PowerTorque Issue 66 AUG-SEPT 2015

AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE

www.powertorque.com.au ISSUE 66 AUG/SEPT 2015 RRP: $8.95 (NZ $9.95)

SCRAP HAUL'S NEW T409 SAR WITH PACCAR MX 13-LITRE

NEW AUTONOMOUS PETERBILTS - EATON'S NEW ULTRASHIFT PLUS

FEATURE

AS

local communities develop and grow in size they also expand in their production of waste materials across a broad spectrum that includes, metal, wood and other recyclables.

While domestic waste remains the responsibility of local councils, the collection and disposal of recyclable products extends far further than local garbage services.

Scrap Haul Pty Ltd, of Loganholme, Qld, specialises in metal recycling and greenwaste recovery, and through its 24-year history the company has grown in proportion to the steady increase of excess materials that are produced by local communities. Recycling is built on population.

As Brisbane and the shires continue to expand, it results in, ‘the more people, the more waste’.

“It makes sense to stay with Kenworth, and in particular with Brown and Hurley, as the dealership is only five minutes down the road.

“Relationships with your local dealership are very important. Brown and Hurley at Yatala operates a day and night shift, five days a week plus Saturday’s, and I can always get any parts I need, even at 2:00 a.m. in the morning. It’s all a matter of service,” said John.

“My family was involved in dairy farming, but my ambition was always to run up and down the highway driving trucks,” said John McKenzie, managing director of Scrap Haul.

“My parents helped me get my first truck at the age of 20 by acting as guarantors when I bought an LNT9000, and I started off in the earthmoving business before driving interstate.

“Back in those days my Louisville was powered by a 300 hp Cummins, now you can have 500 hp minimum and drivers still don’t reckon they have enough power.

“I started running from Brisbane to Sydney for NQX, and then in 1997 I started carrying scrap steel.

My grandfather knew Ron Wanless, who was involved in the scrap metal business, and that was enough to get us a start, I’ve been carting scrap all the time since then,” he added.

The Scrap Haul fleet today comprises 25 prime movers, 90 percent of which are Kenworth in the form of T-Series and K-Series, with a couple of Western Stars, Macks and a Scania. Prior to 2007 the predominant engine choice was to use the Detroit Diesel Series 60, but with the decision

by PACCAR to cease offering the Detroit brand the engine choice changed to Cummins.

“I had no objection to the Detroit DD15 but I couldn’t get it in a Kenworth,” said John.

MAGNETIC

ATTRACTION Specialising in metal recycling has provided consistent growth over nearly a quarter of a century of trucking for Brisbane-based Scrap Haul

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MAGNETIC ATTRACTION PowerTorque caught up with John McKenzie together with Bruce Barnes, sales manager at Brown and Hurley’s Yatala branch, as John took delivery of the second of his two latest new Kenworth prime movers to join the Scrap Haul fleet.

With a GCM of 97 tonnes, the Kenworth T909 is a 50th anniversary Brown and Hurley special edition model powered by a Cummins ISXe5 engine producing 410 kW (525 hp) at 1,600rpm with peak torque of 2,508 Nm rated at 1,200 rpm.

Its immediate predecessor joining the Scrap Haul fleet was a 70 tonnes GCM rated Kenworth T409SAR, powered by the PACCAR MX 13-litre, which produces 375 kW (510 hp) at 1900 rpm. Peak torque of 2,500 Nm is rated at 1,410 rpm.

Both vehicles share similar componentry, with DANA 46-170 drive axles, front suspension by Kenworth leaf spring rated at 7.2 tonnes and the rears running on Kenworth Airglide 460 tandem suspension. The variations come in the form of the T409 featuring a DANA E14621 front axle versus the T909 with a Meritor MFS73LA. Likewise, the T409 has a rear axle ratio of 3.91:1 versus the 4.11:1 of the T909. The transmission is a Fuller RTLO20918B UltraShift PLUS AMT on the T409 and a Fuller RTLO22918B on the T909.

“In the Western Stars we run CAT C12s and C15s, while the MACKs have the current Volvo/Mack engine and I-Shift transmission.

“We are now running two PACCAR MX 13-litre engines at 510 hp in our fleet, one with the UltraShift PLUS and the other as a plain manual gearbox. So far there is a noticeable difference between the two, with the manual pulling better with more noticeable horsepower.

