CLEAN AND GREEN
The Euro 5 P440 is powered by a 13-litre engine, which delivers 440 hp (324 kW) and 2300 Nm (1696 lb-ft) of torque. This engine uses a single stage turbocharger and selective catalytic reduction (SCR) to achieve Euro 5 compliance. The Euro 6 P450 is also powered by a 13-litre engine, in this case making 450 hp and 2350 Nm (1733 lb-ft) of torque. The Euro 6 version, however, uses both SCR and exhaust gas recirculation (EGR) to reduce emissions even further. It is interesting to note that an engine can achieve cleaner emissions and more power at the same time. The doubters would say that it might use more fuel to achieve this – they would be wrong.
Leaving Erskine Park, in Sydney’s west, on a rainy Saturday morning meant traffic conditions were light for the journey out of town. Given our want to change drivers frequently, and the need for coffee, it was decided that Marulan would be a good stop for our first driver swap. The drive to Marulan took 1 hour 51 minutes, with much of this time spent climbing up hills into the Southern Highlands. Even so, both trucks achieved respectable average speeds of 84 km/h (Euro 5) and 85 km/h (Euro 6). Over this distance, the fuel consumption varied slightly, with the Euro 5 coming out on top at 53.11 l/100 km versus the Euro 6 figure of 54.64 l/100 km. Having swapped drivers, we left Marulan with our sights set on Holbrook for lunch. By the time we hit Holbrook, the trucks had been running for 5 hours 32 minutes (Euro 5) and 5 hours 28 minutes (Euro 6) and had covered 489 km. Having now had two different drivers in each truck, the fuel figures had evened out to be remarkably close at 47.41 l/100 km for the Euro 5 and 47.14 l/100 km for the Euro 6. Both had averaged the same speed of 89 km/h for the journey so far, so the competition was very tight. Just as importantly, there was no difference between driving the two. Having refreshed and refuelled,
we headed out to tackle the next leg to Euroa, with another driver rotation meaning by the time we got there we would each have driven both trucks. Our stop at Euroa continued the trend of close results. With the same four-minute time difference, which we had put down to idle time and one set of traffic lights in Sydney, the two trucks were still tracking at the same average speed of 89 km/h. The fuel figures had tightened up yet again with the Euro 5 averaging 45.96 l/100 km and the Euro 6 46.16 l/100 km.
Having had three drivers in each truck, the fuel figures were within 0.2 l/100 km of each other, which translated to 1.3 litres difference, in favour of the Euro 5, over the journey so far. The last leg into Melbourne, around two hours from Euroa, was fairly uneventful. The drivers were chosen on their knowledge of the destination, and how to get there. Cruising into Melbourne on a Saturday evening saw the two trucks again stay together, with no difference in performance being evident. Having arrived at TNT’s depot in Laverton, the testing was done and the results compiled. Remarkably, despite the difference in power and emissions technology, the two units had averaged within 0.17 l/100 km of each other. Again the Euro 5 came out on top, with a result of 45.5 l/100 km while the Euro 6 returned 45.67l/100 km. That’s an astonishing result over 886 km and ten hours of driving. But the story doesn’t end here. Given that both trucks use AdBlue as an emissions control measure, we need to take into account the consumption and cost of this when considering operating cost. PowerTorque ISSUE 65
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g n i Go
FEATURE
Caterpillar exercised its off-road muscle and for a very limited period came into the Navistar family. Then, almost as suddenly, CAT withdrew its funding, packed up its bat and ball and went home to Peoria, Illinois, staying with what it knows best, the off-highway and earthmoving segment.
L A N O I T A N R E INT
In the Australian market, that left the CAT Trucks brand to create the illusion that harmony existed at all levels. In particular, there were relationship problems with disaffected ex-Cat on-highway operators for whom CAT Inc. had showed its lack of care and concern when it left the market without so much as a fond farewell or a thank you.
o the t g n i n r is retu ome others). d n a r b l iona and closes s Show t a n r e t n at the I new avenues (America Truck h t n o i t irma et opens up om the Midf n o c e h T mark t reports fr n a i l a r Aust hris Mullet C
Life
through the past decade has certainly been interesting for the Navistar Corporation and its flagship vehicle brand of International Trucks.
Management decisions that defied logic through the past ten years saw the corporation bleed internally. This was the result of compounding actions that saw the company lose sales when it removed the availability of Cummins engines. Things went from bad to worse rapidly as the company then pursued a programme to stay rigidly with EGR-only emissions solutions.
