PowerTorque Issue 77 JUNE/JULY 2017

AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE

Incorporating

ISSUE 77 JUNE/JULY 2017 RRP: $8.95 (NZ $9.95)

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ISSUE 77 JUNE / JULY 2017

BRISBANE SHOW REVIEW

ALL NEW HINO 500 SERIES WIDE CAB. IT’S A GAME CHANGER.

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THAT’S ANOTHER HINO

The Challenge: to redefine what to expect from a hard working truck.

The Solution: the astonishing all new Hino 500 Series Wide Cab. With unrivalled build quality encompassing next level chassis, suspension and axles, a range of engine and transmission options, and a cabin with unsurpassed driver comfort. The all new Hino 500 Series Wide Cab boasts the most comprehensive active safety package of any Japanese

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HINO35

hino.com.au

truck in the medium duty truck category – in an Australian-first for this class, Vehicle Stability Control is now fitted as standard across the new wide cab range. Plus at Hino, we’re driven to do more for you with Hino Advantage, our innovative new range of support solutions. So make sure you check out the all new Hino 500 Series Wide Cab today.

It’s a game changer! To find out more visit hino.com.au

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AT THE WHEEL Comments from the driving seat

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THE POWERTORQUE INTERVIEW Govi Kannan, Senior Vice President Mack Global Brand

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THE POWERTORQUE INTERVIEW Oliver Dixon interviews Daimler’s Martin Daum

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PENRITH WORKING TRUCK SHOW Warren Caves takes a pictorial view of Sydney’s landmark show

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ACROSS THE PADDOCK David Meredith reports on life in the West

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TRIPPING THE LIGHT FANTASTIC Dave Whyte heads back to local delivery with the latest Fuso Canter

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GROUNDHOG DAY The return of the International Truck brand

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CUSTOM AND CLASSIC The Peterbilt 379 of Tasmanian Furniture Removals

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GO WEST East to West with a brace of T610 Kenworths

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REACH FOR THE SKY City Crane Trucks has built its business by building the best relationships with its customers

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TRAILER TORQUE

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COLD COMFORT Coles Supermarket confirms the largest single order for trailers in the Australian market

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SUMMING UP “Do the Math, Buy a DAF”, PACCAR’s European brand increases its attraction

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The latest news in trailers and bodybuilding

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OVERNIGHTING Dave Whyte takes the latest Actros 16-litre for a night run

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ICE CUBE Vawdrey Trailers improves the Iceliner thermal efficiency

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EUROCARGO GOES TO EURO 6 IVECO recognises climate change and the benefits of Euro 6

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SEEN TO BE GREEN Allstone Quarries and TEFCO Trailers gain a mutual benefit from close cooperation

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HIGH RISE CONCRETE The right equipment is the key to future company growth for the Sadek group

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POLE POSITION Rytrans Manufacturing introduces safer cross loading for cattle.

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MAN FOR ALL SEASONS Dave Whyte checks out the fuel economy from the big new MAN D38

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SUPER B – SUPER SPECIAL New truck and trailer combinations improve productivity for K&S Freighters

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SYNCHRONICITY Hino’s 500 Wide Cab enters a more sophisticated market segment

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RED BULL Triple Treat moving V8 Supercars with trailer designs from Graham Lusty

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BRISBANE TRUCK SHOW REVIEW Australia’s brightest and best truck show

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SWAPPING COGS Eaton’s Roadranger can be significantly less expensive to recondition

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EURO TRAILER REPORT Advances in global technology for European trailer manufacturing

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For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Road Test Editor - David Whyte Contributing Writers - Stuart Martin Warren Caves David Meredith Rob Randazzo Specialist photography - Torque It Up Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 307, Mittagong, NSW 2575 Telephone: 0248-785373 Email: edit@powertorque.com.au Fax: 0248-785228 Website: www.powertorque.com.au

For advertising rates and information please contact: Motoring Matters Magazine Group National business development manager: Email: edit@motoringmatters.com.au Telephone: 0248-785373 Fax: 0248-785228 website:www.motoringmatters.com.au Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers.

Disclaimer: Although every effort has been made to ensure the accuracy of information the publisher will not accept responsibility for errors or omissions or for any consequence arising from the reliance on information published. The opinions expressed in PowerTorque are not necessarily the opinions of, or endorsed by the publisher.

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Chris Mullett

FORWARD

It’s

TORQUE

Show Time and with the Brisbane Truck Show in full swing as this issue heads off to the printers we give our take on the show as once again being the benchmark event by which others are judged.

With the future of the Melbourne event pretty much dead and buried, Australian and overseas companies can concentrate their efforts and their budgets on attending one major show every second year, much the same as occurs in Europe at the IAA Show in Hanover, Germany and in the US now at the NACV in Atlanta, Georgia.

This year sees the major truck manufacturers focusing on lower emissions levels with specific models from Mercedes-Benz, DAF, MAN, Scania and IVECO each offering a Euro 6 (or equivalent) compliant model.

Although the federal government has not openly displayed much interest in the introduction of Euro 6, the recent Australasian Fleet Management Association Conference (AfMA), in Melbourne, provided a forum for the discussion of tighter emissions standards, with all indications being an introduction date for 2020.

Most of the European countries and those of Asia such as South Korea are now outclassing Australia. The average CO2 level of vehicle emissions in Australia is currently 124 g/km and the government’s Department of Infrastructure and Regional Development is actively considering three alternative levels to be introduced by 2025. These are A-105 g/km, B-119 g/km and C-135 g/km.

Contrast this with the European countries where CO2 emissions levels are being targeted at 95 g/km by 2021 and 68-78 g/km by 2025. EU members such as Belgium have already made the commitment to restrict vehicles that are running Euro 3 emissions compliant diesel engine vehicles from entering their country.

The implementation of Euro 6 offers great health benefits by reducing cardiac and respiratory problems in the community. The introduction of Euro 6 emissions targets by 2019-2020 would reduce NOx emissions levels by 80 percent, lowering the impost on health care by an estimated $4.2 billion between 2020 and 2040, with the community benefiting by an estimated $675 million.

The fleet manager that moves straight into Euro 6 technology will be playing a role in creating a cleaner environment, plus they will be future-proofing their fleet when it comes to resale values and operating costs.

There is every possibility that the diesel fuel excise tax rebate scheme will be limited to Euro 4 vehicles onwards, applying financial pressure on operators of heavily polluting vehicles to upgrade their fleet.

A further restriction may apply to the use of non-compliant vehicles in city centres, with an emphasis on allowing access only to electric-drive, hybrid or CNG powered vehicles.

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Future vehicle purchase decisions have to be made on compliance with proposed emissions controls, and those operators that don’t take that requirement into consideration will find an additional financial burden may be the difference between company profit and financial viability.

In our review of the Brisbane Show, PowerTorque recognises the technology achievements of the industry as typified by the development in Australia of the Kenworth T610 and T610SAR. Also very worthy of mention is the highly successful operator acceptance of the new Mercedes-Benz Actros and the introduction of other Euro 6 compliant models from DAF, MAN, Scania and IVECO. Hino Australia is also setting a new benchmark for safety through the introduction of higher safety standards for Japanese-style trucks with the 500 Series.

There is so much more in this issue, including on-road drive evaluations of the Actros 16-litre, the MAN D38, DAF CF85, EuroCargo E6, Hino 500 and Fuso Canter.

TrailerTorque reports on the new Vawdrey Iceliner, PBS trailers for K&S and the amazing innovation contained in the Red Bull Racing Team transporter developed by Graham Lusty Trailers.

Congratulations also to MaxiTRANS Group for its success in being awarded the $60 million contract to supply new trailing equipment to Coles Supermarkets. This decision to buy Australian-made products is a huge vote of confidence and support for the Australian workforce and further testimony to Australian products achieving worldclass standards of manufacturing.

Warren Caves of Torque it Up Photography has been out focusing on the great truck line-up taking part in the Penrith Museum of Fire truck show plus the Peterbilt 379 of Tasmanian Furniture Removals.

PowerTorque also welcomes two new members to the team, Edwin Higginson and Brenton O’Connor, as we farewell Dave Whyte after having spent seven years contributing his own views on Australian trucking and transport.

The transport industry is evolving at an astonishing rate, and, as Australia’s largest truck and trailer technology magazine, PowerTorque is gearing up to ensure that we continue to bring you the best and most up to date information available.

As always, thanks for joining us and have a safe drive.

Kind regards,

Chris Mullett – Managing Editor/Publisher.

DO THE MATH. BUY A DAF. COMFORT + SAFETY + EFFICIENCY Here’s just some of the ways DAF adds up: Low tare for increased payload.

Quiet, comfort and safety your drivers will love.

The fuel efficiency, power and reliability of the PACCAR MX-13 engine.

Unrivalled dealer support.

A market-leading brand in Europe and the UK.

3 years/750,000km warranty.

*750,000km warranty available on the XF105 and CF85 models only.

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17/05/2017 4:52 PM

At the G’day folks,

WHEEL

welcome back to what will be my last edition as a contributor for PowerTorque.

The last couple of months have been a busy time for me.

Along with my PowerTorque work, I have also had the opportunity to get out and about a bit, stretch my legs and make a mile here and there. One week in particular was spent driving two-up from Brisbane to Perth and back, something I have come to look forward to around this time of the year. While it made for some good photos and a few days away from the computer, it also made me realise just how tough it is to do two-up, and so I salute those who do it full-time.

The run to Perth also allowed me to see some of the big gear they run over there, and the way road trains can fit in with the city traffic if the infrastructure is right. Maybe it’s time the east coast states started to look at how things are done over in the west. There has been a lot of talk around the NHVR, and WA’s reluctance to adopt some parts of the national law. It would seem that WA has a positive attitude towards the transport industry, likely due to the fact that they appreciate the value of the service and so they are willing to listen to the industry.

I have also been trying to keep track of the latest enforcement activity in New South Wales, most of which seems to be centred on truck and dog operators around Sydney. It would seem there are some big issues in that sector of the industry, with a few major accidents bringing those operators to the attention of the RMS and the greater population. The problem here is that we are all tarred with the same brush, and the negative actions of these few are translated into a negative image for all truck owners and drivers.

The ironic thing about the latest blitz in Sydney is that most of those trucks that were defected were working on a government project. While I’m sure the government would have nothing to do with the rates being paid to these operators, transporting all of that earth would have to be a big chunk of the overall project cost. If I’m not mistaken, the government would have a responsibility to ensure that all of its contractors are paid appropriately, and I do wonder how far the COR laws would reach if there were an investigation into the lack of maintenance on those trucks?

With low rates comes lack of maintenance, with lack of maintenance comes a big fine, and even when your equipment is up to scratch, you take a hit through other avenues agreed on by the government. Take Melbourne for example, where the toll charges on the city’s main arterial 8

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roads have recently doubled for heavy vehicles. Sure, the toll roads are owned by private companies, but who signs the agreements on how much we pay and how long for?

Our industry has become a cash cow and a bargaining tool, with no assistance (financially or otherwise) from the government to improve the viability of those within the industry. Even the longstanding Fuel Tax Credits scheme has taken a hiding, and the first the industry knew about it was the letter from the tax office advising of the change.

No consultation, no industry input, just take it or leave it (actually, you don’t have a choice).

Over the years, I have used this column to address some of the issues within the industry, have a go at the odd enforcement agency here and there, and to praise the people who make this industry what it is. It’s not surprising that nothing has changed – we still have regulators who are a little overzealous in their jobs, drivers who are pushed to the point of exhaustion, appalling rates on offer for transport services and too many men and women dying behind the wheel of a truck. Something else that hasn’t changed is the lack of interest from the government in doing something proactive and positive for the industry.

On that note, it’s time to sign off. After seven years writing for PowerTorque, on and off, I would like to say thank you to all those who have made it possible for me to bring you the stories. These include the operators who took the time out of their busy schedule to sit down and have a chat, move trucks so I could take pictures, and put up with having me in their trucks for a day or so. This was probably the most enjoyable part of the job, meeting the real people of the industry.

I would also like to thank all the manufacturer representatives who have made it possible to get my hands on the new equipment I have covered. There is a lot of passion within the ranks of the manufacturers, and while some of their people wear a suit and tie most days, they too live for the transport industry. I have spent a lot of time in various trucks with various marketing, driver training, engineering and product development people, and enjoyed it immensely.

Most importantly, thank you to you guys, the people in this industry. Without an audience, I would not have had the opportunity to do what I have done for the last seven years.

I’m not entirely sure what the future holds yet, but no doubt it will revolve around trucks, one way or another.

Whether it’s on the road, or behind a desk, I look forward to seeing where the next adventure will take me.

H o &

b

Until next time, take care, have fun and stay safe!

Of inc

Future Moves

On behalf of the PowerTorque Team we wish Dave all the very best in his next move, and provide our thanks for his contribution over the past seven years. Undoubtedly his wish to spend as much time as possible at home with his two boys Alex and Hamish will be warmly welcomed by his family.

The amazing abilities and professionalism of people employed in the transport industry are some of the great strengths that enable Australia to continue to perform to the highest global levels of efficiency.

Brenton O’Connor

PowerTorque has grown every year through its 14-year history, and as the nation’s largest selling heavy truck and trailer technology magazine we are very pleased to introduce three new members of our team.

Ed Higginson

family trucking business. He has worked in the automotive industry with roles in business development and fleet management for two of Germany’s leading manufacturers, blending this experience with driving multi-combinations for the family company.

Over in the west and based in Perth we welcome David Meredith, who brings his considerable knowledge of the industry and enthusiasm for technology to ensure that we report regularly on the problems and successes of transport in WA. David will continue to write for the West Australian newspaper while contributing exclusively to PowerTorque for all matters affecting heavy transport.

We also welcome two new names to heavy truck journalism, with Brenton O’Connor and Ed Higginson joining PowerTorque to fill the dual roles of road test editors and commentators on new technology and innovation.

Ed Higginson has worked in senior roles in the transport logistics industry, having specialised in business administration and operational management after studying structural engineering. Based in Gisborne, Victoria, Ed also comes from a trucking family background and enjoys spending as much time as possible behind the wheel of multi-combination units on our highways.

We welcome both Ed and Brenton to the team and look forward to continuing our goal to produce the leading magazine in the transport industry.

Regards, Chris Mullett.

Brenton O’Connor hails from Newport and has grown up in the transport industry through his involvement in the

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FEATURE

THE POWERTORQUE INTERVIEW PowerTorque’s North American editor, Oliver Dixon, interviews Martin Daum in his new role as the head of Daimler Trucks’ Global Operations.

M

artin Daum has joined the board of management of Daimler AG, and, in so doing, the former CEO of Daimler Trucks North America (DTNA) becomes responsible for the group’s entire global truck and bus operations.

Daum’s tenure at DTNA has been one characterised by no little success. From a product perspective, the Freightliner Cascadia has established the benchmark for the US Class 8 segment, and, perhaps more importantly given the role that he is now to fulfil, he has navigated some choppy regulatory waters as the United States has looked forward to an emissions framework that has shifted towards a focus upon greenhouse gas.

While Daum is limited in that which he can say in terms of forward guidance, his attitude and posture during his tenure at DTNA provide some insight into his likely stance as he looks to map out his approach to the global truck business.

“I think my legacy at DTNA is a positive one,” he says.

“DTNA is a company characterised by a core self belief.

The internal organisation clearly understands that no other company has a stronger DNA, a stronger foundation than Daimler. We now have a confidence, not based on selfhypnosis, but on clear and quantifiable historical fact and reality. We have underpinned belief with hard investment, and, today, Daimler does not need to build up a global powerhouse – we are one”.

Daum’s use of the “global” word is interesting here. It has become a term bandied about with some carelessness within the automotive industry over the past few years. His tenure at DTNA saw him manage an organisation firmly rooted in a controlled regional mindset and turn it into one that now sits fully at the centre of Daimler’s worldwide operations. But for all that, Daum is at pains to point out that this is a process not without its pitfalls.

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“There is a fine balance between global and local,” he says.

“But there is a place between these two which works.

Global is wrong when there is something created in one place far away that is then forced upon other places. But just as wrong is the belief that you can design entirely individual products – from the ground up – for each individual market”.

Daum’s position is a refreshing one, not least because the benefits of scaled operations – while undoubtedly significant – have, within the broader industry, tended to have been accepted almost without question in recent years. Daum urges caution here.

“What we have achieved at Daimler over the past few years is a healthy and appropriate means of leveraging our worldwide capabilities into products – and attitudes – appropriate for our individual markets,” he explains. “But more importantly, that global capability comes from the sum of any number of local competencies. However, those same local competencies are now fully invested in the overall vision.

“I think that, in the past – and this is an observation less about Daimler and more about everyone within this industry – there has been a tendency to confuse the word ‘global’ and the word ‘international’,” he continues. “At one level they seem the same, but, whereas the latter ultimately comes down to possession of real estate, the former speaks more to a mindset.