“When you compare the Cummins ISX at 600 hp with the MX at 510 hp, the instant difference is that of fuel economy. We have noticed an improvement in fuel economy with the MX ahead of the rest of the fleet by 0.2 km/litre and up to 0.5 km/litre better when compared to the EGR engines with DPF. We also have one 620 hp Scania, and side by side with a 909 it’s on par. The Scania has all the safety aspects, which is of particular interest.

“The match between the PACCAR MX13litre and the UltraShift PLUS transmission is better than with the corresponding Cummins alternative. Our unit has already had the latest shift protocol upgrade with a better shift programme that has just been made available

by Eaton.

“I started with AMTs back in 2005 as an alternative to manual shifts after an accident at Rockhampton in 2002 that resulted in me having a leg amputated.

“The accident made me very safety focused. Knowledge and knowing how to do the job safely and correctly is what counts. Most of my drivers have been with me for ten years at least, and we have a very good team with us.

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FEATURE

THE

Dave Whyte tries out the latest models in the Peterbilt family during a recent visit to the home of the brave in Denton, Texas

PETER PRINCIPLE I think of Peterbilt trucks, one thing comes to mind – the big square bonnet and old-school styling that adorned my bedroom wall as a kid. It’s fair to say that this idea is emphasised by all the pictures we see from America, with the show truck circuit being a stronghold for the red oval brand.

The reality, however, is quite different. While Peterbilt does still build trucks in the old style, it is the more modern Model 579 that leads the way, accounting for around 75 percent of Peterbilt sales in the heavy-duty Class 8 market. There are a few reasons for this, including the obvious benefits in fuel economy due to its aerodynamic shape. The 579 also has a more modern cab design, allowing for more space and lower noise levels, which are important for driver acceptance.

WHEN

On my recent visit to Texas, I was invited to join a ride-and-drive day hosted by Peterbilt at the Texas Motor Speedway. This was a unique opportunity, being the only Aussie invited, to find out just what has been happening in the background at Peterbilt, and see firsthand how it all worked. What I saw was the result of millions of research and development dollars combined with some futuristic technology that changed the way I think about American trucks.

The Peterbilt Model 579 is a showcase of 75 years of advancement and improvement at Peterbilt. Designed in-house by its own design team, it also demonstrates the abilities of its people to come up with a product that the market desires.

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While this is not a new model to American buyers, it is a far cry from what we would expect of an American-bred bonneted prime mover here in Australia.

The cab itself is a full 2.1 metres wide, something we have yet to see on our shores, though both American PACCAR brands (Peterbilt and Kenworth) offer this in America. The 579 is available with an integrated bunk up to 80�, again something we rarely see at home for regulatory reasons. Available with a choice of Cummins or PACCAR power, and manual or AMT Eaton transmissions, the American spec sheet looks very similar to that at home until you come to the final drive ratio. But don’t be fooled, things under this hood are a little different.

The PACCAR MX13 engine has been fitted in Peterbilt trucks since 2010, matched to Eaton AMT transmissions. There are some differences between the American sourced MX13 and those supplied in Australia, including the fact that American spec engines run on a 12-volt system while Aussie spec engines run on 24 volts. There are also some American machined components, including different heads and some changes to the engine block, due to the emissions requirements and differing needs of the two markets.

In the transmission department, most of the highway trucks are running 10-speed gearboxes, with diff ratios as low as 2.9:1. This means low engine rpm at cruising speed, and fewer gear changes to get there. Around 30 percent of all new Peterbilt prime movers are fitted with AMT transmissions, with shift patterns optimised to suit engine performance.

Interestingly, the truck Peterbilt put together for the American Super Truck programme, a government initiative to increase fuel efficiency and reduce emissions across the industry, was fitted with a Cummins engine and not the proprietary PACCAR engine. Those available on the drive day, however, were all fitted with the PACCAR power plant and AMT transmissions. There were also some other interesting features on display, though Peterbilt representatives were quick to point out that not all of them are available to the market yet.

The Peterbilt EPIQ (above) provides all the right levels of nostalgia while the aerodynamic 579 (below) shows which way the industry is heading for the future.