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Even as CAT Trucks launched its opening salvos at an expansive event in the shadow of Ayers Rock, rumours were circulating in the background that CAT lacked the commitment to create a unique brand and was considering pulling out on the eve of its creation. While the CAT Trucks brand was doing its utmost to create a presence in the Australian market, back home in North America Navistar was fighting for its own survival and breaking back into the market as a standalone brand.
GOING INTERNATIONAL An almost complete change of executive team saw sanity return to corporate governance. Under the control of Troy Clarke as CEO, replacing the previous team of Daniel Ustian and Dee Kapur, steps were put into place rapidly to reintroduce Cummins as an engine option and to re-engineer the MaxxForce engine range with emissions solutions developed by Cummins. As Navistar regains ground globally, with operations in the US, Canada, South America, Europe, Africa, Russia, the Middle East and China, the focus for 2015 is to concentrate on promoting the International brand. International Truck is Navistar’s flagship vehicle brand and offers a complete line-up of integrated vehicles ranging from Class 4 to 8. All International branded vehicles are powered by proprietary MaxxForce branded engines, offered in both diesel and natural gas for select applications. Cummins provides the remaining alternatives for higher horsepower requirements such as with the ISX.
The interior of the ProStar is class leading and with a Cumins ISXe5 under the bonnet it’s an attractive proposition.
In the Australian market it has now become clear that the International Truck brand will once again be seen on our roads, with Navistar Auspac using the Brisbane Truck Show to display the International ProStar, complete with Cummins power. Sharing space in the main hall with the International was of course the range of CAT Trucks. A look under the bonnet revealed the traditional CAT C15 engine, settling in for road train application alongside the C13 litre (MaxxForce N13-litre) engine for on-highway application. It remains to be seen at what level International Truck returns to the Australian market, whether it confines its presence to the ProStar or adds other models such as the DuraStar, WorkStar and TerraStar. Despite its obvious appeal for selective owner/driver application,
according to a company spokesperson the LoneStar will not be making an appearance in Australia as part of the International line-up. In its home market, the ProStar is packed full of the latest technology and is the first full-line truck available on the North American market with the all-encompassing Bendix® Wingman® Fusion™. “We’re committed to providing our customers with industry-leading technologies and bringing them to market quickly,” said Denny Mooney, Navistar senior vice president, product development. “Being the first to introduce the Bendix Wingman Fusion to our heavy-duty line-up is an important step toward that goal.”
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FEATURE
IT S
no secret that the Penske organisation has made a big move into the Australian truck market in the last twelve months. Having bought the Australian division of Detroit Diesel, and taken over the import and distribution of Western Star, MAN and Dennis Eagle trucks, the organisation has made a big investment in the local industry. Well, we might consider it a big investment, but when you take into account the sheer size of the Penske organisation, it could be seen as more of a strategic move by the automotive giant. To put things in perspective, the Penske organisation is one of the largest automotiverelated companies in the world, with annual turnover of over $19billion, and more than 39,000 employees worldwide. The range of companies under the Penske umbrella include automotive retail (including the largest car dealership in the world), truck rental and leasing, transport and logistics, component manufacturing and, of course, motorsport.
THE
It would seem that Penske has come to Australia with big plans. Through the acquisitions mentioned above, the organisation has set itself up nicely for a strong future in this country. With Western Star, MAN and Dennis Eagle being established brands on our market already, and Detroit Diesel engines having a long and successful history here, the company can focus more on growth than market acceptance. With a company-owned dealership in Brisbane, and MTU Detroit Diesel service centres across the country, Penske can boast a strong service and support network from day one, without the need to build its company from the ground up. Given the nature of the business in America, it was no surprise to hear of Penske starting a truck rental and leasing operation here in Australia. Worldwide, the Penske leasing and rental fleet includes more than 210,000 vehicles, from small moving vans to prime movers. With this sort of experience in the field, it would seem that Penske has a lot to offer Aussie operators, whether you are looking for a short-term rental or a whole-of-life lease package.
Dave Whyte finds out how Penske Truck Rental intends to establish a point of difference
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THE PENSKE EXPERIENCE In the interests of finding out just what it is that makes this segment of the Penske business so successful, I headed out to rent a Penske Truck Rentals MAN for a trip from Brisbane to Wyong, just north of Sydney. With very little experience in renting trucks, I had only a vague idea what would be involved in my side of the deal, and absolutely no idea what I should expect in the way of service from the rental company. Having been through the car rental process before, I was also expecting the most basic of trucks for the job, as we all know the unwritten rule of how to treat a rental (drive it like you stole it).