“My belief is that I have been appointed to this new role in order to foster and develop that mindset. We – Daimler Trucks – already have an international footprint. We are on the path of developing a mindset that will nurture that footprint. That means the acceptance of regional centres of excellence – in North America, in Europe, in the BRICS markets.

INTERVIEW “In summary, the sum of the parts at Daimler Trucks is now greater than the whole, and that is something that we will continue to build upon and to leverage to the advantage of our organisation and our customers. I cannot think of a better or more powerful competitive differentiator for a truck manufacturer as we move ahead in the 21st Century”.

If this is Daum nailing his management philosophy to the door, then he is doing so in a considered and candid fashion. What though does he see of the more external group challenges that he is likely to face during his new role? Perhaps, unsurprisingly, and given his US-exposure, he regards the technology and regulatory landscape as being quite well mapped.

“I think the big technology changes are already laid out – electric, autonomous and connectivity,” he explains.

“These are huge disruptors and will doubtlessly change the world of trucking forever. But we are still at an early stage of understanding that which we already know to exist. I will say that some commentators see this as something that may be more within the concerns of start up companies. I disagree with this: these disruptors have to be confronted by the established industry; they are not issues that can be confronted by trial and error; and the established industry has the capability to address them and I want Daimler Trucks to be in the vanguard of the industry reaction to them.

“We invented the truck over a century ago. The reason why we are still around is that we have always adapted to change and never been frightened to adapt. So on this I’m not worried. I’m certainly not underplaying the magnitude of the challenge,

but we have proved ourselves capable of dealing with such changes previously. We are just as capable – and, in fact, I would argue more capable than ever before – of dealing with such changes in the future”.

But it is to the broader macro environment with which Daum seems more concerned. He is careful with his words, but his message is one that is rendered stark by its directness.

“I think the greater challenge lies outside the truck industry within a number of macro factors – the growth in economic and political nationalism are not the only examples, but perhaps the most obvious ones – which we will need to be ready to address,” he says.

“I believe that world problems are global problems and we can only solve them with that mindset. But I also believe that organisations survive and flourish by both adapting and evolving to that which confronts them, not just from within their industry, but from outside too. This is a significant challenge and one that cannot be understated”.

It’s worth taking a moment to consider quite where we stand in terms of the development of the truck industry.

Daum’s contention that the technology road map – electrification, autonomy and connectivity – is already drawn and is a reasonable one. That said, quite how these technological advancements will impact the industry over the coming decades is still a discussion very much in its infancy. But impact they will. While Daum inherits an organisation that has been in many ways keen to position itself as a thought and product leader at the end of one era of the truck industry, his role in the future looks as much one of defining its role in the next era of that same industry.

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ACROSS THE PADDOCK

David Meredith reports for PowerTorque from Perth, Western Australia.

WA

truck executives are, it seems, a special breed. Over the last few years, the Skipper Trucks operation in Perth has morphed from Mercedes-Benz, Freightliner, Fuso and Iveco, to a split operation that left Iveco on its own, and now to a single Daimler Trucks dealership that left Iveco out in the cold.

Overarching all of that was the design and construction of a major Automotive Holdings Group (AHG) dealership facility at Hazelmere, alongside major truck routes to the east and the north.

Steering the processes was dealer principal Simon Ramsay, a self-confessed Ducati nut who owns enough two-wheel exotics to deserve the tag of addict. Appearing at work sometimes in his leathers, Simon has managed to maintain sales volumes despite the massive disruptions from multiple moves.

The Daimler Trucks Perth site is one of the biggest in WA, with a huge potential for growth as the economy bubbles along enough to generate promising wisps of steam.

With success, has come corporate recognition of his ability, with AHG MD John McConnell appointing Simon as the general manager for trucks, meaning all AHG truck dealers – there are 11 of them nationally – will report to management through Simon.

Navigating the truck market is a whole different process to the car market, as several AHG executives, past and present, have noted. My contacts tell me some members of the board have expressed unease in the past at making big and ongoing investments in markets foreign to their skills and instincts. Simon’s job is to bring the board’s due diligence to a fine focus in the detail he knows very well, having developed a proven track record.

For an organisation that sold close to 4000 new and used trucks in 2016, the appointment is a classic case of horses for courses, and heralds further and specialised development for the group’s truck arm in the future.

The move brings to mind an experience I had in Papua New Guinea a couple of years ago. At the time I was doing a photographic essay on Kenworth in PNG, and 12

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my local contact became my new best friend in PNG, almost instantly.

A generous, warm, studious and eternally optimistic man, Jacob Luke was born in the highlands and didn’t wear a stitch of clothing until he was 14, when he was sent to a Lutheran school.

Two months’ formal education had an unexpected effect.

He organised a student strike, which brought about an equally unexpected effect – expulsion.

Living by his wits he secured further education at other mission venues, and ended up driving trucks on PNG’s network of worst roads in the world. Jacob’s restlessness drove him to the transport company he now owns, where he had just ordered its 100th Kenworth prime mover.

Transport and trucking rules, PNG style, are worlds apart from our systems here.

A 20-year-old girl dismantles, repairs and rebuilds an Eaton Roadranger on the floor of a stinking hot workshop.

The loading and securing of freight containers on heavyduty trailers has to cope with nightmare roads, so bad in fact that every trailer needs new drop-down legs every month because they’ve snapped off on 600 mm crevasses across so-called major routes. On top of that, when you’re on the road you’re facing tribal villagers who see every stationary truck as an opportunity.

In Jacob’s business environment, domestic skills and local experience deliver success where imported sophistication cannot.

As I photographed trucks across the grand vistas of Papua New Guinea’s magnificent country, I realised how clueless I was about the truck business in PNG, and why only a man with a life’s experience on the ground could succeed.

The connection between the way business works in PNG compared to that of West Australia follows the same premise that local knowledge and experience is what makes a successful company. For that reason alone, AHG can expect Simon Ramsay to help truck dealers achieve hopedfor results that have so far been unrealised in the west.

FEATURE

GROUNDHOG DAY

The return of the International Truck brand reignites the relationship with the Australian operator. Words by Dave Whyte.

I

t’s been no secret that the International brand was going to be relaunched in Australia, with plenty of talk and publicity around the introduction of the International ProStar to the local market.

It was over two years ago when the ProStar made its public debut in Australia, taking pride of place on the Navistar stand at the last Brisbane Truck Show in 2015. Since then, there has been a lot of discussion about who would sell and support the new International trucks, and what models might become available to Australian operators.

The sales and support question was answered a few months ago, with IVECO being announced once again as the local distributor. This announcement came as no surprise, given the history between the two brands and the fact that the last International trucks sold in Australia were marketed through IVECO dealerships.

The ProStar is not a new truck for Australia. Let’s not beat around the bush, the ProStar is very similar to the CAT trucks that we have seen operating here for a number of years. In fact, the ProStar is basically a repowered and rebadged version of the CAT, and will continue to be offered as such for the foreseeable future. The ProStar does, however, bring with it a few minor improvements and a considerable advantage in terms of the service and support network.

The International brand has a long and proud history in Australia, with a reputation based on building simple but reliable and robust trucks that stood the test of time.

Ironically, the launch for the new ProStar took place in the same shed that produced the first locally built International in 1952. While the ProStar won’t actually be built here (they will be built in Escobedo, Mexico), there will be a team of International executives based in the office at Dandenong, making this somewhat of a homecoming for the brand.

The initial offering from International focuses on the ProStar, with four basic variants on offer that cover most aspects of the heavy-duty market. It’s not unrealistic to find that the ProStar will target all those applications where the CAT truck has proven popular, and in some ways the CAT truck has paved the way for the International branded model. The ProStar range offers three prime mover variants – a day cab, a stretch cab and a 40” integrated sleeper cab – along with a rigid tipper specification aimed at truck and dog and PBS operators.

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All models will initially be offered with one engine, that being the 15-litre Cummins X15 rated to 550 hp (410 kW) and 1850 ft-lb (2580 Nm) of torque. The X15 uses SCR (AdBlue) to comply with Euro 5 emissions standards, and, when matched to the Eaton UltraShift Plus AMT, offers the full suite of Cummins ADEPT technology designed to reduce fuel consumption.

The cooling package is an “over and under” configuration, with the main radiator sitting below the charge air cooler.

This not only improves cooling performance, but eliminates the issue with debris getting caught between the two, as is the case in most situations where the charge air cooler sits in front of the radiator. The efficiency of this cooling package also leaves the door open for higher horsepower ratings in the future.

The driveline is consistent with North American truck preferences, with the UltraShift PLUS automated manual (AMT) or the manual RTLOF-20918B equivalent 18-speed manual Eaton transmission, with an air over hydraulic clutch to reduce strain on the left leg. Meritor drive axles, with diff locks and cross locks as standard, sit on Hendrickson PRIMAAXEX air suspension, rounding out a well proven and trusted driveline package with good service and parts availability. The front axle is also a Meritor unit, with the wide track 14-143A axle chosen for its improved wheel cut angle and so improved manoeuvrability. All axles are fitted with alloy hubs, and polished aluminium wheels, to optimise tare weight.

The bonnet and cab design of the previous CAT Truck have morphed into the design for the International ProStar, with slight accompanying variations and the universal raising of the cab mounting position to add 50 mm to improve airflow.

The International cab is a little different, with a revised engine cover offering more room for the driver’s left foot, and extra support built into the overhead console to improve longevity. The instrument cluster is clear and easy to read, with ten gauges in the main cluster covering engine, fuel and AdBlue information, and two in the centre panel to cover diff oil temperatures.

Both the driver and passenger seats are leather upholstered and air suspended, with the usual adjustments to ensure a comfortable seating position on either side of cab. A tilt and telescopic adjustable steering column also aids in driver comfort, and the 40” integrated sleeper offers a little more fore and aft travel on the seat base, meaning more space for those with longer legs or bigger bellies.

GROUNDHOG DAY

“The bonnet and cab design of the previous CAT Truck have morphed into the design for the International ProStar”

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FEATURE While the extended cab does offer a 660 mm wide bed, this would be more practical for a half-hour lie down in the queue than regular overnight accommodation. For those who would be more likely to spend their weeknights sleeping in the truck, the 40” integrated bunk is the only option, at this stage. The bigger bunk also comes with the benefit of extra headroom, with space to stand up between the seats, and plenty of storage for life’s essentials. There is ample room under the bunk for a slide-out fridge (which one Navistar representative said would be standard, but wasn’t fitted to the launch unit) and baggage. There are also toolboxes on either side of the bunk, which can be accessed from outside the truck, or from inside the cab by lifting the bed.

One thing that does need to be noted is that the actual bed is only 700 mm wide, putting it in line with the standard Euro bunk. The inner spring mattress is shaped to fit behind the seats, making either end a little narrower than the 700 mm section in the centre.

Bunk size is a big factor in an operator’s choice of truck, and while there is the chance of a larger bunk being available down the track, the current 40” sleeper is the biggest ProStar cab that will go in front of a 34-pallet B-double and still fit within the 26-metre overall length regulations.

In terms of fuel capacity, International has gone with 720 litres as standard, with the option of extra tanks. There is plenty of room on the chassis for another 300 or 400 litres capacity, and so the ProStar will be capable of cracking the magic 1000-litre mark that most line haul operators are looking for. A 90-litre AdBlue tank is fitted as standard.

There are differences between the Australian version and the domestic US version of the ProStar, largely relating to the use of 3/8th frame thickness for the chassis rails and Hendrickson PRIMAAX suspension, neither of which are commonplace in the North American market.

Although the US market is now mandating the fitment of EBS and roll stability systems, the ProStar we see here can only currently offer ABS. A full EBS and roll stability

“We are here, and CAT Trucks will be supported” 16

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upgrade is still two years away and dependent on the result of an ongoing test and development programme.

Also up for a decision is whether the ProStar can advance to disc brakes from the current drum installation.

Up for revision is the current wiring system, an upgraded ECU, the fitment of a steer angle sensor that needs to be incorporated into the steering column, and a lateral G-force sensor included on the chassis to determine side loads. The ABS system needs to move from a fourchannel system to that of a six-channel, plus fitting an electric relay valve modulator to control air to the front during braking and adding a second relay valve modulator to control airflow to the trailer. Once the base technology is included it paves the way for the introduction of the Bendix Wingman systems.

The ProStar is just what the old S-line used to be – a simple, easy to operate truck. At no stage throughout the launch was there any hint from International that this is a technological masterpiece, instead the focus was on the need to provide what most operators want – simplicity, reliability and efficiency.

The big benefit the ProStar has over the CAT variant comes in the way of product support, with both IVECO and Cummins offering well-established and widespread service outlets. As dealerships are appointed, they are expected to incorporate a Cummins servicing facility to centralise maintenance requirements. Those early adopters of the CAT brand should take solace from the fact that, as one Navistar company spokesperson explained, “Navistar has built a brand of CAT Trucks, but they are International products. We are here, and CAT Trucks will be supported”.

Pricing has yet to be confirmed, but, with the right cost structure in place, this could be the truck that puts International back into the mix as far as Australian market share goes. And who knows, if it works out we may see other models added to the International line-up.

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FEATURE

GO WEST David Meredith heads into the great red (and currently green) yonder at the wheel of a brace of T610 Kenworths

The offer was irresistible; join a two-day run from Darwin to Broome through the Territory’s lush monsoonal green with two Kenworth factory engineering development specialists and a couple of the new T610s – an Aero and an SAR. Following on from Kenworth’s truckie love-in at the Bayswater plant last December, I got to experience the new T6 series’ cab-width and comfort, the new features that are attached to this development, and, importantly, get some inside information on the local Kenworth people’s work programme to get this new model on the road.

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The two trucks are part of a cluster of early production models built for customer testing and evaluation around the dealer network. But, they’re also mobile test beds and were driven under the beady eyes of Paul Hogben, Kenworth’s R&D manager, and Phil Spencer, one of the brand’s senior product designers.

Their presence was very handy when the T610 Aero petulantly decided to ‘lose’ cruise control, electronic stability, fuel metering and the engine brake, as well as locking the engine fan on despite a comfortable cruise with relatively little payload. A dash warning told me urgent dealer service was required, which wasn’t helpful two hours out of Fitzroy Crossing.

With oil temperature, pressure, and coolant temperature all rock steady on normal, Paul declared a sensor fault, so we disconnected the CAN Bus connector for the cab at the next bathroom stop. Bingo – fired it up and all was good.

There was a side benefit though. With fuel flow registering zero, but the odometer ticking along as normal, I achieved a world’s best 11.3 l/100 km by the end of the 250 km sector! And I have the data screen to prove it.

GO WEST

“Over 300 orders have been received for the new T610 since release”

This kind of constant in-service development and faultfinding is critical to providing Australian operators with the Kenworth product they expect. And it’s already paid dividends. Over 300 orders have been received for the new T610 since release – economic slump notwithstanding, around 60 percent opting for the SAR version, with its in-your-face, dunny-door aerodynamics and traditional visage. Kenworth customers are, after all, a traditional bunch, and loyal to boot.

It’s not hard to navigate in the Territory – drive all day, and then turn left is about it.

The T610s rumbled through sunshine and storm, with Cummins’ 485 hp and 2237 Nm growling away steadily at around 1570 rpm. Both trucks had Eaton transmissions – the SAR the UltraShift PLUS AMT, and the Aero the 18-speed manual.

The numbers say the cab is 300 mm wider in shoulder room, but the new driver’s environment is a whole lot more than mere numbers.

The footwell space is bigger, the mirrors expanded and re-jigged, there’s a flatter dashboard with a reduction in gauges, and a steering wheel with button controls on each arm. It’s a whole new world for Kenworth fans.

Somewhere over the rainbow they’ll eventually ditch the ancient park brake plungers and replace them with a lever, and maybe even get the engine brake control on the steering wheel or column. But this 610 seems more than a single model switch.

Although the door openings are restricted by the new mirror placement, there are wide and grated steps for safe entry. Excellent vision means the shrink-wrapped feel of the old cab is entirely gone. The steering column tilts and telescopes and the suspension seat has side bolsters adjustable to suit from skinny to any other extreme. Both seats have fold-down armrests.

Heating, ventilation and air conditioning – HVAC in Kenworth-speak – delivers a solid Aussie volume of air if you fiddle with the dials, or an even temperature if you set the level and forget. Across the dash, the five large vents, each fully adjustable, means there are no hot or cool spots. A lot of work on air displacement under the hood, combined with redesigned insulation over the firewall and under the cab, meant no heat soak through the floor when we pulled up.

On the road, both T610s were well mannered, although the SAR running bobtail meant the road train grooves along the road edge demanded lots of steering work. After I told Paul Hogben I thought the steering was pretty loose, he confirmed they are working on it to engineer some additional precision.

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FEATURE The Aero was clearly the quietest. It defies physics to hang air cleaners and a get-outa-my-way grille in the airflow and expect no wind-noise, but that’s the SAR’s way of letting the world know it means business.