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DRIVEN

When two component suppliers work closely together, the outcome can be highly impressive – Words by Dave Whyte and Chris Mullett

of AMTs in recent years while Dave concentrated more on what it meant for the driver. We hope you find the outcome interesting. two journalists from the same publication covering the same story can be a bit like putting two sheepdogs in the same paddock.

One will sit back and watch, while the other runs in circles making a lot of noise.

In the case of this evaluation of the latest Eaton UltraShift PLUS, Dave and I both felt that two heads were better than one. Rather than sitting back and letting Dave do all the work, my view looked at the incredible advances 20 PowerTorque ISSUE 66

If you have negative views about the shift quality of some of the early Automated Manual Transmissions (AMTs), it’s time for a rethink. Admittedly, with some of the first versions the engine rpm seemed to soar between shifts or baulk at selection through the lower part of the ‘box, but with the latest systems so much has changed that you really need a personal update.

THE ART OF INTEGRATION

The intervening years between the first AutoShifts and the latest UltraShift PLUS have resulted in an amazing transformation of performance, efficiency and drivability.

Gone is the occasional hesitancy between shifts, replaced by smooth shift patterns and an almost uncanny ability of the engine and transmission to predict and engage the right ratio for any situation. And, as a by-product, there’s every likelihood you’ll be extending your clutch life as well.

PowerTorque has always been a supporter of the AMT principle, although admittedly we had our reservations about the early versions, for the reasons already listed.

For a while it looked as though the Europeans such as ZF with its AS-Tronic and Volvo with its I-Shift were untouchable in terms of sophistication, even though their North American counterpart, Eaton, had the reputation for longevity and suitability for the Australian market.

As the leading truck manufacturers shift their emphasis to vertical integration, we’ll see specific drivelines becoming available only in particular brands. It may not suit operators that preferred to mix and match their engines and transmissions, but it’s of great appeal to the bean counters that firmly believe a Daimler truck (Freightliner, Western Star, Mercedes-Benz and Fuso), should have a Daimler engine (Detroit 9, 11, 13, 15 and 16-litre), a Daimler DT12 transmission (Detroit 12-speed), and run on Daimler axles (again Detroit branded).

Navistar now openly embraces its relationship with Cummins, and there’s every possibility the recently released Cummins 12-litre will take a share of the US market, in consort with the availability of the Navistar MaxxForce 13.

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DRIVEN

This

year sees UD Trucks celebrating its 80th year of manufacturing trucks. From humble beginnings, the UD brand has developed a reputation for reliability and strength, and an enviable following of loyal customers the world over.

While the brand may not be at the top of the sales charts here in Australia for the moment, the current model line-up definitely has a lot to offer the Aussie market. To celebrate the company milestone, UD Trucks Australia threw a little party of its own, and invited dealers and customers from around the country to come along and experience just what the current range has to offer.

For our local market, UD Trucks represents the light to medium-duty offering from Volvo Group Australia. In the years since the Volvo group took control of UD, the brand has come along in leaps and bounds, and benefited in no small way from the sharing of technology and components among the group’s brands. A far cry from the basic Japanese trucks of the 70s and 80s, the modern UD fleet now offers a range of refined and intelligent trucks, with specifications available to suit most local and intrastate tasks, from a ten-pallet rigid to B-double.

To showcase the range, UD Trucks invited guests to the Mount Cotton Driver Training Centre, just out of Brisbane, and encouraged them to get behind the wheel and see for themselves just how far the brand has come.

UD’S FIRST

80 YEARS Dave Whyte drives the latest range from one of Japan’s oldest manufacturers

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UD’S FIRST 80 YEARS

With nine different trucks available to drive, each a little different in specification, the whole model range was covered. This meant plenty of opportunity for customers to experience models that may not currently feature in their fleet, or simply compare the newer models to those they already operate. With representatives from dealerships around the country and senior UD staff including engineers and technical specialists, all available to answer questions, the drive day also gave operators the chance to have any questions answered by those in the know.

There were three different drive routes set up on the day, each relative to a different size of truck, with three medium-duty trucks on one route, four heavy-duty trucks on another and two light-duty MK11 tippers on the third.

This allowed a direct comparison between vehicles of similar weight range, including the comparison between automatic and manual models. With various body styles also on display, all loaded to around 75% of their respective GVM, there really was a truck to suit every customer on the day.