I have to say though, that the experience was far from what I had expected, in terms of the service and the vehicle. On arrival at the Brisbane Truck Centre dealership in Rocklea, I was greeted by Adrian Beach, general manager of Penske Truck Leasing. Adrian explained the paperwork process, including having the ability to sort out payments and insurance notes before pickup. “This allows us to get our customers straight back out on the road in minimal time” he said. “For repeat customers, we can keep a driver’s details on the system, saving even more paperwork. Then it’s just a case of making sure his or her licence is valid, checking the truck for any pre-existing damage, and away they go”. With paperwork in hand, it was then time to inspect my rental, in this case a MAN TGS 26.540, for any damage. Being brand new (168 km on the clock), the chances of finding any damages were slim, but still, in the interests of covering myself, it was worth a look. While I did this, I discussed the rental fleet with Adrian, who told me that, “At this point, we have around fifty trucks on our rental fleet in Australia, and we’re at 100 percent utilisation.” He went on to explain, “We offer a variety of trucks. We have the European style cab-over MAN units, which are very versatile, and suit either the local or long-distance customers. We find though, that most long-distance renters prefer the bonneted Western Star prime movers.
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FEATURE
The
INTERNA Navistar changes its emphasis to promote the International brand as the company gradually improves its performance – Chris Mullett reports from the Mid America Truck Show (MATS) in Louisville, Kentucky
FROM
all accounts, Navistar is very much back on the road towards recovery.
Under the guidance of ex-General Motors executive Troy Clarke, the current management team has spearheaded a major change in the performance of the company, once again establishing a future direction that appears not only to be viable in the long term, but one that is gaining support from the dealer group and customers alike. For the North American market the focus for the coming year is to remember that while Navistar may be the generic term for the company, the brand is purely that of International. Some of our readers may remember our coverage of MATS in 2013, when we interviewed Chris Ito, director of design for Navistar. The objective at the time was to review the Horizon concept vehicle, the first stage in the move by Navistar to create a cohesive and individual appearance for the brand. By linking together the design cues across the various products and consolidating them into the Horizon concept truck, it created a design synergy that would carry the different products forwards as a family, rather than a collection of individuals. “As we were working with our marketing team, planning for the new International display for MATS this year, there was a focus on promoting ‘International’ as a brand and showcasing the new ES (Efficiency Spec) ProStar,” said Chris Ito. “Design is primarily thought of as how the exterior and interior is laid out and shaped. The attention to detail for colour selection and graphic shape is every bit as important as shaping new products,” said Chris. “A successful paint and graphic design must compliment the shape of the body and result in an appealing appearance that ‘stands out’ from the crowd. From a design perspective, colour choice and paint scheme development must work hand-in-hand with the overall display to provide continuity and harmony. “Since the ES show truck was planned to be a primary feature vehicle, the new ‘ES Pearl White’ colour provides contrast to the rest of the display vehicles. This colour, along with the positioning, provides a focal point of this new ‘signature vehicle’ from a distance. “The iridescent pearl-effect paint provides a ‘contemporary’ and ‘technical’ look, creating a light, airy appearance that is consistent with the ‘ES’ message. The complimentary high-contrast graphics were finished in another new colour for International we call ‘Sunrise Orange Pearl’. 74 PowerTorque ISSUE 65
THE INTERNATIONAL FOCUS
ATIONAL FOCUS
This new colour was developed to leverage the orange colour in the International badge. This pearl-orange colour provides high contrast to the pearl-white colour of the vehicle. “The shape of the graphics was inspired by the airflow pattern from Computational fluid dynamics (CFD) studies done by our aerodynamics group. “The flowing ribbon shapes and large bold patterns were positioned carefully to create a sense of motion and visually break up the mass of the vehicle. Even the shape of the ES badges went through the same design review process. We wanted a type style that was very easy to read without appearing static, so we ended up creating our own font for the ES logo. “The way the E and S are tied together at the base, not only creates a unique logo, it also creates a badge that will have the letter spaced apart exactly as intended every time by avoiding free floating letters that could have spacing variance during assembly,” said Chris. One of the biggest challenges of the graphic layout was designing a twostage dimensional graphic over the organic shape of the ProStar to make sure the lines and broad shapes look pleasing in all viewing angles. Laying out the graphic pattern crossing over the MaxxPower batterypowered HVAC vent on the sleeper side wall was a particular challenge on it’s own. The curved sweeping line crossing over a grid of vents was about as diametrically opposed applications one could ask for. “It was the persistence and collaboration of our design team that pulled it all together, with Tak Lee the designer of the layout, Bill Miller the lead designer that worked with ‘Akzo’ our paint supplier in the development of the new colours, and Glen Durmisevich our exterior chief designer. And it looks so simple! That is truly the ‘art’ of our craft,” added Chris. The ProStar ES was certainly one of the most visually attractive trucks on display at MATS this year. For the onlooker it provides a clue as to how the company intends to use advanced design, especially where it impacts on improved aerodynamics, to result in fuel efficiencies. International claims the ProStar ES features industry-leading aerodynamics, the most fuel-efficient powertrain/transmission combinations available in the industry and a number of other advanced technologies. Together, these features enable the ProStar ES to achieve a total fuel economy improvement of 13 percent – and more than 2 percent improvement since its launch late last year. PowerTorque ISSUE 65
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TRUCK SHOW
The purple 1999 model Kenworth W900L of John Jakes (on right) was matched to a 2005 Utility 3000R trailer and won the “Working Combo” award.