From the firewall back, the cabs – and sleepers – are identical, so driving, moving around, sleeping and doing admin work are all easy, without ducking and squeezing your way between the wheel and the sleeper.

If you are a Kenworth fan, these new models will only serve to lock you into Kenworth’s world for at least another decade or so. If you’re not, a drive might just cause you to rethink your allegiances, even if your preference is one of those slinky European cabovers that set today’s technology pace.

DEVELOPMENT SNIPPETS Local Data – To validate the cabs, local Kenworth engineers have tested the new models for upwards of 10 million kilometres.

The process started in 2006, when a team of engineers from PACCAR’s US-based global technical centre was dispatched Down Under to develop a model of Australian conditions they could use for remote assessment, bringing enough sensors, gauges and gizmos to test a battleship.

Thermo couples, strain gauges, load sensors and various other diagnostic tools were attached to a T6 that was sent out to a stock carter in northern NSW to gather data on all stressed chassis components.

Air-conditioning – Getting airflows right and balanced properly was critical. Ducting needed re-routing because the cab was moved forward about 200 mm and was on top of the engine. So increasing airflow was a critical part of the redesign.

After a wasted week up past Mildura looking for hot weather, the team dashed north when Bourke was forecast to hit the mid 40s. They parked a new 610 and a current 409 SAR in the sun – both red, both sleeper cabs with as close to same spec as possible. When the cabin temp stabilised around 56 degrees they let them cook for a few hours, then started up, switched the aircon to full and started driving. The 610 pulled back the heat in half the time as the 409 SAR, despite the larger cabin volume.

Radiator – It’s Kenworth’s first aluminium radiator for Cummins engine installations. It replaces copper-brass, an option on the SAR, and is about 160 kg lighter because it takes a smaller radiator package to do the job, as the material dissipates the heat much faster.

The data was compiled over several weeks as the team followed the truck through its work cycle, and was then taken back to the US for analysis.

Cummins provided the heat rejection data so KW engineers could develop the spec, then they installed one and validated it on Cummins’ dyno here in Scoresby.

The conclusion rated the truck equivalent to a US-based logging truck, but at 2-3 times the distances, in a lot more heat, with much larger payloads, and at higher average speeds, and allowed PACCAR engineers to duplicate Australian load and service conditions at the PACCAR test facility.

The aluminium unit was already in use in the US, but our load, terrain, distance and ambient temperature conditions here required local validation. The smaller package allowed designers to make the nose more compact, which means the 610 Aero can only take the aluminium radiator, but the SAR’s giant hooter can accommodate both.

“The 610 pulled back the heat in half the time”

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FEATURE

REACH FOR THE SKY City Crane Trucks has built its business by building the best relationships with its customers – Words by Stuart Martin, images by Christian Brunelli.

B

uilding relationships in the transport business is a cornerstone of any successful enterprise, not only with customers but also with your suppliers.

In Bruno Simone’s case, good relationships with clients, suppliers and staff of City Crane Trucks has been critical in establishing the Adelaide-based business as a leader in its field since it started in 1999.

Having started the business on the back of a well-used Hino traytop truck – previously used for carting fruit and vegetables – a crane was installed, and so began the crane truck business.

Nearly two decades later the City Crane Trucks fleet now numbers more than 30 vehicles, with two Freightliner Argosy crane trucks among half a dozen Freightliners within the company’s fleet that also has Volvo, Isuzu, Iveco and DAF representatives.

Currently, the City Crane Trucks’ largest unit is a DAF CF85 fitted with a Hiab 800E7 crane, which it claims is currently 22

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the largest crane truck in Australia – Mr. Simone said when fully extended to 28 metres it can pick up 1 tonne, or 15 tonnes can be hoisted at a range of 4 metres.

“The DAF is our biggest, while the smallest truck can go 14 metres and pick up 500 kilograms, or at 3 metres it can lift 4 tonnes – we have 30 cranes and it’s a big variety”.

There’s no element of complacency in the City Crane Trucks boss, who is planning to add to the Argosy population of the fleet next year, testimony to the breed’s performance for the company.

“The DAF’s crane next year is coming off and going on a twin-steer Argosy, that’s next year’s project, we regularly upgrade as many as four trucks a year,” he said.

REACH FOR THE SKY The crane changeover follows almost two years of solid service from the latest Argosy to join his fleet - “that’s been on the road for almost two years. It’s pretty busy all the time – we use the Freightliner Argosy and Columbias for our bigger 30-tonne cranes”.

“That Argosy is a 10-year commitment, the smaller ones are 5 to 7 years, the Argosy’s crane is relatively small, but it’s an expensive piece of equipment,” he said, while not wishing to disclose beyond “six figures” exactly how much one of the rigs would cost to purchase and fit out.

The company looks after its equipment on site, performing all its own trailer maintenance as well as intermediate servicing.

This is particularly relevant given the number of idling hours completed while undertaking the crane side of the vehicle duties, with the trucks receiving workshop attention on-site and at dealers when diagnostic work is required.

The City Crane Truck fleet now also includes an allterrain fork trucks, the result being a fleet of crane trucks suited to a wide variety of tasks. Work requirements can be extremely varied, ranging from the installation and retrieval of the Clipsal 500 racetrack concrete barriers and site huts, as well as transporting household products, timber trusses, bricks, Gyprock, lawn, safes, windows, septic tanks, concrete pits, pools and large rocks – even fake crocodiles for restaurant chain Outback Jack’s.

“Whatever we can pick up, deliver and install, we’ll do it, we deliver pools, hoist them over the house, we’ve done marble benchtops, pianos, furniture, anything,” Mr. Simone said.

Although based in Adelaide, the trucks are involved in intra and interstate transport of loads ranging from the conventional to the less common.

A few minutes on the company’s new-look website or its Facebook page picture gallery is evidence of the varied loads it has been tasked with transporting.

The famous “Malls Balls” – a prominent double-sphere sculpture and a staple feature of the Adelaide CBD’s

The fleet numbers just over 30 trucks – the majority being prime movers and a handful of rigid trucks – including an Argosy Cat C15 with a Palfinger PK73 crane.

Rundle Mall shopping precinct – were removed when major works were undertaken in the mall. The City Crane Trucks crew were trusted with the task.

Mr. Simone said the more recent Argosy – a DD15 twin-steer 8x4 90-inch mid-roof with an 18-speed auto and Palfinger PK63002 crane – was also well suited to crane applications.

City Crane Trucks is a family-owned and operated business employing around 40 staff, with Bruno’s wife running the accounts and his brother in the role of general manager.

“It’s a good truck, it’s lived up to expectations….we pick our trucks mainly for weight distribution, and the Argosy has good steer weight, good tare weight. Obviously the support we get as well from the manufacturer, again, it’s a relationship thing,” he said.

Mr. Simone said business was good, but the biggest problem is finding qualified driver/crane operators – he gestures at several trucks in the yard that are in need of operators.

“We can grow, but to do so you need the correct people and our struggle is to find the right operators for the cranes”.

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FEATURE “That’s our struggle, to find the people to make it happen, we’re busy but there are a few trucks parked out there because we can’t get operators for them,” he said.

A genuine family business, the management looks to keep its workforce (many of whom are long-term employees) happy and motivated with social events, as well as offering a bonus system to reward staff who put in extra effort.

Bruno Simone

“You get the right people in, they work hard and they’re paid well for it, they’re here for 12 hours a day sometimes,” he said.

“Our guys get the award rate and penalties, but we work on a bonus system, the more you put in the more you get back out, it works for about a third of our 30-odd drivers who see the opportunity and take it up,” Mr. Simone said.

“Staffing is the biggest problem in this industry, not the drivers but the crane operating side. I can get drivers, but not many can operate a crane, there’s a lot of procedures and OHS to it before they are able to become proficient,” he said.

Mr. Simone said the business was well established and had thrived in the boom times and weathered the tougher times.

“An old fella told me once, if you’ve got a business that won’t run without you, you don’t have a business, you have a job. You need to build a business that operates without needing you there, it comes back to the people,” he said.

The Freightliner Argosy is available in 6x4 and 8x4 configuration powered by either the Detroit DD15 in ratings of 500-560 hp with 1850 lb-ft of torque or the Cummins X15 in ratings of 485-600 hp and with torque ratings of 1850-2050 lb-ft. Transmission options include the Eaton Roadranger manual or UltraShift Plus AMT. In an 8x4 application the Argosy is only available with a 90-inch cab, but in prime mover form the cab options include a 90inch, 101-inch and 110-inch mid-roof sleeper, plus a 110-inch raised-roof sleeper cab.

Axle choices range from parabolic front taper leaf spring suspensions with Daimler or Meritor axles together with Meritor rear axles and Freightliner AirLiner, Hendrickson PRIMAAX and Neway AD246 air suspensions or the Freightliner TufTrac six-rod steel spring suspension with ratings from 106-140 tonnes GCM. Roll stability control, traction control and ABS safety systems are by Wabco, and Bendix disc brakes are available when specified with the Daimler front axle package.

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“As long as we stick to the budget and keep moving forward – we’ve done our hard times, we own the land and it’s a bit easier now, it would be hard for someone trying to start today,” added Bruno.

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FEATURE

SUMMING UP With a new slogan of “Do the Math, Buy a DAF”, PACCAR’s European brand gets more power and becomes immediately more attractive

W

hen we split trucks up into their respective market categories, we do it in a few ways.

Generally it’s GVM or horsepower ratings that define where a truck fits in the market, but the easiest way, in general terms, is to look at the cab and chassis layout. Taking DAF as a good example – the LF has the smallest cab, and is usually set up in rigid form, while the CF is considered the small prime mover when compared to its big brother, the XF.

The horsepower ratings available in each model also define the tasks they are suited to, with the smaller engine of the LF being perfect for the around-town rigid role, while the CF75 has offered a PR 9.2-litre and the CF85 the same engine as the XF but at a reduced power output. This makes the CF85 perfect for rigid or single trailer, local or country work with 460 hp. The XF has not only the largest of the cabs in the range, but it is also the most powerful, making it more suitable for B-double and line-haul work. It’s fair to say that is also how the dealers see the line-up, until now.

The CF85 DAF is a popular model among those looking for a good around-town or intrastate prime mover, or 26

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solid reliable rigid. It has all but taken over the concrete pumping market, with 8x4 and 10x4 rigid models proving very popular as the base vehicle for the top-of-the-range imported pumping units.

PACCAR recently announced a power increase for the CF85, which not only benefits many of those longstanding CF buyers, but also opens up a lot of new opportunities for the CF in markets where its sub-500 hp output may have limited its potential.

The CF85 DAF is a very well developed and proven model, with a driveline that has stood the test of time and provided good results for operators. The low cab sacrifices nothing over its big XF brother in terms of comfort and features, especially in the high-roof Space Cab version, with the engine tunnel in the floor between the seats being the major obvious difference. For a local truck, it provides a very comfortable workplace for a driver, and a good level of safety equipment. It also now provides enough power to realistically be considered for the roles of full-time B-double prime mover or PBS truck and dog.

While the CF has, for a long time, been offered with the MX13 engine, with power restricted to 460 hp (340 kW)

SUMMING UP

“A big truck wrapped in a little cab, with all the capability of the XF”

and 1700 lb-ft (2300 Nm), it has dropped short of the magic 500 hp that many operators consider to be suitable for the bigger tasks. Boosting the power to 510 hp (375 kW) and 1850 lb-ft (2500 Nm) puts it right in the mix, and into an area where some savvy operators are seeing benefits from 13-litre engines, including a big weight saving over their 15-litre counterparts.

The low cab height, easy access and egress, and manoeuvrability of the CF85 are all things that make it a good candidate for multi-drop and PUD work, whether it be in rigid or semi configuration. Excellent vision, with the aid of electrically adjusted and heated mirrors (both the main and the spotter mirrors), also adds to the appeal.

A quiet and comfortable cab is just as important during a day around town as it is out on the highway, and while it may be a little noisier than the XF, the CF delivers on both counts. In fact, the interior offers all the goodies found in the XF, including a slide out fridge and sunroof as standard. The dash, controls and layout are identical, and while it may take a little extra effort to climb in, the bed is also very close to that in the XF, albeit 60 mm narrower.

Underneath the cab, the 510 hp CF85 is not just similar to the XF, but virtually identical. The entire driveline is the same, with the MX13 driving through a 16 ZF-AS Tronic AMT transmission and Meritor rear diffs. A slightly different diff ratio is used on the CF, to make life easier in the stop/ start traffic around town. This is, however, the same ratio I had installed on my own DAF XF a few years ago, with good results on the highway.

Kenworth Airglide 400 eight-bag air suspension is fitted under the rear, with 7500 kg rated parabolic springs fitted up front. Disc brakes on the steer combine with drums on the drive axles to bring it to a stop, with EBS and ABS fitted as standard, and hill-start aid and traction control also feature on the spec sheet.

The standard wheelbase is also the same, but, strangely enough, the CF85 only carries 770 litre of fuel against the XF’s 1000 litres. This has more to do with the chassis layout, and the location of the air tanks and batteries. A smaller AdBlue tank also hints at the local or intrastate intentions of the CF. That being said, fuel and AdBlue packaging is easily changed to suit individual needs, if the chassis space allows.

So, basically, the CF85 510 is a big truck wrapped in a little cab, with all the capability of the XF, including a rating of up to 70 tonnes GCM. This leads into the conversation about the new opportunities for the CF, which are many and varied. As mentioned above, the PBS truck and dog market could be a great domain for the CF, with its light tare weight, standard safety equipment and manoeuvrability.

I can also see the CF85 being popular in the car carrier market, with the ability to pull a B-double and fit an extra car over the roof. Volvo has made big inroads into this market lately with the FM, but the price difference between it and the CF could see more operators swinging over to the Dutch brand. Line haul, B-double changeovers would also suit this truck down to the ground, with enough fuel for a night away, good driver environment and the efficiency of the MX13 putting forward a pretty good case.

On a recent drive aboard the CF 85 510, towing a single trailer loaded just shy of 35 tonnes gross, the truck demonstrated good manners under a variety of conditions. The drive route took in some hilly country, highways, freeways and local suburban roads, with the CF taking it all in its stride. Even on a very blustery day, it returned 2.3 km/l on a route that was chosen specifically to test the gearing and pulling power, with no regard to fuel efficiency. I was actually expecting a much worse result, and this is the only reason I mention it.

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FEATURE

“The interesting thing will be to see how its competitors respond”

It would seem that a change of turbo and programming has really brought the CF85 to life, allowing operators to exploit its full potential.

While I don’t think it will ever replace the XF, the CF does offer the same performance, and could well take some of its big brother’s market share in those jobs that don’t require a driver to spend more than the odd night sleeping in the truck. The interesting thing will be to see how its competitors respond, including Scania, which does not yet offer 500 hp under the P-Series cab. Volvo has an option, but, again, pricing might see the competition in this segment really heat up.

So it would seem that DAF has broken stereotype in terms of small trucks only having small horsepower figures.

The interesting thing for me though, is that the CF85 is no longer a small truck – it’s actually a small cab sitting atop a big truck chassis and driveline.

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FEATURE

OVERNIGHTING Dave Whyte takes the latest Actros 16-litre in full weight B-Double attire for a night run.

O

ver the last few issues, we have been making quite a song and dance about the new Mercedes-Benz Actros, and with good reason. It’s not often that a new product release causes such a change in operator opinion, and what we have seen and heard from those who have been bold enough to jump on the new-Actros bandwagon is nothing short of remarkable.

There have been the doubters that have been converted, those who would never have looked at a European truck who have bought them in large numbers, and the business operators who just couldn’t deny the financial benefits over their previous trucks. The response from drivers has also been a resounding “yes please”, meaning the new Actros has not only won over the purchasers, but also those who are paid to operate them.

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Any operator will tell you that a driver who is happy with the equipment you provide them will perform better, day in, day out. It also makes them more likely to look after the gear, further reducing the operating costs through eliminating unnecessary wear and tear. While a lot of operators buy the right equipment to attract drivers, it doesn’t always prove to be the most efficient or cost effective. The difference with the Actros is that it provides both benefits, resulting in a win-win situation.

OVERNIGHTING Converting the doubters and attracting new customers hasn’t just happened for Mercedes-Benz though, with a great marketing and information campaign in the lead up to the launch, and a generous fleet of trucks sent out to operators for extended trials. Even those fleets where the drivers didn’t initially want a new Actros found there was a turning of the tide after a week or so in the seat.

This getting drivers in to the seat is often the hard part for manufacturers, but Mercedes-Benz has made a point of making trucks available to anyone that may, or may not, be interested in putting the new range through its paces.

This keenness to provide potential customers with a trial unit is to be congratulated, as the idea has worked very well for the new models. Better, in fact, than MercedesBenz had expected. The level of interest in those models powered by the 13-litre engine has been higher than expected, but the interest in the 16-litre models has been the big surprise. Even those who were responsible for the lead up marketing campaign were caught off guard, and they are usually the first ones to talk up sales forecasts, and say “I told you so” if they are met.