As Jon McLean, Vice President UD Trucks Australia, explained, “This has been a massive week for us. With this event, initially we thought about celebrating the UD 80-year milestone, but, because we couldn’t show all our products at the Brisbane Truck Show, we thought we’d do it all here.

So we brought our sales force in, showed them the product and had our VGA driver trainers show them how to get the most out of the product. It was a great opportunity also to invite our customers, because we haven’t done this kind of thing for a couple of years now.”

And why wouldn’t UD want to show off the improvements made over the last couple of years?

The current UD product range contains quite a few little gems; including the MK11 250, which is the only truck in its class with a factory-fitted Allison automatic. Not only that, but due to the effectiveness of the MK’s cooling package, UD is able to offer the longest warranty of any manufacturer on the transmission, and service intervals are greatly increased. With the factory-fitted tipper body, the MK offers a payload capacity of over five tonnes, enough to carry a small excavator or skid-steer loader to and from the job site. Among the other surprises is the PD, with a 280 hp engine and Allison auto transmission.

Where UD had previously installed the rear lazy-axle here as an aftermarket fit, demand has led to the new model having it fitted in the factory in Japan. With a tare weight advantage of 300 kg over its competitors, this model certainly has a lot to offer for those working in local distribution.

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DRIVING MISS DAISY The new DAF LF is everything a truck should be and more, as Chris Mullett found during a day’s distribution run around Sydney

You

know those days that start with a cold morning, you peer out in the dark ahead of the dawn and it’s misty, bordering on raining and you know that driving around a major city is going to be fraught with idiots.

The wet weather brings out the worst in driving ability, with hatchbacks swerving in and out of your lane and filling up your braking distance at the last minute.

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That was pretty much the scenario recently when I headed out the door ready for an early morning start in the dark and a temperature indicator on the dash that showed a snowflake, suggesting that there could well be ice on some of the corners where the sun was simply not shining.

DRIVING MISS DAISY Despite my unending enthusiasm for this job of driving other people’s brand new trucks and not having to load and unload (someone else has already done that), I have to say my spirits were lifted within minutes of being introduced to my steed for the day, a brand new 280 hp DAF LF. In all its orange glory, this was a 4x2 rigid with a 6,250 mm wheelbase and fitted with a 12-pallet curtainsider body.

The weighbridge ticket showed the gross weight of 14.64 tonnes was not too far off the maximum GVM of 18 tonnes, and with 6.10 tonnes over the steer and 8.54 tonnes over the drive everything was already nicely sorted and tied down. Thanks to the heated elements in the ISRI seat I warmed up almost faster than the 6.7-litre, six-cylinder Euro 5 emissions rated engine, and, with a highly efficient heater/demister system, the windscreen, side windows and mirrors cleared of mist and stayed that way throughout the day.

The cab for the New LF is actually shared with a Renault product, although the cabs for the CF and premium XF models are purely DAF by origin. It’s called the New LF because of the cabin upgrades with the upgraded frontal styling and a more modern look. The chassis is also slightly different but apparently retains the same ease of fitment for bodybuilders. DAF has optimised placement of components such as air reservoirs and electronic brake control systems, now positioned on the inside of the chassis rails, creating more space on the outer side of the rails for toolboxes and spare wheel fitment.

The cab seat and its relationship to the dashboard controls, dials and switchgear is excellent, showing that this new cab transplant is not just cosmetic. In the small sleeper-cab unit I was driving there are three storage bins across the back of the cab, deeper on the two outer bins than the centre bin that copes with the engine tunnel.

There are also two coat hooks, just above where the sleeper bunk mattress secures when it is folded upright, flush against the back wall.

Across the top of the windscreen are more storage bins, plus there’s a dug out area in the centre of the dash to take clipboards or docket books to prevent them moving about.

The steering wheel has audio and controls, buttons for cruise control and engine braking, meaning that everything can be controlled while your hands stay on the wheel.

The New LF comes in three GVM ratings of 12, 16 and 18 tonnes, all powered by the same capacity 6.7-litre engine, but in two ratings, 250 hp and 286 hp (184 kW and 210 kW), and with matching torque outputs of 950 Nm and 1,020 Nm, both rated from 1,200 rpm.