There
are two events globally in the world of trucking that draw the interest of trucking enthusiasts. The first, for those with an interest in all things European, is the IAA Truck Show in Hanover. The second, which appeals to lovers of America muscle and bling, is the Mid-America Truck Show (MATS) at Louisville, Kentucky. The IAA event runs for eight days and attracts nearly 2,100 exhibitors from 45 countries and caters for 250,000 visitors. The MATS event draws from America’s population of 330 million, achieving just under 82,000 visitors for the exhibits from 1,064 companies based in 43 States, plus 14 overseas exhibitors.
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AMERICA ON SHOW This is definitely one example of competitiveness between Europe and North America where by sheer numbers it’s the European that win hands down against the long-held belief that everything in America is larger than life. There is, however, the benefit that everyone at MATS speaks English (at least a form of it), rather than at the IAA where there can be an interesting collection of different languages up for interpretation. Part of the appeal of the MATS event is of course the Pride and Polish collection of show trucks, where proud owners bring in a wide selection of immaculate prime movers to be judged for their appearance and appeal. It’s got to be said that while some of the trucks are amazing, in many cases these are trucks that only appear at competitive events, rarely turning a wheel on the highway under load. The MATS event was founded by Paul K. Young back in 1972, and the Pride and Polish contenders actually competed for the title of the nation’s best working-class truck beauty.
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TRAILER TRAILERTORQUE
TIME
AT THE
BRISBANE
In 2011, O’Phee Trailers became the Australian distributor of the French designed and manufactured BoXLoader. The lifting equipment is supplied direct from France and is assembled in Brisbane and mounted on an O’Phee trailer base.
Johanna Tinggee and Sharon O’Phee of O’Phee Trailers with Josephine Sastire of BoXLoader, who visited the show from France (L-R).
TRUCK SHOW
THERE
may not be enough floor space for a trailer manufacturer to park up an example of everything it offers to the market, but, as O’Phee Trailers demonstrated, if you can’t spread out, then the only way is up. And up they went, with trailers in the air and using the arms of its container self-loader to hold the company signage up aloft. The effort certainly worked for Sharon and Mick O’Phee, as once again this Queensland-based company took home the award for Outstanding Trailer/Body Manufacturer display. The stand display included the first of its four-axled PBS container skeletal trailers to go into service with Patrick Port Services in Queensland. With 12 units already manufactured, the spec’ of the SKQPBS design includes self-steering rear axles as well as lifting front axles. Sharon O’Phee told PowerTorque the design uses Hendrickson axles and suspension throughout and is available with either disc or drum brakes, dependent on operator preference. Another new design on show was a revised retractable container skel’ that features changes to the way the sliding mechanism operates so the unit can carry one 20 ft., two 20 ft. or one 40 ft. container more easily. 102
TRAILER TORQUE
The four-axled O’Phee PBS SKQPBS container skel’.
O’Phee’s float design carrying a tri-axle skel’.
TRAILER TIME AT THE
Thermaxx Truck Bodies’ years of research and development have paid off in the form of major orders from companies such as Woolworths for insulated bodies to be used in the home delivery operation.
BRISBANE SHOW
FTE was celebrating 40 years of manufacturing with a display that included its well-known fridge pans and this immaculate restored Dodge ice cream delivery truck.
The Thermaxx range extends from small ute-sized ready to deliver bodies, to 10-metre, fully customised bodies, with everything else in between. The company also supplies standard “Streamline” bodies for dry freight use. These are made from fibreglass reinforced plywood panels in a range of sizes from 4 to 16 pallets, with various floor, rack and tie-rail options.
Chris Barrett, sales manager with Fuwa K-Hitch (Australia), demonstrated the company’s latest powered landing leg option. The eLEG, the result of a joint venture with Razor, is not wifi operated at this stage in its development, but a suitable wifi unit is currently under development.