In previous issues of PowerTorque, I have driven various models from the new Actros range, including both 13-litre and 16-litre powered variants. The interesting thing about the models I have driven is that they have not all been top-of-the-line trucks, as we usually experience in this job.

In many respects, this is a good thing, as it makes the drive more about the performance and less about the gadgets. Let’s be honest, there will be more of the base spec trucks sold anyway, especially in the fleet market. That being said, the level of equipment on the base models is still very good, and aside from a little extra headroom, the cab layout is the same.

This leads me to my most recent drive of a Mercedes Actros 2658. With the truck due to go out on trial with a customer, time was of the essence, and so the usual Melbourne to Sydney drive was not on the cards. In the interests of keeping it as real world as possible, it was decided that a Tarcutta changeover would be the go. This would give a relatable fuel figure, and is not uncommon territory for these trucks running with the big fleets. I had driven a pre-production Actros 2658 in the lead up to the launch, but this would be my first trip in a full Aussie spec model.

The first thing you realise with the 2658 is just how far off the ground the cab is, with four steps to climb before reaching the floor of the cab. Access is good though, with good grab handles and wellpositioned steps making the climb easy, if your hands are empty. Throw the driver’s favourite travel mug into the picture, and it becomes a little more difficult though.

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FEATURE Once in the cab, there is a feeling of spaciousness, even in the standard roof-height version. The high driving position is very easy to get used to, with excellent vision in all directions, and none of the wallowing that you might expect from such a tall cab. Noise levels are very low, with the wind noise being the only reason to turn the radio up a couple of notches. It was a blustery night with a strong cross wind for most of the trip (both north and south-bound legs), and even the wind noise was fairly unobtrusive. Engine noise was only very faint in the cab, with just enough of a rumble to know that it was working in the hills.

While this truck wasn’t the top spec, it did offer most of the smart technology found on the big bangers. Adaptive cruise control, lane departure warning, auto headlamps, auto wipers and climate control were all on hand to make life easier. There was also plenty of safety gear on board, with active emergency braking, and disc brakes with EBS and ABS fitted as standard.

As with the other models I have driven, the tall diff ratio takes a little time to get used to. With the engine working at such low revs, around 1400 rpm at 100 km/h, there is a perception that the truck isn’t performing. The fact is, that is the sweet spot where the horsepower and torque curves meet, and so this is where the engine is actually performing at its best. In the hills, the truck holds on to top gear for what seems like eternity, as the tacho drops to just over 1000 rpm before making a gear change.

The high seating position, combined with the low engine, gave the impression that I might have been able to get out and walk faster, but the speedo showed a good rate of progress. On the occasions that I did make a manual

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gear change, to try and maintain better pace in the hills, the result was no better than leaving the transmission in auto mode. The low down torque of the 16-litre engine, available down to 1000 rpm, means it doesn’t need to drop so many gears, and when you consider that it loses speed every time the driveline torque is broken, fewer gear changes make for good progress in the hills.

On the downhill runs, the transmission neutralises, allowing the combination to roll further and use the momentum over a longer distance. Even over the smaller undulations, this feature made good use of the 63 tonnes gross weight, with the combination coasting for several kilometres in neutral on a number of stretches. This not only reduces fuel use, but also reduces wear and tear on the entire driveline, and goes some way to extending service intervals.

Over the journey, the Actros covered 956 km, at an average speed of 86 km/h and returned a figure of 1.9 km/l. Given the windy conditions, and a gross weight of right on 63 tonnes, I’d say that’s about where it should be.

The traffic from Mulgrave out to Epping, and the CityLink roadworks on the return trip didn’t do anything to boost these figures either, but that’s the scenario that played out.

Even without all the bells and whistles, the Actros proved to be a very driver-friendly workplace. Comfort, noise levels and ease of operation meant an easy night on the road, with ample power helping to maintain a good trip time. The smartest thing about the Actros, for my money, is just how easy it is to make use of the technology on board, which in turn makes life easier on the driver.

As I mentioned earlier, a happy driver can make a big difference to the bottom line.

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FEATURE

EUROCARGO

GOES TO EURO 6 IVECO joins MAN, Mercedes-Benz and Scania in recognising climate change and the benefits of Euro 6

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EUROCARGO GOES TO EURO 6

T

he role of rigid trucks has grown dramatically over the last ten years, with many factors contributing to that popularity. While interstate drivers used to spend their day running around town doing deliveries and pick-ups before heading out again, the multi-drop local task is now, in most cases, completed using smaller trucks.

With access to customer sites also getting tighter, the 10 to 14-pallet rigid has proven to offer decent carrying capacity along with the manoeuvrability required to service the role. Traditionally, the Japanese manufacturers have had a stronghold on this market, but increasingly we are seeing the European manufacturers making up ground.

The Eurocargo E6 is the latest offering from Iveco in the 12 to 18-tonne GVM rigid marketplace, offering all the latest safety and emissions technology one might expect from a Euro manufacturer. As the badging suggests, the Eurocargo E6 is Euro 6 compliant, with Iveco choosing to take the step well before it becomes mandatory in Australia.

There are three models in the new Eurocargo range, ranging from 12-tonne to 18-tonne GVM, and all are powered by the same 6.7-litre Tector 7 six-cylinder engine.

In the 12-tonne variant, the ML120, this engine produces 250 hp (185 kW) and 850 Nm (627 lb-ft) of torque, but the two heavier models – the ML160 and ML180 – get a power boost up to 280 hp (206 kW) and 1000 Nm (738 lb-ft). A choice of transmissions is available across all models, with a nine-speed ZF manual as standard and a five-speed Allison automatic available as an option.

All models use Iveco’s unique Hi-SCR system, which eliminates the need for EGR through the use of a passive DPF and AdBlue, to achieve the Euro 6 rating. This works by increasing the combustion temperature (through deletion of EGR), which results in reduced particulate matter. The increased exhaust gas temperature is then sufficient to burn off the particulate matter that is trapped in the DPF, while the AdBlue takes care of the NOX levels.

All of this takes place in the same muffler unit, taking up less space on the chassis and reducing tare weight. It also eliminates any issues caused through the use of EGR. Rear air suspension is also standard across the range, with the ML120 offering a two-bag setup while the heavier models are fitted with a four-bag system. Interestingly, all models have dual height levelling valves, one each side of the chassis. This is a great feature, especially in the multi-drop role where removing a pallet from one side can make the vehicle lean to the heavier side. Anyone who has driven a truck in this situation will know how uncomfortable this can be. With this system, the truck will remain level under uneven load conditions, improving overall vehicle stability and keeping the remaining freight in an upright position.

Other safety equipment available on the Eurocargo includes disc brakes all around, with ABS, ASR (traction control), ESP (stability control) and active emergency braking. Lane departure warning and adaptive cruise control are also available as an option across the model range. The driver also gets an airbag, and daytime running lights are fitted as standard.

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FEATURE

“Eurocargo has the environmental credentials to satisfy the big fleets” The latest Eurocargo cab takes on a new look, but retains a distinctly Iveco look about it. The front grille panel is easily accessed for daily checks, and improved grab handles below the windscreen make cleaning the glass a simple affair. The external sun visor has been removed, with a “diffusing strip” being added to the windscreen in its place. This is similar to the blue strip across the top of a car windscreen, and provides the same level of shading as the old plastic visor would have without the associated wind noise. It also improves the aerodynamics of the cab, along with a number of other aero improvements. These include new front corner panels, aimed at keeping the lower door and door handle clean in wet conditions.

I recently had the opportunity to drive two Eurocargo E6 models – an ML160 with the Allison automatic transmission and an ML 180 with the nine-speed manual gearbox – at an Iveco drive event that took in various road conditions around the Mornington Peninsula, south east of Melbourne.

The first thing to strike me was the ease of entry into the cab, with wide doors and only two steps up to the cab.

This is important when you are getting in and out many times a day, and not only makes life easier, but also safer.

Good step positioning also made it simple to exit the cab, with the steps being easy to see, and spaced so as not to scrape your shins on the way down. Getting comfortable in the cab is facilitated by the controls available on the seat, plus the adjustable steering column that allows plenty of scope for drivers of all sizes to feel at home.

The Tector 7 provides smooth and ample power, with very low noise levels in the cab. Both the automatic and manual transmissions made good use of the available power, with the silky smooth auto working well with the engine brake to provide the right gear for retardation when required.

The manual was a full synchromesh transmission, and took very little time to get acclimatised. The shift was short and sharp, providing a quick gear change and good acceleration from a standstill. With only 5.0 tonnes on the back, the ML180 was far from fully loaded, but second gear made for a good launch off the lights with plenty in reserve for a heavier load. First gear wasn’t used at all during my drive, but would likely come in handy on an uphill start with a good load on board.

Three cab variants are on offer, with a standard day cab, low-roof sleeper and high-roof sleeper cab available on all models. All sleeper cabs come with full curtains, a reading lamp in the bunk and plenty of extra storage space, including an external toolbox-style compartment.

While many buyers won’t be looking for the sleeper-cab configuration, it does make the model more attractive to those who work longer-distance roles, such as removalists. The day cab has a spacious feel about it, with good storage, plenty of USB and cigarette lighter style power outlets and a number of places to put your coffee cup. The optional Central Office Box, which sits in the place of the centre seat, adds to the storage space, and includes additional USB and power outlets. All cabs sit on four-point spring suspension and come with electric cab tilt for easy access to the engine bay.

The layout inside the cab is neat and clean, with easy to read and reach controls. The driver is treated to an ISRI air-suspended and multi-adjustable seat, with the option of having the same on the passenger’s side. The dash layout is clear and simple, with a good view through the steering wheel to all gauges. A large multifunction touchscreen media system, which incorporates the audio, sat/nav and reversing camera display is also fitted as standard, with audio controls built into the steering wheel.

Vision is excellent, with plenty of mirrors to assist in the tight spots.

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Overall, the Eurocargo E6 performed well in all conditions, which included some local roads, freeways and urban streets. The fact that both models were just as comfortable on the freeway as they were in urban areas showed that they are not limited to one role and really highlighted the model versatility. With Euro 6 as standard on the range, it would also seem that the Eurocargo has the environmental credentials to satisfy the big fleets, many of which are now starting to rate environmental impact very highly in their purchasing decisions.

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FEATURE

HIGH-RISE CONCRETE T

The right equipment is the key to future company growth for concrete specialists, the Sadek Group – Words and images

by Warren Caves.

Whether it’s new roads or tunnels, high-rise housing developments and office blocks to rail projects and the recently signed-off Badgerys Creek airport, things are on the move, and why wouldn’t they be?

Back in 2014, PowerTorque focused on the Sadek Group’s newest acquisition at the time, a DAF CF85 concrete pump with a 460 hp PAACAR MX13 turbocharged diesel and 16-speed manual transmission, featuring twin 9-tonne rated front axles and a 26-tonne rated bogie drive. Class-leading manufacturing by POWERCRETE saw this pumping unit capable of an outstanding reach of 51 metres with a travel length of only 12 metres.

The housing boom doesn’t seem to be letting up, which means more confidence in the market, more investor money to be spent and new roads and infrastructure to cater for the burgeoning sprawl.

Fred’s father Bob started Sadek Concrete in 1983, working from their home in Yagoona. Fred took over the business at the age of 17, starting out with a very tired and aging 1981 Hino.

here’s no denying it, as anyone who’s driven around Sydney of late would agree – major building projects are “on the go”.

What do all these things have in common? Concrete!

None of this can even begin without concrete. This equates to an abundant supply of opportunities in this sector, ripe for the taking, if you have the skills, the knowhow and the equipment.

Fred Sadek, managing director of Sadek Group, has seen extraordinary growth over recent years and has invested in the state of the art equipment to keep pace with demand and secure projects.

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“The early days were hard with that old truck, I would make a thousand dollars only to then have to spend a great deal more than that on repairs. This inspired me to dream of one day owning a fleet of new trucks,” explained Fred The intervening years have given Fred Sadek the opportunity to take his dreams of the future into the reality of today. No longer working from the family home, the Sadek Group is now based at its own premises located in Milperra, Sydney, where the company employs nine staff.

HIGH-RISE CONCRETE Fred has set up the new premises to include a small maintenance area including a pit. “We do most of the pump maintenance side of things here ourselves, except for major works, which go back to POWERCRETE, I spent a lot of time in the early years trying to keep old equipment running, I learnt a lot,” said Fred.

“All our service and maintenance work on the trucks is done by Volvo Trucks at Chullora, and we service on 5000 km intervals as our trucks are running from the start to finish of the day, usually without turning off”.

Well on the way to making that dream a reality, Sadek Group has recently purchased and fitted out a Volvo FMX 6X4, featuring a POWERCRETE line pump body.

The FMX Volvo, purchased through Volvo Trucks Chullora, is a bit like an FM on steroids, built for challenging jobs in challenging environments. Specifically designed for the construction industry, mining and exploration work, or even military applications, could benefit from this design.

The Volvo marketing slogans describe the FMX as, “The toughest truck we’ve ever built,” and if looks determine ability it should have a big future ahead of it.

Powered by the tried and tested D13 Volvo powerplant @ 500 hp and driving through 14-speed splitter, Volvo manual transmission, the FMX has many similarities to other Volvo products in service. Where the FMX starts to differ is in its body styling and ruggedly built front end.

Headlights are positioned up higher to keep them from harm’s way where they are less likely to suffer impact damage. The front bumper corners are made from 3.0 mm steel, not plastic, as is the front skid plate. Both these items are designed to be easily self-replaced by using exposed fasteners, negating the need to attend a workshop or arrange painting – an important benefit for those operators keen to reduce downtime.

Fred optioned the truck up with adaptive cruise control, a third seat in the cab and the added safety benefit of a reverse camera with large screen display. This rear vision, together with clear audio content, allows directions and warnings from a spotter at the rear of the truck to be clearly heard within the cabin by the driver as the vehicle is manoeuvred into some of the extremely confined areas where they have to work.

The front central towing device is rated to tow 32 tonnes and is made from cast iron. As if to prove that claim, the Volvo website shows an FMX suspended from a crane by this towing device alone and boasting that it’s still capable of supporting another 20 tonnes. The steer tyres are Michelin 385/65/22.5, which with the large footprint would be of benefit on boggy or sandy building and construction sites.

Coming into its own, especially whilst negotiating tight and substandard surface sites, is Volvo dynamic steering (VDS). The steering wheel force required at low speed is greatly reduced, lessening the strain on the driver. This would also prove a bonus in turning those wide 385 Michelin steer tyres on soft surfaces. Increased steering returnability is also built into the VDS system, further reducing driver input.

There are high-speed benefits as well from incorporating the VDS system, with disturbance reaction from the tyres ironed out by electronic control systems to prevent the system from impacting on the steering wheel itself.

Similarly, at the other end of the spectrum, there are also low-speed benefits with Fred and his drivers able to notice a big difference over the comparison with a conventional steering system.

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FEATURE POWERCRETE is the Sydney company based in Lansvale, contracted to fit-out the Volvo FMX with a T150 highvolume line pump unit.

A concrete line pump is basically a truck-mounted, highcapacity transfer pump, which primarily sets up at ground level to supply concrete to a tower boom mounted on top of multi-storey buildings, thus enabling pours to take place at elevated levels.

The T150 line pump is connected via the necessary lengths of pipes carried on the truck to a vertical tower pipe within the building being constructed. Concrete is delivered into the unit’s 650-litre capacity hopper by concrete agitator trucks, before being transferred via the tower pipe through to the boom head at upper levels to complete the pour.

Not surprisingly, Fred Sadek is rather proud of what his latest equipment can achieve, with its capability of delivering product at heights of up to 90 levels. If you have ever pushed a wheel barrow full of wet concrete, you will get some sort of insight as to the forces involved in moving large volumes of the product over long distances, let alone vertically.

The Sadek Group’s latest T150 POWERCRETE line pump utilises two Rexroth AV11VO260 hydraulic oil pumps, which are PTO driven and computer controlled.

Pump specifications are certainly impressive, with a stroke of 2400 mm, a hydraulic cylinder diameter of 152 mm and a concrete cylinder diameter of 228 mm with a main shaft diameter of 90 mm. When it comes to the performance figures, this unit can achieve a maximum number of 24 strokes per minute and a maximum concrete output of 150 cubic metres per hour, with a maximum delivery pressure of 130-bar and a maximum hydraulic pressure of 230-bar.

Four outrigger/stabiliser legs take care of what would be considerable movement, and the unit can be operated by a cordless handheld remote control. The Rexroth pumps are computer controlled by a fully programable RC6 card.

With serious figures like that, this is a powerful piece of equipment. However, with land values going through the roof in Sydney, the obvious solution from the developers’ prospective is to “go up”, which should keep Fred Sadek and his staff very busy for the foreseeable future.