The 18-tonner, as you might imagine, takes the higher output engine, and, like its sibling, it achieves Euro 5 emissions matching through the use of SCR (Selective Catalytic Reduction) requiring a weekly top up of AdBlue/ DEF. Matched to either engine is a choice of a ZF sixspeed AS-Tronic AMT (Automated Manual Transmission) or a nine-speed manual, again by ZF. If, like me, you are wondering why DAF Australia didn’t take the opportunity to launch the New LF complete with Euro 6 emissions ratings (already available and in service in the UK and Europe and parts of Asia), you can pretty much blame the lack of interest in lower emissions and a greener environment demonstrated by our current government.

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FEATURE

RENT

OR BUY PACCAR comes in with its own branded rental and leasing operation – Chris Mullett talks to Olen Hunter, director of PacLease Australia

Over

the last 15 years, American leasing expert Olen Hunter has been watching the Australian transport industry intently, looking for signs that the time was right to introduce truck leasing and rental operations PACCAR style. Now it seems the time has come, with PacLease setting up its first rental and leasing outlet at the company-owned dealership at Laverton, on the outskirts of Melbourne.

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“We’ve been very interested in the Australian market for a long time. PACCAR’s history here of manufacturing trucks from the early 70’s means it is a very important market for us,” said Olen Hunter, Director of PacLease Australia.

“We’ve been financing trucks in the Australian market through PACCAR Financial for 15-20 years. We have a good understanding of this market and how they buy trucks and finance trucks as we have been watching this market evolve.

“I’m a truck guy from wayback, it’s the only job I’ve ever known. As truck technology gains complexity it becomes more difficult to keep them on the road. I call it the 3 ‘T’s. It’s all down to having the right tooling, training and technicians to work on these trucks and to keep them operating.

“When those dynamics start to get too complex, some fleets take a step back and say okay, this isn’t my core business any more, I need to divert my resources from this workshop operation and I really just need to keep my trucks running down the road to deliver my products.

“That’s when people look at leasing. We provide customers with uninterrupted transportation. They put a driver in the truck, turn the key and they go. They fuel it, insure it, and everything else is taken care of.

RENT OR BUY “We’ve been studying this market in Australia from a leasing and rental perspective since 1999, waiting for the right time in the market. We studied the market pretty intensely in 2008, then the global recession came in and we scaled back.

“About 18 months ago we went at it again. We were hearing from our customers they wanted this service and it resulted in the decision to launch PacLease Australia.

It feels like right now really is the right time.

“Our vision for Australia is to start at our dealership in Melbourne, make sure we have the business model right for this market and that we know exactly what we are doing. Then we intend to leverage off the strength of our national dealer network. It’s our vision to be in every capital city in the next three to five years,” said Olen.

The first trucks available for rental or leasing through PacLease Australia will be centred on DAF products such as the Euro 5 DAF LF55 6x2 rigid with a 14-pallet capacity curtain-sided body. These will be fitted with barn doors at the rear and include a 2,400 kg capacity D’Hollandia hydraulic tail lift.

Although DAF does build bodies at its Leyland plant in the UK, PacLease Australia is taking the approach that local vendors know how to build the right bodies for this market, with bodies for these units supplied by either Alltruck or Austruck of Melbourne.

PacLease will also initially offer two different prime mover specifications. These will include the DAF CF85 for single-trailer work powered by the PACCAR MX13 engine rated at 460 hp and with 1650 lb-ft of torque matched to a 12-speed AMT. The alternate option for inter and intrastate B-double work will be based on the DAF XF105 prime mover powered by the PACCAR MX engine of 510 hp and matched to a 16-speed AMT. “Within that CF85 fleet we are also up-fitting them for Dangerous Goods (DG) compliance. We have heard from the DG market there is a strong requirement for these vehicles as operators have trouble finding a replacement if a fleet vehicle is off the road,” said Olen.

“It really does introduce the DAF product to a whole new range of people. It is a strategic opportunity for us to grow the DAF market share and introduce it to the local market.

But hey, if someone wants a T409SAR we will absolutely consider the request. The same applies to putting either of the makes on a full service lease for a customer who wants to rent or lease for four or five years.