The O’Phee BoXLoader showing its involvement in the display.
“We manufacture the leg, but the control box side of it is manufactured by Razor,” said Chris. “The beauty of this is that it is a completely integrated unit with fast and slow raise and lower. A traditional landing leg has a gearbox cover. On this design, if you have a power supply issues, it converts to a standard manually operated landing leg.”
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TRAILERTORQUE
THE North American truck manufacturers are very forward thinking in some areas, with systems such as Bendix Wingman providing drivers with lane departure assistance, adaptive cruise control and radar identification of obstacles in the road ahead.
But the trailer market lags behind these levels of technology, as evidenced by the fact that although ABS is a legal requirement, there is still no specific date set for the introduction of Electronic Braking Systems (EBS) and rollover mitigation. The mandated inclusion of ABS also only applies to trailers under 60 tonnes, those above that weight being exempt, together with certain exemptions for multi-axle configurations. There’s also the odd and now somewhat quirky insistence of the North American market to stay with 12-volt electrical systems, even though the continuing advancement of trailer braking systems demands otherwise with a move to multivolt systems. Trail King Industries, a specialist trailer manufacturer from Mitchell, Southern Dakota and West Fargo in Northern Dakota, is a regular exhibitor at shows such as MATS. This year the company announced its re-entry into the steel end-dump category, known in the US as the steel half-round. Trail King Industries, Inc. is the leading manufacturer of open deck and materials-hauling trailers for the asphalt paving, construction, commercial hauling, agriculture, and specialised transport industries. With over 700 employees, Trail King manufactures over 40 different types of trailers, with load capacities ranging from 2.7 tonnes out to 450 tonnes. The company is supported by a network of almost 400 dealer locations across the US and Canada, in addition to marketing and selling its products to customers in South America, Europe, Asia and other locations around the globe. Rick Farris, VP sales and marketing for Trail King, introduced PowerTorque to the company’s latest product, the steel half-round.
TRAILERS
OUT
WEST
The North American trailer market lags behind Australia when it comes to technology and safety – A report from the Mid-America Truck Show 110
TRAILER TORQUE
TRAILERS OUT WEST
“We have been involved in this segment of the market before in the past. This time around we are really excited about that, and we’ve got the international resources and the design capability to really make this new design a success,” he said.
MAC Trailers and Trailstar showed the benefits of polished alloy trailers complete with a mirror-like finish.
The steel half-round end-dump is a project that has been under consideration by Trail King over the past few years. Designed to haul sand, gravel or demolition materials, the construction features abrasion resistant steel, inverted angle designed top rail and a high-lift tailgate. Improved stability and a maximised footprint are achieved with a lower centre of gravity. The ability to haul increased payload is a result of the 24” flat floor structural design. The design is not only suited for a wide range of cargo applications, but for each scenario it allows ease of operation, and superior loading and unloading through the dump cycle. “Trail King has never been a company that shies away from filling a need that the market demands,” said Rick Farris. “Extensive research has determined that the steel end-dump is an essential component of the materials-hauling industry’s current needs,” added Rick. Trail King’s new steel end-dump will offer the market a product with a low cost of maintenance and premium resale value. The steel end-dump is expected to go into production in the near future.
Other Trail King trailers on display at MATS 2015 included a hydraulic detachable gooseneck with hydraulic booster. This configuration is Trail King’s flagship trailer for supporting the construction market and is the preferred lowboy choice for hauling complex equipment. Features include a compact low-profile gooseneck design with extensive adjustability. The hydraulic booster uniquely conforms to every low and high on the road. TRAILER TORQUE
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SUBSCRIBE
TODAY TO MAKE SURE YOU DON’T MISS OUT ON YOUR NEXT ISSUE OF
SUBSCRIBE ONLINE AT
www.powertorque.com.au/subscription OR FILL AND POST THE FORM BELOW
ALSO AVAILABLE
IN DIGITAL FORMAT FROM THE ITUNES APP STORE, ANDROID MARKETPLACE, ZINIO.COM.AU AND pocketmags.com.au
www.powertorque.com.au Name: Telephone: Choose your Subscription:
Cheque/Money Order for the amount of
Address: OPT OUT E-LETTER
Email: $60.00 (12 months)
$60.00 (12 months)
$120.00 (24 months)
$120.00 (24 months)
payable to Motoring Matters or please charge my
Bankcard
Card holders name: Card holders signature: POST TO: Motoring Matters, Subscriptions Manager, PO Box 307, Mittagong, NSW 2575 *Offer Appliciable in Australia Only
Expiry:
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Visa
Mastercard