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FEATURE

MAN FOR ALL SEASONS

“It makes the decision to go straight to Euro 6 an absolute no brainer” 42

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MAN FOR ALL SEASONS

Dave Whyte tries his hand at beating Chris Mullett when it comes to fuel economy from the big new MAN on the block, the D38.

found that the results can be quite surprising. The high torque output, low gearing and wide power band have proven to be a winning combination, but only for those who look beyond the horsepower.

Following on from the introduction of the new 15-litre D38 MAN engine in Australia earlier this year, many people have commented to me that, “It’s still only 560 hp”. That may be true, but with plenty of torque on tap, 2700 Nm or 1991 lb-ft, that 560 hp rating is well and truly up to the task. The fact that that torque is available right down to 900 rpm also allows for taller diff ratios, which means lower engine rpm at cruising speed, thus saving fuel.

To put this theory to the test, I joined Steve Gibbins, product training manager for MAN in Australia, for a run from Brisbane down to Sydney aboard a fully loaded MAN TGX D38 560. At a gross weight of 61.5-tonne, the run would take us from the Brisbane suburb of Wacol, down the Pacific Highway to Penske Commercial Vehicles dealership in Chipping Norton.

T

he market for line haul trucks in Australia is an interesting one. With the rise and rise of B-doubles, and more recently the bigger PBS combinations, some manufacturers have found themselves wanting in terms of having enough power to keep operators happy. Actually, this is not strictly true. I should say that some operators have chosen to avoid certain models due to a perceived lack of power.

Back in the 70s and 80s, the diesel engine was a very different beast, with horsepower ratings being the basis of whether an engine was any good. Fuel prices were much lower, black smoke was common, and fuel economy was something only the nerds spoke about. The modern diesel engine, while being similar in terms of base components, is a long way from the 6V92s and 350 Cummins that were all the rage in their day. In terms of output, the numbers have risen dramatically since the introduction of computerised engines, but not just in terms of horsepower.

We now talk a lot more about torque, but very few really understand what it is. Basically, that’s the number that defines the real pulling power of an engine – not how fast it will go, but how far up the hill it will go before it needs another gear. The lack of understanding about what torque is, and how it works, is what leads to that perception of an engine being underpowered. Horsepower ratings are largely irrelevant now, but many operators still base their buying decision around them. Looking at the torque figures would, in a lot of cases, provide a better insight into engine performance and pulling power. The reliance on horsepower as a performance guide explains why some of the better trucks on the market are often overlooked.

One of the manufacturers that has suffered from the lack of power perception, is MAN. The idea that you need 600 hp to tow a B-double has left them a long way short of becoming a market leader in the heavy-duty prime mover segment. Those that have tried the MAN product have

The TGX is the heavyweight contender of the MAN range, but only recently received the benefit of the 15.2-litre D38 engine. Along with the bigger engine, the D38 models are the first MAN product in Australia to feature the 12-speed ZF TraXon AMT, which neutralises when coasting to reduce fuel consumption. It also offers the benefit of super-fast gear changes between the top three gears when under load, which aids in maintaining momentum when accelerating or changing back a gear in the hills. As mentioned, a tall diff ratio is fitted as standard, so the D38 ticks over at just 1300 rpm at 100 km/h. The TraXon AMT does a good job of finding the right gear for any situation, and making the most of the available torque.

The TGX cab is a really pleasant place to be, and provides a very comfortable and spacious work environment for the driver. Noise levels are very low, with just enough of the rumble from beneath the cab coming through to let you know it’s doing its thing. The dashboard layout is neat and clear, with plenty of extra information available through the trip computer, including real time and average fuel figures.

Automatic wipers and headlights mean no looking around for switches when it turns dark and nasty, which it did on our way out of Brisbane, with the rain continuing for most of the day.

The run from Brisbane down to Coffs Harbour, our destination on day one, was a fairly simple affair. The biggest challenge for the TGX would have been the climb up between Byron Bay and Ballina, which is much easier since the tunnels have opened. Even so, it is a good pull up through there, and the D38 handled it very well. From there down to Coffs, we battled the rain and roadworks, but arrived in Coffs Harbour feeling fresh and relaxed, with the truck showing an average of 1.95 km/l.

After spending the night in Coffs Harbour, we made an early start in good weather. After a stop in Kempsey for coffee, we found some more hills to test the pulling and stopping power of the D38. While I was impressed with its PowerTorque ISSUE 77

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FEATURE momentum up the hills, the strength of the retarder and engine brake combination was really quite surprising, in a good way. A tap on the brake pedal at the top of the hill, and the truck did all the hard work in controlling the speed on the way down. It really couldn’t have been easier. This was the only situation where the noise in the cab was enough to interrupt conversation, as the engine rpm rose to provide maximum engine braking, and the fan kicked in to provide some support.

After a brief stop at Wyong, we took on the last, and worst, leg into Sydney. Between Wyong and the bottom of Pennant Hills Road, the fuel figure dropped from 1.96 km/l to 1.90 km/l, a big change over a short distance. Mind you, there are a couple of good hills to climb in that stretch, and no chance to get a run up. I did find that the low engine rpm meant the speed washed off pretty quickly on the steep climbs, but a pre-emptive downshift to 11th helped to maintain momentum without over-revving the engine.

Pennant Hills Road is always a challenge in a B-double, but the TGX did it easily. The vision down both sides of the truck, and out the front, made it easy to monitor the traffic around us, while the retarder did a great job of pulling it up at the 700 sets of traffic lights along the way (okay, a small exaggeration, but you know what I mean). Having made it through there unscathed, it was a simple case of running down the M7 and M5 to get into Chipping Norton. The MAN was right at home here as well, with the adaptive cruise control taking all of the stress out of dealing with the Sydney freeway traffic.

All in all, the MAN TGX D38 provides a great all-round package for B-double operators.

Even though it doesn’t fit the 600 hp category, it provides plenty in terms of performance, comfort and driver assistance features. With an overall fuel economy of 1.90 km/l for the trip, it also proved to be efficient.

In the February issue of PowerTorque, editor Chris Mullett ran a similar spec MAN D38 in B-Double format down from Newcastle to Derrimut that produced an overall fuel figure of 1.97 km/l for an average speed of 82.76 over 1071.3 km. The conclusion at the time was that with 44

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more experience behind the wheel of the MAN and with more kilometres under its belt, the improvements in fuel economy were still there to be gained, with an estimate of attaining figures around the 2.1-2.25 km/l mark. At that level it makes the decision to go straight to Euro 6 an absolute no brainer.

There are plenty of hills between Brisbane and Sydney, and even at “only 560 hp” the MAN did it easily, but, for those of you who still see the value in horsepower, I’ll let you in on a little secret – there may be a 640 hp version on its way!

PROBONO0009 Print Ad for Motoring Magazine v1.indd 1

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FEATURE

SYNCHRONICITY

Hino’s 500 Wide Cab raises this Japanese contender into a more sophisticated market segment.

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SYNCHRONICITY

T

he everyday life of a heavy-truck driver in any of our cities is certainly not getting any easier, with the need to cope with growing traffic congestion and the increasing number of young drivers that have no idea of how to share the road with a truck while they are contemplating their next texting session.

Anything that reduces the frustration levels of driving a truck has to be worth consideration, and, if at the same time it’s possible to reduce fatigue, improve concentration and minimise distractions, it’s a win for both safety and sanity.

Hino’s 500 Series Wide Cab range certainly delivers on these parameters by teaming a choice of two different capacity, six-cylinder, turbocharged diesel engines, with the Allison 3000 World Series six-speed automatic transmission.

Visually, the difference between the two engines can be spotted by the cab positioning being lower, with a twostep cab entry for the 8.0-litre, versus the three-step up to the 9.0-litre.

PowerTorque had the opportunity recently to drive both engine options in a 4x2 curtainsider configuration in daylong peak hour traffic through the suburbs of Sydney from Taren Point to Silverwater and the surrounding areas.

Normally, there’s always the risk of frustration setting in due to the unpredictability of other drivers, or having to stop and start three or four times to successfully get through a congested junction due to poor traffic light phasing.

Constant gear changing and clutch actuation is part of everyday life for many drivers, but that doesn’t mean it is an enjoyable part of life. All too often you just get rolling and ready to go for a higher gear when the lights turn to amber and you stop again, having advanced all of 20 metres.

An automated manual transmission (AMT) takes the effort out of gear selection, but in many cases it doesn’t make your progress any quicker, especially when trying to get through a set of traffic lights as the gap ahead of you opens up but you lack the performance to take advantage of making it through the junction.

An AMT follows the time lag of manual gear shifting that’s caused by lifting off the accelerator, depressing the clutch, selecting the next shift and releasing the clutch. And when running a non-synchro ‘box you’ll be increasing that time delay to full engagement and traction.

A full-fluid automatic transmission, complete with torque converter, enables the driver to benefit from full power shifting without a time lag. It doesn’t sound a big deal, but for a driver spending their day in town we reckon that it’s likely to save at least half an hour a day off transit times.

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FEATURE

“Hino has been working hard to raise its profile, by adding further customer benefits” With the 500 Series, Hino is fitting Euro 5 emissions engines using SCR and AdBlue, but without diesel particulate filters that require an occasional engine regeneration.

Make your choice between the 8.0-litre Hino J08E engine, with peak power output of 280 hp (206 kW) at 2500 rpm and a seven percent increase in torque to 883 Nm at 1500 rpm, or the Hino 9.0-litre A09C engine with 320 hp (235 kW) and 1275 Nm, as the two options for matching up to the Allison transmission.

If you are not spending your day in town and get out onto the open road, then from a fuel-economy perspective your time and effort is probably better spent by changing gear manually. If that’s the plan, the options are the Eaton ES111109 or the Hino M0090D, each of nine speeds. Power and torque outputs for the 8.0-litre remain unchanged, but increase in the case of the 9.0-litre to 350 hp (257 kW) and 1422 Nm. 48

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In assessing the 500 Series for inner city work, PowerTorque concentrated on the two Allison alternatives, and found that for general use the 280 hp match maintains really good progress on the road, regularly trumping other rigids wearing a 320 hp badge and leaving them to recede in the rear-vision mirrors.

The 320 hp version of the 500 Series is a real eye opener, noticeable quicker on the road and probably capable of knocking off a full hour from an eight or nine-hour day.

But the 500 Series is not just impressive for the speed of its gear changes. Visibility is excellent, thanks to the twinmirror set-up on each door, aided by convex mirrors on the lower section and a kerbside mirror off the passenger door.

This is a truck that sits really well on the road. The steering has sufficient feel to give the driver feedback, but it doesn’t jump about, even if the road surface is a bit

W i

SYNCHRONICITY

secondhand. The exhaust brake doesn’t follow the usual Japanese butterfly valve type, but is best described as a Japanese Jacobs brake. A quick flick of the column stalk brings on the exhaust brake and actuates a downshift process through the transmission to aid retardation.

VSC is able to enhance vehicle stability on slippery surfaces or in emergency situations by autonomously reducing engine power and applying the brakes to individual wheels, helping to prevent the truck from sliding in a direction contrary to where the driver is steering.

It all works well, and, thanks to a top-level air-suspended ISRI driver’s seat, everything comes together for the driver.

The gauges, rev counter, speedo, and indicator controls are all easy to find and see when you need the info, raising the 5600 Series to a standard that makes it equally comparable with the best of the European alternatives.

To optimise visibility, a reversing camera, including night vision, plus a microphone on the camera, combine to assist the driver when manoeuvring the vehicle. Two additional cameras can be fitted.

And while contemplating the European options, there’s the question of driver safety to consider.

The all-new Hino 500 Series Wide Cab boasts the most comprehensive active and passive safety package of any Japanese truck in the medium-duty truck category in Australia.

Structurally, like all Hino models, the 500 Series Wide Cab has a cab safety cell that meets the globally-recognised ECE R29 European crash certification standards, while its ADR84/00 front underrun protection system (FUPS) protects other road users in the event of an accident.

In an Australian first for this class, vehicle stability control (VSC) is now fitted as standard across the 500 Series range. Additional class-leading safety features include ABS, traction control (ASR), a driver SRS airbag, cruise control, fog lamps and hill start assist (with manual gearbox only).

Working in conjunction with the ABS and ASR systems, the VSC maintains overall vehicle control by monitoring wheel rotation speed, steering angle, yaw rate, lateral G-forces and braking.

There are more than 50 different variants in the 500 Series range, encompassing models such as the FG, GH, FL and FM, and running from 4x2 to 6x4, and with a 6x2 featuring an additional lifting lazy axle alternative as an aftermarket fitment by the bodybuilder.

GVMs run from 10.4 tonnes through to 26 tonnes, with GCMs from 16 tonnes to 45 tonnes. Currently, only one version is pre-bodied ready for immediate sale, and that’s the FC 4x2 tipper.

Electronically controlled air suspension (ECAS) equipped rear suspension is available on the new models utilising a Hendrickson HAS230 on GH models, and HAS400 on FL and FM models. Pricing for the range starts from $123,155, rising to $177,503 (plus GST), Hino has been working hard to raise its profile, by adding further customer benefits such as roadside assistance, maintenance agreements, five-year extended warranty and three-year/unlimited distance parts warranty as adjuncts to the standard three-year/200,000 km warranty.

There’s also a customer help line that’s available 24/7, bringing support to those that need it, whenever or wherever that may be.

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FEATURE

BRISBANE TRUCK SHOW REVIEW T

he Brisbane Truck Show is the transport event organised by people in the industry for people in the industry. With the organisational name change from the Commercial Vehicle Industry Association to the Heavy Vehicle Industry Association (HVIA), the Australian transport industry is now in an even stronger position to discuss the need for change with governments, such has been the case recently with the introduction of Performance Based Standards (PBS).

With more than 300 exhibitors, the show attracts around 40,000 visitors to the Brisbane Convention & Exhibition Centre where they can view the latest technology and innovation in an air-conditioned and modern environment.

Some shows are created by promotional companies that are purely focused on providing their own funding, without any deep involvement in the event or keen interest in those that take part. Not so with the HVIA-organised

Brisbane Truck Show, with revenue from the event being brought back into the support of the transport industry on a national, rather than state basis.

When it comes to the state-based benefits for Qld, the event generates expenditure of over $70 million in output into the Queensland economy, including the full-time employment of 269 staff and nearly $19 million in wages.

In reviewing the 2017 show it is obviously not possible to comment on every exhibit, but the PowerTorque team selected what it considered to be some of the major highlights that would be of interest to the show goers.

As with all events of this magnitude, the show was accompanied by a judging system that compared products from different companies as they competed for an array of awards.

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BRISBANE TRUCK SHOW REVIEW On opening day the finalists in the awards consisted of the following companies and categories, with the winners announced the same evening (highlighted in red).

Best Light or Medium-Duty Truck sponsored by Truck Assist • All New 500 Series Wide Cab - Hino Motor Sales Australia • Eurocargo Euro 6 Range - Iveco Trucks Australia • Iveco Daily Van and Cab Chassis Range- Iveco Trucks Australia Best Heavy-Duty Truck • The new Mercedes-Benz Actros - Mercedes-Benz Trucks • Stralis AS-L Series II - Iveco Trucks Australia • Kenworth T610 and T610SAR - PACCAR Australia Best Trailer • Freighter T-Liner Mark II with load restraint gates - MaxiTRANS • Triple Eight Race Engineering - 26 m B-double Race Car Transporter - Graham Lusty Trailers • 4x4 Deckwidener - Drake Trailers Best Body Innovation • Multi-positional Hanging Truck Body Dividing Doors - Truck Corp • Transformer Truck Bodies - Tosca Industries • TFSL Low Angle Tilt Tray Bodies - Ekebol Best Component, Equipment or Service Innovation • Freighter Hanging Load Restraint Gates - MaxiTRANS • Freighter Non-Slip Curtain Buckle – MaxiTRANS • Icepack ES - Haultech Engineering Best Technology Innovation • X15 with ADEPT - Cummins/Eaton • Guardian - Real-time Fatigue, Distraction and Accident Prevention Technology - Seeing Machines • Allotrac - Allotrac Services Pty Ltd Best Australian Designed and Engineered Product – all classes sponsored by Castrol Vecton • Freighter T-Liner Mark II Curtain System - MaxiTRANS • Freighter Hanging Load Restraint Gates - MaxiTRANS • Kenworth T610 and T610SAR - PACCAR Australia Best Australian Manufactured Innovation – all classes sponsored by BP Australia • Freighter T-Liner Mark II Curtain System - MaxiTRANS • Freighter Hanging Load Restraint Gates - MaxiTRANS • Kenworth T610 and T610SAR - PACCAR Australia Having outlined the contestants, the award winners were announced on the evening of the opening day And, as happens at all the best ceremonies, the nominations were whittled down until only the winners were left, testimony to the dedication of the judging panel.

And now to the individual exhibitors that caught the eye of the PowerTorque team.

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FEATURE Air Brake Systems

The company is responsible for the supply and customer service support for Wabco braking systems. In order to combat the general lack of knowledge about brake systems diagnostics, Air Brake Systems has commissioned three new service vans to conduct on-site training at fleet workshops and direct 24/7 in-field service support. Each van is equipped with all tools to resolve any in-service fault on ABS or EBS equipped trailers to ensure the systems are functional and safe. On-site technical instruction is also provide to customers to facilitate downloads of data relating to the individual trailers and systems.