“Really what we are doing, the nature of the leasing business, is that the customer is buying uninterrupted transportation. They want a simple package to determine their costs.

“Behind the scenes you have to know how to price that. We have 38,000 vehicles in our global operation and we’ve been in business for 35 years. We have a lot of maintenance data to draw from in a very broad range of applications, from city delivery to a vocational market.

“We started in Germany in 2007 and now operate 4000 vehicles in our fleet through 10 locations. We can understand how to put this together from a global perspective and also have rental and leasing operations in Hungary and the Czech Republic.

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TRAILERTORQUE

HEY

GOOD LOOKING

The latest Sloanebuilt tipper and dog trailer sets a high standard for Guildford Demolition

TAKING delivery of a brand-new truck and trailer combination is always an exciting time, and for Guildford Demolition the arrival of its latest purchase sets a new benchmark for appearance.

“We’re very happy with the Sloanebuilt product, and, although we’ve had Sloanebuilt bodies before in our fleet, this is the first brand-new version built exactly to our specification,” said Huss of Guildford Demolition.

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“We’re very happy with the quality and the whole experience has been good, from buying the new Kenworth through Sutton’s of Arncliffe to working with Sloanebuilt,” he added.

Guildford Demolition specialises in working on excavation and demolition contracts, predominantly in the Sydney metropolitan area. Joining the existing fleet of Freightliner tipper and dog trailer combinations is a new Kenworth T409 SAR. Powered by a Cummins ISXe5 diesel engine using Selective Catalytic Reduction (SCR) rated at 550 hp, the new Kenworth is the first SCR engine to join the fleet and features an 18-speed Eaton Roadranger manual transmission and Meritor rear axles.

HEY GOOD LOOKING

Ben Weckworth of Sloanebuilt Trailers took up the story with an explanation about the specification of the new Bisalloy tipping bodies fitted to both the rigid truck and trailer.

“It’s a combination that looks fabulous on the road, due to the high quality Dodge Viper Blue metallic paintwork of the bodies that compliments the same colour applied to the Kenworth T409,” said Ben. The Sloanebuilt tipper body on the Kenworth is 4570 mm (15 ft) in length and 1370 mm (4 ft 6 in) in height to give a capacity of 13.8 cubic metres. The floor thickness is 6 mm while the sides are constructed from 5 mm sheet.

Tailgate operation is through a single booster with a double acting ram.

The truck hoist is from Hyva and is a 24 tonnes capacity unit fitted with a burst prevention valve. The power take off (PTO) pump is by Powauto and provides a capacity of 21 gpm rating.

The metallic blue paintwork extends across the mudguards, and the black chassis for the trailer matches the colour scheme of the truck itself. The truck to trailer coupling uses a 50 mm Ringfeder working with a PBS 40 tonnes rated Sloanebuilt ADR certified towbar.

Each bin is fitted with a Slide-A-Panel roll back tarping system by Georges Canvas of Smeaton Grange.

“The Ringfeder coupling is fitted with Sloanebuilt audible automatic alarms for jackknifing alert, and the couplings use WABCO triomatic air connections,” said Ben.

The Bisalloy tipper bodies on the T409SAR and trailer have a combined maximum volume of 31.8 cu.metres.

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GRAHAM LUSTY TRAILERS SHOWS IT HAS THE UPPER HAND WHEN IT COMES TO SIDE TIPPERS AND TRAILER INNOVATION

FOR

many transport operators there’s an underlying peace of mind that results from dealing with a supplier that has consistently shown it has the ability to provide the right product. It continues through the ownership of the equipment and is maintained by personal relationships that result in repeat business through the years ahead.

There are no short cuts when it comes to building trailers, as everything that leaves the factory has to perform to its utmost ability. If the design or the construction fails to achieve that level of performance, it impacts on the profitability of the operator.

Graham Lusty Trailers (GLT) enjoys a solid reputation for being able to supply a market-leading range of products that compete in the end tipper, side tipper, fracking tanker segment, including rigid tipper and dog trailers, bottom dumpers, belly tankers, flat tops, dollies and walking-floor trailers.

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Able to provide a new trailer within a turnaround time as low as five weeks, this Brisbane-based company also offers a repair and maintenance facility for Victorian operators from its second location in Campbellfield, near Melbourne.