Allison Transmissions

Allison displayed its World Series automatic transmissions, testimony to Australia being the third largest global market for Allison, following North America and Canada. The increase in sales recently can be attributed to the fitment

by Fuso, Hino, Isuzu and UD across their respective product ranges, in addition to selected models in the PACCAR and European products.

The TC10 transmission currently under trial in the Australian market was not on display, with Allison focusing on its existing products rather than presenting the nextgeneration models.

BP

Majoring on its BP Plus fuel card and the benefits of using BP Ultimate Diesel, the stand recognised the company’s platinum sponsorship and promoted its extensive recent investment in upgrading fuel outlets and food supplied at the increasing number of BP Truck Stops.

Byrne Trailers

Byrne’s latest range of stainless steel livestock trailers is constructed from hi-tensile structural stainless steel tube along with many other stainless steel components, representing the future for the ongoing development of livestock trailers.

The benefits of Byrne’s new material and technology include eliminating rust and the reduction of tare weights in both twin-deck cattle trailers and 4x2 convertible trailers in all combinations.

Carrier Transicold

Cold Chain Logistics featured high on the interest list for visitors to the show, with Carrier Transicold inviting customers to enter its exclusive Solutions Laboratory, which provided a dedicated space for showcasing and discussing the future of ‘connected refrigeration’.

Inside the lab, visitors were able to experience many of the unique and innovative technologies in use now or being considered for future generations of Carrier Transicold systems. These developments are expected to support the complete monitoring of products in the cold chain, from farm to fork, as well as sustain efforts to monitor and reduce the environmental impact of the refrigeration units.

Also on display was Carrier Transicold’s Vector 1550 – the lightest trailer refrigeration unit on the market.

Designed using the patented combination of a hermetic scroll compressor with an economiser, it delivers a 40 percent increase in refrigeration capacity during pull down.

As a result, Vector 1550 units deliver faster temperature pull down, reaching the desired set point up to 25 percent faster compared to conventional technology and with extremely precise temperature control.

The operator benefits continue with the Vector 1550 unit’s proven low fuel consumption saving costs for the operator and reducing its overall carbon impact by up to 19 percent.

Carrier Transicold also showcased the new engineless transport refrigeration units that have joined its range.

Convair

The Convair display centred on a brand-new design of pneumatic tanker with a reduced tare weight, enhanced frame design and new vessel shape. It is the first steel tanker to have limited doubler plates on the pressure vessel, and it incorporates standardisation of design that enables change and customisation utilising advanced manufacturing processes and techniques.

Continental Tyres

The development of the Conti Pressure Check tyre monitoring system can significantly cut tyre costs through alerting the driver or transport manager of low inflation pressures.

A sensor within the rim relays data on tyre pressure and temperature wirelessly to a module located in the vehicle cabin, indicating tyre positioning and vehicle identification. Also available for fleet operation is an extension of the data collection to a truck depot yard reader, which relays the data available to a central office.

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www.cummins.com.au ADEPT A4 Ad Final OL.indd 1

www.roadranger.com 17/2/17 3:41 pm

FEATURE

Cummins

New for the Australian market and applicable to all North American truck makers is the 15-litre Cummins X15 that now features ADEPT technology to provide improved performance and fuel efficiency. Matched to the X15 is the latest version of the UltraShift Plus Eaton transmission.

The new lightweight, high-output 12-litre Cummins X12 has the highest power-to-weight ratio of any engine in the 10-to-16-litre class, with peak outputs of 500 hp and 1700 lb-ft of torque.

The innovative architecture of the X12 results in a remarkably low engine weight of 862 kg, achieved through a sculptured block design and the use of highstrength composite materials for components such as the oil pan and valve cover. The X12 is Euro 5 compliant using SCR technology. Significantly, the X12 will achieve Euro 6 compliance without the addition of exhaust gas recirculation (EGR).

DAF

If you “Do the Math, Buy a DAF”. The big news for the DAF brand is the release of the higher power version of the PACCAR MX 13-litre at 510 hp for the CF range, providing increased performance and torque with a lower-height cab for interstate and intrastate work or applications such as car carriers.

On display in 6x4 and 8x4 versions, DAF is the top selling brand in the United Kingdom and is now starting to gain new customers with its full model range of LF, CF and flagship XF models. The next big release for DAF will be the Euro 6 emissions version complete with new cab for long haul work.

Cummins is the engine supplier for the imported Chinese manufactured truck models of Foton, JAC, JMC, together with Hyundai commercials of South Korea that specify the 2.8-litre, four-cylinder.

The impressive centrepiece of the display for Brisbane was based on the 6.7-litre Cummins powered RAM Truck.

Since being launched into the Australian market by distributors ATECO Automotive, this right-hand-drive version of the RAM 2500 created by Walkinshaw Engineering is rapidly becoming the first thought for ute buyers looking for more refinement, comfort and performance than they can find in alternative Japanese-styled products.

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Detroit

Penske Power Systems displayed a segmented cutaway version of the DD15 engine, highlighting the internal operation of the engine. The display also included a selection of Series 60 and DD15 componentry, demonstrating the evolution of engine design in Detroit’s DD13 and DD15 heavy-duty engine platform as the most technologically advanced North American engines in Australia today.

Drake Trailers

The company’s 4x8 Swingwide Extendable trailer is a heavy-duty widening and extendable low-loader designed to carry oversize and over-mass loads.

The use of 800-grade quench and tempered hi-tensile steel enables efficient use of material to achieve a maximised payload and low deck height. The swing-wide design shortens as it widens, maximising the use of the permitted combination length.

BRISBANE TRUCK SHOW REVIEW Freightliner Trucks

Freightliner is celebrating its 75th Anniversary with something old and something new on display with a range of new models including a Coronado 122 stock-hauling special, rated at 140-tonnes and featuring a Bar-Up bullbar and new twin exhaust stacks.

Eaton

The recent joint venture announcement between Cummins and Eaton was reinforced by the matching of the latest UltraShift Plus transmission with the Cummins X15 featuring ADEPT technology.

The stand display focused on transmission technology and clutch development and included the traditional RTLO 18-speed manual transmission.

Cost of ownership reduction through economically-priced kits for transmission repairs and maintenance is also a strong selling point for using Eaton transmissions in either manual or AMT form.

Ekebol

The TFSL low-angle tilt-tray body is a newly designed range of tilt-tray bodies that provide a low loading angle (nominally 6 degrees) for installation on medium and heavy rigid trucks. Three models are available with 6, 11, and 14-tonne payload ratings and are available with configurations that allow the unit to work on hard and soft surfaces.

FAG

The FAG SmartSET is the ready-to-fit repair solution for truck wheel bearings. Pre-assembled, pre-greased and pre-positioned, the FAG SmartSET was developed exclusively for the replacement parts market based on the needs of the workshop.

FAG is part of a group of companies including LUK, INA, Ruville and SCHAEFFLER. Schaeffler offers its LuK RepSet SmarTAC as a clutch repair solution for commercial vehicles. This system not only makes repairs easy, it is also a technical solution that extends service life and allows carriers and fleet managers additional planning capacities for vehicle operation.

Also on display was an Argosy cabover with a 110-inch sleeper and just-introduced X15 Cummins engine featuring ADEPT technology that fully integrates the Eaton UltraShift Plus transmission to maximise performance and efficiency.

Freightliner also exhibited the proven CL112, with a light tare weight, ideal axle positioning and proven reliability as well as the popular Coronado 114.

A rare A64-800 1950 ‘Bubblenose’ was shipped from the United States to help celebrate Freightliner’s rich heritage of 75 years in business. This was one of 116 trucks built that year for Consolidated Freightways, the freight company established by Leland James.

Freightways Manufacturing Company was established in Salt Lake City, Utah, in 1940 before changing its name to Freightliner Corporation in 1942. It soon became North America’s leading heavy-duty vehicle manufacturer and after serving the war effort, resumed truck manufacturing at a new facility in Portland, Oregon, in 1947.

The ‘Bubblenose’ model on the Freightliner stand was initially used as part of the CF on-highway fleet, but appears to have also been worked hard as a logging truck and as the basis for some sort of crane. It was found, in a rather dilapidated state, sitting in the woods near Mt Hood and was lovingly restored by the Freightliner manufacturing team at Portland, Oregon.

Fuso Trucks

The latest Canter is powered by a 3.0-litre, in-line, fourcylinder diesel, rated at 110-kW/370-Nm for the majority of the range, but boosted up to 129-kW/430-Nm in the heavier 918 Crew Cab variant.

Transmission choices vary from model to model, but include a nice-shifting five-speed manual, the smart shifting Duonic six-speed AMT, or the older-style sixspeed AMT, again in the 918 Crew Cab. Euro 5 emissions control is taken care of by a DPF filter on all models, with the 8.2-tonne GVM 915 also using SCR (AdBlue).

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FEATURE Genuine Transport Bodies

Without a corporate presence this year, GTB showcased its bodywork proficiency with one of its latest designs mounted on display on the Scania Trucks stand.

Goodyear Tyres

Exhibiting its current tyre range for trucks and trailers, the Goodyear exhibit was mainly concerned with brand awareness and supporting its customer base.

Graham Lusty Trailers (GLT)

Strong growth for this Brisbane-based trailer builder was capitalised upon with the display of the highly innovative V8 racecar transporter developed for the Red Bull Race Team.

Capable of carrying two cars stacked in the tag trailer, which also houses the engineering room, the lead trailer features a driver’s lounge. The units are constructed from stainless steel, aluminium and 700-grade steel. The electrically powered elevating pop-top of the tag trailer provides an additional 300 mm of height for the second storey. Other features include glass sliding doors, electric fold-down stairs, an electric engine lift and electric generator lift.

Hella Australia

Long renowned as the leading authority on lighting, Hella displayed its new Shapeline products, together with a selection of the latest LED alternatives for truck and trailer fitment.

The Luminator range of LED driving lamps complements the Xenon long-range driving laps and replacement headlamp options, together with the DuraLed marker light range that features a lifetime warranty.

Hino Australia

Hino’s 500 Series Wide Cab range matches a choice of two different capacity, six-cylinder, turbocharged diesel engines, with the Allison 3000 World Series, six-speed automatic transmission. Trucks on display included the

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GH1835, FG1628 and FM2632, and Hino the only Japanese manufacturer of a 15.5-tonne GVM crew-cab truck to offer a factory-fitted Allison automatic transmission.

Comfortable and with great visibility, the smoothness of the drivetrain makes for rapid progress through inner city traffic. The higher-mounted cab with the 9.0-litre engine has a three-step access, with the cab of the 8.0-litre engine version mounted lower and with a two-step access.

The 300 Series remains a well-engineered light truck offering, joined by a new 4x4 version released at the show, and with a Hybrid version on display. The 700 Series is also increasing its sales performance and gaining popularity with container skel’ companies. On display was a SH2045 coupled to the Hino Sports Deck display trailer, a popular attraction at the Virgin Australia Supercars Championship.

Holmwood Highgate

With its strong reputation for building some of Australia’s finest tankers, the centrepiece of the Holmwood Highgate display was a 1/14-scale model of an A-double fuel tanker combination with prime mover in the livery of Hills Tankers.

The main display centred on a T610 SAR road train combination of a 6x4 rigid with a 17,000 litre x 4 compartment tank, coupled to a quad-axled trailer fitted with a 29,000 litre x 4 compartment tank. Also on the stand was a 44,500 litre x 5-compartment road train tanker.

FREIGHTLINER ARGOSY AND CUMMINS ADEPT. REDEFINING EFFICIENCY.

FREIGHTLINER ARGOSY NOW PROVIDES THE ADVANTAGE OF ADEPT. Advanced Dynamic Efficient Powertrain Technology, it is a suite of innovative electronic engine features capable of enhancing fuel efficiency in the X15 as well as earlier model ISXe5. ADEPT harnesses the electronic capabilities of the Cummins Engine and Eaton 18-speed UltraShift Plus automated transmission to make powertrain control decisions in real time. The system utilises load, speed and grade sensing software, making minor adjustments to speed, power and transmission gear selection to take advantage of vehicle momentum for better fuel economy.

The ADEPT package includes SmartTorque2 and SmartCoast with additional features such as predictive cruise control being developed for further efficiency gains.

Combining ADEPT with the Freightliner Argosy provides you with the biggest radiator in its class with the best and most ergonomic paddle mounted shift control which further improves fuel efficiency, optimises space and reduces noise, giving you the advantage over the competitors.

Take advantage today and contact your nearest Freightliner dealership.

FEATURE

International ProStar

The return of the International brand brings the ProStar into the Australian market, distributed predominantly through IVECO dealerships.

The ProStar range offers three prime mover variants – a day cab, a stretch cab and a 40” integrated sleeper cab – along with a rigid tipper specification aimed at truck and dog and PBS operators.

All models will initially be offered with one engine, that being the 15-litre Cummins X15 rated to 550 hp (410 kW) and 1850 ft-lb (2580 Nm) of torque. The X15 uses SCR (AdBlue) to comply with Euro 5 emissions standards, and, when matched to the Eaton UltraShift Plus AMT, offers the full suite of Cummins ADEPT technology designed to reduce fuel consumption.

ISUZU

ISUZU set the trend for pre-bodied trucks that are ready to work, and the Brisbane display demonstrated the diversity of the largest-selling truck brand in the country.

IVECO

Spanning the whole of the Daily van and cab/chassis range, the IVECO stand showcased the Euro 6 rated Daily 7.0-tonne van, the EuroCargo medium to large truck range, and, also in Euro 6 compliance, the legendary ACCO. In the heavy-duty truck arena the display included the latest PowerStar 6400HD, Stralis ATi and AS-L and Special Vehicle Authorisation models showing the diversity of product available to special order.

Of significant interest was the first of the Cursor 11 engined Stralis ATi units, which will replace the Cursor 10.

This was currently on trial for the Australian market and uses the HI-SCR system for Euro 6 compliance.

Also on display was a 4x4 version of the Daily in dual cab form and featuring a host of accessories. Race enthusiasts were able to purchase merchandise from the Red Bull Race Team, which has just taken delivery of a new Stralis to tow the team transporter. Drivers from the Red Bull Team also made guest appearances at the stand.

Kenworth

The wide cab T610 and SAR series is the latest and greatest news for Kenworth as the show provided the first opportunity for many of the brand’s devotees to view the new cab interior. With more interior space and much improved ergonomics everything is focused on improving the driving experience. Power comes from the latest Cummins X15 with ADEPT technology, with the PACCAR MX 13-litre available in the lighter weight categories.

The NLR Service Pack is the perfect tradie compromise; blending huge locker space and a central tray storage area within the overall dimensions of a cab over truck just 5020 mm in overall length. Together with the NPR Tradepack and the NNR Vanpack, the trio showed how savvy ISUZU has become in providing solutions in the medium truck sector.

The NLR three-way tailgate tipper would find favour with any landscape business, while for council work on road building the FRR Tipper and its heavier-duty CXT stablemate handle the bigger jobs. For the concrete agitator market the FYJ comes with the complete package ready to start work.

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Following on from the T950 Legend Limited Edition Series visitors were tempted by a Limited Edition T900 in heritage colours, which proved to be a further drawcard on the display.

BRISBANE TRUCK SHOW REVIEW Knorr-Bremse

It’s all about safety, with Knorr-Bremse providing its Bendix Fusion system combining radar, brakes and camera for ultimate safety as original equipment to Kenworth for the T610 as well as standardising on the Fusion system for both Volvo and MACK products.

The company has been focusing on its improvements to its service network plus making preparations to launch its latest safety feature dealing with reverse docking systems.

Knorr-Bremse genuine parts are now available to cater for Japanese truck brands including Fuso, Hino, ISUZU and UD, with distribution available through the Knorr-Bremse national network.

O’Phee Trailers

The O’Phee BoXLoader container sidelifter semitrailer is a completely new innovative design released at the show and is positioned in the company’s range above the existing ‘Multiloader’ Benefits of the new BoXLoaders include speed of operation and lighter manufactured cranes with a ‘fixed’ stabliliser leg that allows fast and accurate movements to save the operator time. The new design frame gives an estimated tare weight saving of 2.0-tonne, enabling a further increase in payload.

MACK

The Mack Super-Liner fitted with a 60” sleeper formed the main thrust of the stand and like other Mack products this is available with the Bendix Wingman Fusion Safety Pack.

Wingman Fusion includes a raft of safety systems such as Stationary Vehicle Braking that provides up to 3.5-second alert and autonomous braking when the system identifies a stationary vehicle in its path.

Also included in the Bendix collection of safety benefits is Enhanced Collision Mitigation, Active Cruise with Braking, Lane Departure Warning, Following Distance Alerts that helps to reinforce safe distances from a vehicle ahead, Stationary Object Alert plus Alert Prioritisation and most importantly, Rollover Prevention and loss-of-control mitigation

MaxiTRANS

It was a one-stop shop for trailer buyers with MaxiTRANS showcasing its six different brands on the same display.

Featured in Brisbane were Freighter, MaxiCUBE, Hamelex White, Lusty EMS, Azmeb and Peki.

The displays included the latest developments that conform to PBS requirements, with reference to three 34-metre Super A-double combinations and a 30-metre Super B-double skel’ for Visa Logistics.

Lusty EMS displayed a drop-deck chassis tipper, with Azmeb exhibiting its High Volume Side Tipper (HVST). For Freighter the news was centred on a drop-deck semitrailer with ramps and the recently released T-Liner Mark II.

Mercedes-Benz

With the successful launch of the new Actros in Euro 6 guise, the Actros can claim to be the most talked about truck on the highway. Impressive fuel economy with outstanding ride comfort and sophistication are attracting many new operators to the brand for the first time and early reports of exceptional fuel economy are increasing the attraction.

New for the Brisbane Show are the latest rigid versions, continuing the expansion of the MB product into new areas. For different applications such as domestic waste removal the low floor entry ECONIC is offering inner city operators easy access with excellent vision.

The Safebox Electronic Stability System operates through CanBus technology and prevents unsafe operations in all crane operating functions. Systems can be operated mechanically by hand or by wireless remote control.

The chassis design is achieved using quench and tempered steel to enhance fatigue resistance and provide additional strength, and is fitted with rigid trailing arm suspension with solid axle connection to provide dependable durability while maintaining a smooth ride.

The O’Phee extendable/retractable container SKEL semitrailer features a unique, innovative frame construction with a mid and rear extension that is easier to extend or retract under load. Payload benefits of an additional one tonne result from a similar reduction in tare weight.

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FEATURE Razor International

With a class-leading reputation for its range of powered landing legs and rollover and retraction systems for tarps, the latest new product in the range is the Razor Delta.

Features and benefits of the Razor Delta include a positive “feel” button operation, together with the added benefit of a wireless data link also being available.

The modular design allows the motor/controller/gearbox to be separated in minutes, while plug-and-play analysis is possible with the optional touchpad.

Scania

Fresh from its IAA-presented International Truck of the Year award, and seeing off its rivals in the much-lauded European 1000-point comparison test, the Scania S 500 was one of the stars of the Brisbane Truck Show. This was the first time an example of the New Truck Generation Scania has been seen in Australia.

The Scania S 500 on display was a right-hand-drive UK-specification vehicle, shown in 6x2 configuration with a pusher axle (with single wheels) and rear drive axle with dual wheels. A further highlight of the show display was the R730 flagship. With V8 smoothness and 730 hp (537 kW), plus peak torque of 3500 Nm, this is the aspirational truck for many operators.

UD

The release of the New Generation QUON heavy truck range was the focus for UD this year as the company outlined the re-engineered cab, 11-litre GH11 engine and Escot-VI automated manual transmission.

The all-new Quon features disc brakes all round, the Traffic Eye collision mitigation system and Advanced Driver Alert Support system.

Volvo

As one of the three Australian-made truck groups, Volvo continues to be regarded for its attention to safety and efficiency. The brand appears to be resisting the introduction of Euro 6 compliant engines, with no date yet set for the move to cleaner emissions.

ZF

ZF’s newest commercial vehicle transmission, TraXon, made its official Australian debut at the Brisbane Truck Show.

The modular design enables the basic transmission to be combined with various setting-off and shift modules.

This makes the transmission more economical in practice, giving manufacturers and operators the best possible flexibility for every application.

The new Scania S 500 boasts a completely flat cab floor as well as the most powerful version of the legendary Scania 13.0-litre SCR Euro 6-compliant six-cylinder in-line engine, producing 500 hp (373 kW) at 1900 rpm, and 2550 Nm (1882 lb-ft) of torque between 1000 and 1300 rpm. The onsale date for the Australian market is expected to be 2018.

D.A Slee and CO

The Sleeco Air Disc Brake Handler rotor/hub tool has been enhanced to allow an even faster attachment to rotors. It can also now be used on even smaller air disc brakes than are generally found on heavy vehicles and trailers.

TATRA

Based in West Australia, this heavy-duty brand from the Czech Republic has an immense reputation for strength and durability. All-wheel-drive drilling rigs and fire appliances in 8x4 and multi-axle combinations set this breed of vehicle in an unique category for mining and exploration.

The compact, robust design enables TraXon to set a new standard in terms of cost-effectiveness and is claimed by the company to produce the highest transmission efficiency in its category. TraXon features ZF’s innovative electronics, including software, combining the predictive shifting strategy, PreVision GPS, as well as a rolling and rock-the-vehicle-free function.

Offering 12 or 16 forward gears and up to 4 reverse gears, TraXon is suitable for torque requirements of up to 3400 Nm. It can be linked to five modules and is a transmission for diverse functions – from long-distance transport to construction site applications.

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JOST Original Spare Parts

Better safe than sorry!

In the worst case scenario, all it takes is a non-functioning fi fth wheel coupling locking mechanism, a bolt that is unable to stand up to suffi cient pressure, or even just a defective screw to cause an accident. That is why the German Federal Motor Transport Authority and legislative authorities demand the mandatory use of original spare parts for components subject to type approval, such as fifth wheel couplings and towing hitches.

In Australia the installation of any non-genuine spare part will void the product warranty and may risk the validity of ADR 62/02 compliance associated with the Component Registration Number (CRN)

www.jostaustralia.com.au Freecall: 1800 811 487

FEATURE

SWAPPING COGS

The tried and true Eaton Roadranger can be significantly less expensive to recondition compared to some of the competitive AMT transmissions – Words by Dave Whyte.

A

t PowerTorque, we tend to focus on the latest improvements and innovations in transport, but, the fact is, there is a lot of older equipment out on the road that requires a level of maintenance and up-keep to maintain its viability. Even with regular servicing, there are still some major components that have a finite life. The constant pressure, heat and speed that these components are designed to work at is also the reason they must be well maintained and, eventually, replaced.

A great example of this is the gearbox of a heavy-duty truck. The forces that are put through a transmission are immense, with a huge amount of torque going in one end, and a huge weight trying to stop that torque at the other.

Even with a good driver at the helm, where driveline shock and abuse are less frequent, the innards of a transmission cop a hiding. Whether it be a manual, AMT, or a torque converter automatic, there will come a time when either a rebuild or replacement will be necessary. With the number of different manufacturers and models on the market, the cost of either option could vary greatly, not to mention the associated time off the road.

Not all AMTs are equal, and, as one operator told PowerTorque recently, “Service costs relating to a specific brand of AMT proved to be much higher than anticipated and resulted in our changing from outright purchase to contract maintenance. We also had a heap of problems in terms of wiring and other issues.

“The AMT was supposed to be driveline friendly, but we encountered continual problems caused by the transmission trying to change gears prematurely when driving over landfill. This caused durability problems that damaged tail shafts, universal joints and smashed yokes.

“The manufacturer changed programmes so they started in 1st gear, but it wasn’t a fix. We had been experiencing problems at 600,000-800,000 km. If we hadn’t controlled out costs they would have blown out. And it was unexpected cost.

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“For an exchange AMT from that manufacturer we were looking at a cost of between $25,000 and $30,000. To counter this expense we changed all our transmissions to Eaton Roadranger gearboxes to achieve gains in durability.

We know the Roadranger can do 1.6 million kilometres and a rebuild is $3500”.

With the Eaton Roadranger being the favoured heavyduty transmission in Australia, and to find out more on how Eaton supports its product after it’s done a few hard yards, I caught up with Tom Nielsen, sales and marketing manager for Eaton Australia, at the company’s head office in Rowville.

“Depending on the application, utilisation and driving style, the life of a transmission will vary, obviously,” Tom said.

“With higher torque, higher GCM, and more uptime, it might wear quicker, so we don’t really set a time limit of when you should re-race or rebuild a transmission. Fleets and owners who are more proactive might have their own time frame, or they might look at oil analysis and say it’s showing up enough content that we should look at doing it. We don’t have a set window for it. Obviously, if they can monitor the transmission and do any maintenance before something breaks, that’s ideal.

SWAPPING COGS “If it’s maintained properly, and driven decently, it’s going to live a long time and then even when you do a rebuild or a re-race you’re not necessarily replacing all of the transmission,” Tom continued. “You can get in, have a look at it, and reuse (some of the original componentry) so that, as an operator, you can have that repair that’s not going to send you broke”.

In terms of parts, Eaton offers a wide range of products ranging from single components to full rebuild kits, with Tom saying, “We’ve got service parts available part by part, gear by gear, or you can buy kits. The re-race kit is basically bearings, seals and gaskets, while the master rebuild kit covers more of the transmission – sliding dogs, sliding clutches, the gears, etc. Alternatively, you could replace the original unit with a fully remanufactured transmission.

That’s obviously the most expensive, because we rebuild it with parts and labour here, but it means a better turnaround time. If the operator is busy, and can’t afford the downtime to rebuild it themselves, then you can put a ‘reman’ in just to get that truck turned around”.

The remanufacturing process is carried out on-site in Rowville, by a team of specialists based in the main warehouse building. This means they have easy access to parts, the correct tooling and years of experience in

rebuilding the various models of transmissions coming through the door.

“We take a used transmission, clean it, strip and rebuild it.

We basically put everything new back into it, so it’s almost like a new transmission in a used casing,” Tom said. “It’s all new, it’s all Eaton genuine parts, and it’s built by Eaton people. If there are design or product upgrades along the way, the latest stuff is always built into that, so you’re getting the latest current technology”.

There are other benefits that come with an Eaton remanufactured transmission, and, as Tom pointed out, “They’re all rebuilt and tested, spun through all the gears, and all the systems are tested to make sure the whole thing works properly. You also get the Eaton warranty on it, which is supported nationally through the authorised OEM national dealer network, so you get that peace of mind as well”. The typical warranty on a remanufactured transmission is two years.

In most cases, the price of a remanufactured transmission is based on a changeover, and includes a core deposit, which is refunded once you send your old transmission back to Eaton. Your old transmission will then be remanufactured and sold on.

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FEATURE In the case of automated manual transmissions, the ECU, clutch actuator and X-Y shifter is removed from the used transmission and transferred to the new remanufactured transmission.

“The Ultrashift Plus reman is just the transmission with the sensors and electrical wiring, because the ECU is often programmed specifically for the application, and that often hasn’t worn out at the same time as the internal part of the transmission,” explained Tom. “This means the shift profile and software remain unchanged, meaning the new transmission will perform in the way as the one it replaces,” he added.

As Tom pointed out, there are a few ways that a remanufactured transmission can be of benefit to an operator. “You could either send the displaced transmission back, and get your core deposit back, or you could buy out a reman transmission and keep it. So you forgo your core deposit, but then you’ve got a transmission on the shelf. Then when you swap a transmission out of a truck, you can buy the kits and rebuild it in your own workshop before putting it on the shelf and repeating the process”.

In terms of further cost savings, Eaton recommends looking at other components while the transmission is removed. Items such as the clutch and input shaft, also available as

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genuine Eaton spare parts, are easy to access during the transmission changeover process, and should be considered for replacement at the same time.

Extending the life of a new or remanufactured transmission is always important, and proper lubrication within the gearbox can play a big role in this. Eaton recommends the use of synthetic oil, on the grounds that it not only increases component life, but also has a longer service life than mineral oil. In fact, Eaton claims that oil drain intervals can be pushed out to 400,000 km through the use of synthetic oil, while still providing good protection to the components within the gearbox.

While the basic design of the twin-countershaft Eaton Roadranger has changed very little over the years, it still manages to provide a good, solid means of converting engine output into road speed. Eventually though, the time will come when any transmission needs some attention. Whether you do the work on it yourself, or, like my good self, lack the knowledge and know-how, Eaton has got it covered with its range of genuine parts and services.

Keep your truck genuine and your costs down.

Fuso. all day.

Total cost of ownership. It’s one of the most important things to consider when you own a truck and it’s why we’ve lowered the cost of our Genuine Parts. Keeping your truck genuine helps your truck stay on the road and out of the workshop, and ends up saving you money in the long run. Plus, our Genuine Parts Warranty doubles to 24 months* when they are fitted by an authorised Fuso Dealer. Contact your Fuso dealer or visit fuso.com.au *Excludes Fuso Value Parts range. Warranty terms and conditons apply. See an authorised Fuso dealer or our warranty policy at www.fuso.com.au/service for full details.

FEATURE

THE POWERTORQUE INTERVIEW Govi Kannan, Senior Vice President Mack Global Brand

B

ased at the Mack global headquarters in Greensboro, North Carolina, Govi Kannan has the somewhat daunting job of refining the products from the iconic Mack Trucks breed to suit the varying demands in terms of vehicle specifications from the different countries that he oversees.

There’s obviously a major difference between a truck spec that works well in South America from the more sophisticated markets such as Australia. That said, 92 percent of all trucks manufactured by Mack in 2015 were delivered in North America, leaving just 8.0 percent of production for export.

Commenting on the changing volumes of the heavy truck (Class 8) segment over recent years, Mr. Kannan said: “In the US market the industry sold 302,000 trucks in 2015, probably the second strongest market (we had ever experienced). In 2016 that volume dropped to 240,000 units”. Mack itself sold 27,411 vehicles in 2015, the strongest performance of the company since it delivered 36,838 vehicles in 2006, according to a report from Volvo Sweden.

The reduction in sales for 2016 affected all North American truck makers, and, in part, resulted from a pull forward or pre-buy due to transport companies wishing to avoid the introduction of stiffer exhaust emissions regulations slated for introduction in the US. The sudden drop in production volumes for 2016 necessary to match the lower demand resulted in the company announcing plant shutdowns or temporary layoffs affecting 1500 employees at the Mack Lehigh Valley operations.

On the plus side, the lower production rate enabled the company to proceed more swiftly with work related to a $70 million (USD) factory investment programme.

The company has now embarked on a three-year plan to modernise and expand its 40-year-old Lower Macungie plant, signalling the company’s commitment to maintaining production in the heartland of Mack history.

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The proposed investment includes enhancements to its 93,000 sq. metre Lehigh Valley plant that include a 7000 sq. metre expansion, new manufacturing information technology systems, equipment and tooling, and a new building to conduct quality audits on finished vehicles.

Chassis pre-assembly work now being done at Westport Axle in Breinigsville is to be relocated to the Mack plant.

Westport will continue to provide other “critical support operations” for Mack.

THE POWERTORQUE INTERVIEW Part of the new plant upgrades includes the creation of a more tactile and aural customer experience. In addition to the highly respected Mack Museum and Customer Centre already in existence at Allentown, members of the public visiting the plant will be able to hear the highly authentic true sounds of the early Mack engines, relayed through the sound systems installed in what was originally an anechoic chamber, where all other sound has been either eliminated or dampened.

“This is really for the true enthusiast,” said Mr. Kannan.

The market this year looks more promising, with Mr. Kannan saying: “The proportion of the construction section was able to grow with Mack being one of the two brands able to grow.

The North American Free Trade Agreement was signed in 1992 by US President George W. Bush, Canadian Prime Minister Brian Mulrooney and Mexican President Carlos Salinas de Gortari.

“That is a difficult question. The dismantling of NAFTA is being considered because President Trump wants more jobs in the US. The supply chain these days is so integrated. The concept of NAFTA may change a bit. It may be one free block.

“Mack is the only OEM (Original Equipment Manufacturer) that solely manufactures trucks in the US (with the exception of Australia). All other North American brands have additional manufacturing bases in other countries, with many based across the border in Mexico.

“That impacts on our cost competitiveness in South America with a typical example being that to compete in the Colombian market we have to pay a 20 percent import tax penalty. Now it looks as though they might agree to a treaty to lower this additional cost, but it is difficult to compete with other manufacturers that are 20 percent ahead on base costs,” Mr. Kannan said.

The release of the Mack mDRIVE transmission with the availability of two additional crawler gears in the North American market was reported by PowerTorque last year in Issue 71 (June/July), and followed up in Issue 73 (October/November) with the first drive of the unit by PowerTorque’s road test editor, Dave Whyte, who visited Allentown, Pennsylvania, as a guest of Mack Trucks North America.

Although the option of featuring an additional two crawler gears has not yet been made available in Mack products for the Australian market, its release is now being fast tracked, with a hoped availability by the end of this year.

In 2016, mDRIVE transmissions were spec’d in a record percentage of Mack models, making mDRIVE the most dominant transmission across Mack’s complete line-up of heavy-duty trucks for the first time ever.

“What we have done with the organisation is to streamline operations. In reality, we have a new-brand base with Jonathan Randall appointed as senior vice-president for North American sales, and with Dean Bestwick as vicepresident of marketing in Australia. Supporting them and empowering the front line is my role in the product development,” said Mr. Kannan.