When TrailerTorque visited GLT in Brisbane it coincided with the completion of a major order of 12 trailers and 4 dollies to be operated by Kalari Transport in AB-triple combinations.

Resplendent in the company’s bright corporate colours, the trailers were configured as side tippers with the design also including copper racks.

“The industry has seen a significant variation in sales performance over the past two years, due to the influence of economic and drought conditions. But we can now see a renewed interest coming from operators we have dealt with over many years,” said Graham Lusty, GLT’s founder and managing director.

TIPPING TECHNOLOGY

“Much of our recent work has been for operators in the Bunbury area of West Australia, such as the delivery of pocket road trains to companies such as B&J Catalano, Giacci Bros and Agspread Australia, one of which we displayed at the Perth Truck Show,” said Graham.

The specifications of the AB-triple combinations for Kalari Transport are impressively high, with standard features that include Hendrickson INTRAAX suspension with disc brakes, EBS and roll stability. The trailers are constructed from 700-grade high-tensile steel and this enables the chassis width to be the widest available in the market, aiding stability and maximising safety.

In another new development, GLT will shortly be delivering a walking-floor trailer that is believed to be the first in Australia to feature a walking floor constructed from plastic interlocking planks.

“There are 24 plastic planks in the floor system, which has been developed by Keith Walking Floors in North America, and they are mounted on a chassis fabricated totally from aluminium,” said Graham. “The trailer will be used for carting chicken manure and its major advantage is an extremely low tare weight of just 6.9 tonnes for a full tri-axle trailer.

This weight savings provides a further 3 tonnes additional payload,” said Graham.

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g a t S

Lusty EMS launches a new walking floor concept for Stag B-double combinations

NIGHT This year’s Brisbane Truck Show prompted many manufacturers to showcase new products, and the Lusty EMS division of MaxiTRANS was no exception.

The Lusty EMS range includes steel and aluminium semi-tippers, B-doubles, side-opening tippers (that can transport both bulk and palletised goods), Walking Floors® and flat-top trailers. Lusty EMS trailers typically carry products such as grains, fertiliser, sand, rock, bricks and a range of other agricultural and construction products.

As one of the nation’s leading manufacturers of tippers, hook lifts and walking-floor trailers, Lusty EMS chose the opening day of the Brisbane Show to announce the launch of a new trailer combination named “Stag Walking Floor”.

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The new model combines the benefits of the brand’s best-selling Stag B-double combination and its Walking Floor® trailer, and the result is claimed to deliver significant benefits to waste and bulk transfer operators in the form of increased capacity, payload and profit.

Craig Wallace, general manager of tippers at MaxiTRANS, said that the Stag Walking Floor was part of a concerted effort by the Company to provide new and exciting innovations to the waste and bulk transfer market.

Outlining the concept behind the new model, Craig said that providing returns for customers was always Lusty EMS’ main goal.

“What our customers constantly advise us is that they are looking for innovations which can make their life easier and which can deliver more profits back into their business,” he said.

“The Stag Walking Floor achieves both those things, coming with the ability to unload both trailers without unhooking, combined with increased capacity and lower tare weight than a standard walking-floor B-double.”

STAG NIGHT

“Historically, B-double walking floor combinations have not been popular due to the need to have to unhook the B-trailer in order to unload the A-trailer.

The Lusty EMS Stag Walking Floor trailer combination offers higher volume and lower tare weight.

“The benefit of our popular Stag B-double tipper combination is that the body of the A-trailer sits over the suspension, meaning in a jackknifed position it can be unloaded without unhooking.

“We’ve applied that same concept to our walking-floor model, meaning in this new model both trailers can be unloaded or ‘walked out’ without unhooking. That translates into a significant saving of time and effort, which in turn means more loads per day and more profits for the operator.

“The Stag Walking Floor combination can carry 134 m3, up to 44 m3 greater volume over the most common alternative, a single 45-foot walking-floor trailer, along with a notable increase also over a conventional B-double. It is also up to two tonnes lighter than a standard walking-floor B-double, so the benefits are significant,” said Craig.

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THE LATEST INNOVATIONS IN

TRAILER TECHNOLOGY POWERTORQUE ISSUE 66 AUGUST - SEPTEMBER 2015