Given the stated intention by President Donald Trump to dismantle the North American Free Trade Agreement, PowerTorque asked Mr. Kannan what changes he thought might result to future trade.

Mack mDRIVE and mDRIVE HD penetration reached record levels in Mack Pinnacle Axle Back and Mack Granite models sold in the US and Canada, with 80 percent and 20 percent penetration respectively.

With the new low-ratio crawler gears and these new features added, Mack is on track to double mDRIVE HD penetration in Granite models in 2017. Mack made mDRIVE standard in Pinnacle models in 2014 and launched the mDRIVE HD in 2015, making it standard in Granite models.

In 2016, the introduction of the two new versions featuring low-ratio crawler gears resulted in the Mack mDRIVE HD 13-speed offering a low reduction gear ratio designed for easier starting on steep grades or when the truck is under heavy load.

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FEATURE The Mack mDRIVE HD 14-speed, available only in an overdrive configuration, adds a second ultra-low-speed reduction gear designed for kerb pouring applications or low-speed, heavy-haul manoeuvring. Both transmissions offer up to four reverse gear ratios.

Mack mDRIVE rolling start allows drivers to shift the transmission into drive without pressing the truck’s service brakes. This eliminates the possibility of creating a bump in the paving surface, which is a critical benefit for paving applications.

Since announcing the revised transmission with two crawler gears for the North American market, Mack Trucks has also released a further upgrade called rolling start and auto neutral, two new features designed to improve the jobsite performance and safety of trucks equipped with Mack’s mDRIVE and mDRIVE HD automated manual transmissions.

Several construction applications, including concrete mixers, rely on remote throttle controls. By automatically shifting the mDRIVE into neutral when the parking brake is set, Mack mDRIVE auto neutral helps improve jobsite safety by reducing the possibility of the truck moving due to throttle application.

Announcing the upgrade at the World of Concrete 2017 Expo in Las Vegas, both features are standard on all Mack mDRIVE and mDRIVE HD transmissions.

“Mack’s mDRIVE transmissions serve a wide range of customers, including those with demanding paving and concrete applications,” said Tim Wrinkle, Mack construction product manager. “Now updated with rolling start and auto neutral, mDRIVE transmissions are even better suited to those tasks”.

During a recent visit to Australia, Govi Kannan (Senior Vice President Mack Global Brand) joined with Dean Bestwick (Vice President of Marketing in Australia), Sloanebuilt Trailers’ Scott Winter (Sales Manager) and Ben Weckwerth (Business Development Manger), plus members of the Mack Trucks Dealership at Blacktown, Sydney, for the official handover of two new Mack Trucks to Mick Colley (Managing Director of Bedrock Quarry Products).

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Above: At the handover ceremony, Govi Kannan congratulated Mick Colley on his decision to add a further 685 hp Super-Liner Tridem coupled to a fiveaxled dog trailer, plus a 600 hp Super-Liner that will be hauling a new Super A-double combination.

The Bedrock Quarry Products fleet comprises 13 vehicles, all of which are Macks.

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FEATURE

PENRITH WORKING TRUCK SHOW 2017 I

n the days when it took weeks rather than days to get from Sydney or Melbourne to Perth, time moved at a more leisurely pace. Drivers were under a different pressure in those days to meet deadlines, often catching up alongside what passed for a road at the time to share a meal, or, if someone was having mechanical problems, lend a hand with the repair.

These days it’s all about time management, and about the only place drivers get a chance to take a deep breath and enjoy a yarn with mates is at one of the many regional truck shows, held in the aid of a local charity.

One of the oldest shows in Western Sydney is the annual Working Truck Show, held at the Penrith Museum of Fire. This year sees the Penrith event celebrating its 30th year, with expectations of attracting an average crowd of around 20,000 visitors, all keen to marvel at the immaculate trucks on display, plus of course to also enjoy the high quality of the entertainment and the top-line acts from the stars of country music.

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PENRITH WORKING TRUCK SHOW 2017

If transport history takes your fancy, the Museum of Fire is itself well worthy of a visit should you be passing through. Fire appliances of all ages and types form part of the collection of memorabilia that illustrates the history of fighting fires with machines.

The organising committee at the Museum of Fire also has its work cut out as it organises other events, specifically in the trucking arena with the Sydney Classic and Antique Truck Show.

This year marked the seventh event with the opportunity for a trip down memory lane to revisit the transport from yesteryear as classic trucks, buses, fire appliances and other vehicles gathered for the day.

Remember to add the dates for 2018 in your calendar.

Visitors to the Working Truck Show this year coped with the various extremes of weather that had brought more than expected downpours of rain that had left most of Sydney a little waterlogged in places.

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FEATURE

Those with ‘Flying Duck’ ornaments on the front of their trucks would have felt right at home. Fortunately, the rain on Sunday limited itself to periodic showers, allowing patrons to weave their way throughout the displays of trucks and equipment without getting soaked, and with only the occasional need to seek refuge in an exhibitors’ gazebo or marquee for a short period.

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Country music filled the humid air courtesy of Catherine Britt, Adam Harvey, Beccy Cole, Amber Lawrence and Kaylens Rain. The performances kept crowds entertained for hours adding to the laid-back atmosphere of the event, while the large marquee provided some relief from the showers before heading back out to enjoy all the show had to offer.

PENRITH WORKING TRUCK SHOW 2017 The kids didn’t seem to mind a bit of rain, embracing the rides and carnival atmosphere with gusto, and more than a puddle or two were stomped in by the littlies.

A wide and varied display of working trucks was on display, primed, polished and standing proudly, with many belying their true history, showing millions of kilometres of work on the odometer.

From heavy haulage Macks and Kenworth to the smaller Isuzu rigids trucks, all facets of the working truck platform were on show.

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FEATURE Major truck manufactures were also in attendance, showcasing their latest model range, including the new Kenworth 610 fitted with a Muscat Trailers tipping body, UD truck displays and the latest from the Daimler group with the Coronado and the Actros 2653, which is gaining more than a bit of attention within the industry.

Liz White, the museum’s administration manager, said, “While we were expecting the numbers to be down with all the wet weather, the periodic nature of the showers on Sunday saw 15,000 through the gate, which is a little better than we had expected”.

A big shout out to the sponsors of the event, who were: Clancy’s Truck and Trailer Repairs, Muscat Trailers, Artists Network, Bakers Transport Group, Cuthells Pastoral Pty Ltd, Fire and Rescue NSW, Grundy’s Waste, Gulf Western Oil, Lencrow Materials Handling, Mulgoa Quarries, Nepean Transport Equipment, Raygal, Red Lea, and Uphire Equipment Specialists.

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THERE’S TOWING AND THERE’S RAM TOWING

ramtrucks.com.au It’s been a legend in America for over half a century. And now RAM, the legendary American Pick Up is here. Its POWER is legendary. With a 6.7 litre Cummins Turbo Diesel Engine. Its PERFORMANCE is legendary. 276kW and 1,084Nm of torque.

Its TOWING capacity is legendary. Over 6 tonnes on the pintle. And its LUXURY and COMFORT is legendary. The distribution and world class conversion is undertaken by ASV, Australia’s only authorised distributor and every Ram comes with a 3 year or 100,000km warranty (whichever comes first). It’s what legends are made of. If you can afford one get one.

211719_RAM_AmericanSpecialVehicles_297x210.indd 1

22/05/2017 1:43 pm

FEATURE

TRIPPING THE LIGHT FANTASTIC Dave Whyte heads back to local delivery with the latest Fuso Canter

W

hen I first started driving trucks for a living, I was employed as a delivery driver for a company that provided grass seed, fertiliser and irrigation supplies to many of the bigger schools and golf clubs around Victoria. Every day, I would load up my little truck, head out, and handdeliver the loads, all across the state.

When I say little truck, I mean the Mitsubishi Canter fitted with a tray (including gates and tarp), which was my fulltime office. That truck did a lot of work, both before and after I was put in charge of it, carrying loads that were, more often than not, much heavier than they should have been. It was those early days that forged my opinion of Japanese trucks – simple, reliable and practical, with very few driver comforts and little thought given to the driver who might cover more than 100 km in a working day, unloading by hand at every drop.

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Times have changed, though, and the current model Canter is a long way from the one I drove 16 years ago.

Gone are the days of shoving a jacket underneath the seat to provide some extra padding, hitting your head on the roof on the rough roads, and having to turn up the AM/FM radio to full at anything over 80 km/h just to hear it. The current model Canter is, in fact, a very pleasant place to spend a day, as I learned on a recent Fuso drive event.

The light-truck end of the market is hardly the most glamourous, but the truth is that most of those who operate these trucks are not interested in glamour – they are the workers, couriers and small business owners who see these trucks as a business tool. They are the people who buy a truck based on its suitability for the job and, importantly, the features they can get within their price range. While Fuso might not be the first name that springs to mind when you think of Japanese trucks, a short drive in the Canter is enough to prove that the Fuso product is any bit as good as its Japanese competitors.

TRIPPING THE LIGHT FANTASTIC

The Canter range is powered by a 3.0-litre, in-line, fourcylinder diesel, rated at 110 kW/370 Nm for the majority of the range, but boosted up to 129 kW/430 Nm in the heavier 918 Crew Cab variant. Transmission choices vary from model to model, but include a nice-shifting fivespeed manual, the smart shifting Duonic six-speed AMT, or the older style six-speed AMT, again in the 918 Crew Cab. Euro 5 emissions control is taken care of by a DPF filter on all models, with the 8.2 tonnes GVM 915 also using SCR (AdBlue).

For the drive event, Fuso had five models available to drive, with a mix of Duonic AMT and manual transmissions. While the model range hasn’t undergone a major revamp, there have been a few improvements made since the last model launch, and this was a great opportunity to experience them firsthand. While most of these changes are purely cosmetic, the vast majority of them are customer driven, including the change in interior décor, which shouldn’t show the dirt so much as the old blue colour. The seats have also come in for some attention, with some extra padding added (a definite improvement from years ago with my jacket), and hardwearing vinyl upholstery applied to those areas of the driver’s seat that are prone to excessive wear.

“Most of these changes are purely cosmetic, the vast majority of them are customer driven” PowerTorque ISSUE 77

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FEATURE The Canter offers a lot in terms of driver friendliness, including comfortable seating, good vision and, on the wide-cab models, independent front suspension to smooth out the ride.

period. In terms of repairs, any replacement parts sold and fitted by a Fuso will come with double the standard warranty. Service intervals have also been extended, with 30,000 km intervals now available on Canter models.

The Duonic AMT is a very smooth bit of kit, and leaves nothing to be desired in terms of shift quality, timing or ratio selection. While the 4.5-tonne GVM model is bordering on the speedy, the power is still ample in the heavier GVM models, and the Duonic handles it beautifully. Entry and exit is a piece of cake, especially in the Super Low spec, and noise levels within the cab are very low considering the engine is just below the seat. The air conditioning keeps up, and, if you’re seated in the back row of the dual cab, there’s a second independent HVAC system just for you.

It would seem that, through the Fuso Canter, Fuso is about to have a big crack at the market. With a recent changing of the guard in terms of both engineering and customer service, the brand is ready to launch an all-out attack on the light-truck segment. From the product I saw at the recent drive event, there is no reason it shouldn’t go some way to improving Fuso’s market share in this segment.

These were all very much traditional Japanese trucks – practical, reliable and simple to drive – but with much more of a focus on the driver.

On the safety front, all Canter models are fitted with four-wheel disc brakes, including ABS and electronic brake distribution (EBD). ESP stability control should be available on Canter in the third quarter of 2017. The driver and outside front passenger get airbags and seat belt pre-tensioners as standard, while the Duonic AMT comes with hill start aid and a transmission lock in the park position as a safeguard against vehicles rolling away while unattended. Selected models fitted with the Duonic transmission will also be available with automatic engine stop/start from the third quarter of 2017.

The Canter range brings with it a lot of talk from Fuso in terms of its benefits when compared to the competition.

Fuso numbers show that the Wide Cab 4.5-tonne GVM model, in cab/chassis form, weighs in at 200 kg lighter than any competitor, giving it a good advantage in the payload department.

The most interesting model for my money though, was the Super Low variant, with its overall height of just 2010 mm. While it may be restricted by its 4.5 tonnes GVM, the low height does open up a lot of opportunities for this model. With space at a premium, this is the perfect truck to squeeze into multi-storey car parks, beneath apartment blocks, or even through the garage for access to the back yard. The other bonus is, it can be driven on a car licence.

The Fuso Canter range is also now backed with a five-year warranty, with the option to sign up to a seven-year contract and receive warranty cover for the entire seven-year

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road, with some alsowater. offering themay useAuto of showers andthat spare were still justof treading (You also remember we Australian distributor Command Group, says Australian with every issue. examples simple, decent humanity at work – the fallout from The Trade Payments Analysis, which examines the millions and piping characteristics.

How often, significantly in the venture capital sector, have beds.

This was repeated north offuel Sydney where fires had had a 5000-litre head start on the account.) fleets are crying out for technology like Mobileye.

Sandy in New York being a case in point. of accounts-receivable records contained on thepaying D&B executive misconduct or wrongdoing by inept directors been closed the Pacific as well, with residents showing Under the currentHighway industry standard practice of database, shown national average forshows business-toexposed tocompassion the detriment ofstranded shareholders? genuine forthe This invoices on anhas end-of-month plus 30drivers. days basis, any that

in the New Year. charge from AppStore. bank for fuelshop next week.

I am sleeping better (mycomputing wife wouldpower ™ vision-system-on-a-chip, which has the of best shoe in Mogadishu, itof could belure worse.

It could be 205 sales. announcements by a many number Australian companies, Dun potential disaster.

While aspire to the of mansions, Take care, have fun and stay safe! say, too much), and enjoying my job again.

Sadly, the longtwo powerful Pentium computers Europe. & idea Bradstreet’s latest National Business Expectations Survey minions, new wives, theoff, sexy car and yacht, fewindustry held thattrophy hard work pays doesn’t apply to our gloomy outlook for jobs growth this year. succeed possess a modicum of integrity. anyshows more.ifathey

Dave Whyte Dave Whyte

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& M O T S U C SSIC A L C FEATURE

9 7 3 T L I B R E PET

Warren Caves catches up with Tasmanian Furniture Removals and its immaculate Peterbilt 379 80

PowerTorque ISSUE 77

CUSTOM & CLASSIC eterbilt Trucks epitomise the American truck styling with classic lines and a long serving look that, as this 379 model shows, has changed little over the years.

That commitment to its heritage and the “When you’re on a good thing, stick to it” approach may well play a part in cementing the success and popularity of the brand for such a long time, particularly in America.

Peterbilt has been manufacturing trucks in America under the Peterbilt Motors Company banner since 1939, commencing with the 260 model that year in which 15 examples were produced.

In 1980, a new manufacturing facility was opened in Denton, Texas, where they produced only one model, the 359 and production numbers totalled 15 units per month. That Denton location is still home to its headquarters today.

Currently, the trucks are produced by the Peterbilt division of PACCAR. Whilst Peterbilt Trucks have been immensely popular in the USA and Canada for nearly eighty years, in Australia there are not so many to be found plying our highways, mainly I assume due to the importing and righthand-drive conversion costs.

Companies such as RETRUCK in Brisbane, American Truck Works in Adelaide, and Kent Collision and Kustom at Ingleburn in Sydney, are providing importation, conversion and compliance services to cater for operators looking for something a little unique in the Peterbilt range. The high standard of the conversion work is obviously just one of the contributing factors to the increasing numbers appearing on our highways.

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FEATURE The popularity of the 379 model has over the years been helped out by Hollywood filmmakers in using this iconicstyled model to enhance their productions by way of either saving the world or harbouring fugitives in blockbuster films. The 379 production run lasted from 1987 to 2007, with the final 1000 units produced being designated as Legacy Class, with numbered badging and authentication.

This month’s Custom and Classic featured truck is a 2006 379 Peterbilt owned and operated by Nathan Dean of Tasmanian Furniture Transport.

This truck is running a Cummins Signature 600 and 18-speed Roadranger transmission. A heritage bonnet, lights and grille give it the old-school look, which Nathan says, really gets some attention, “It’s the best promotional tool I’ve ever had, it gets noticed wherever I go. A massive 70-inch sleeper keeps that homely feel with no chance of suffering claustrophobia”.

The Brisbane run involves a one-hour drive to the port of Devonport, embarking onto The Spirit of Tasmania, loading and lashing down of the truck and trailer before a ten-hour boat ride across Bass Strait to Melbourne, and then the Melbourne to Brisbane return run, before hopping back on the ship and returning to Launceston.

“The ship passage for the truck is quite expensive, the most expensive part of the journey in fact, but we all have to factor that into our quotes as it’s the only transport option available,” said Nathan.

“You drive the vehicle on the ship yourself, and it is then lashed down via the mandatory lashing points and you grab yourself a cabin for the duration,” Nathan explained.

A polished alloy bumper, fuel tanks, and steps, plus stainless steel drop visor and air cleaner housings, really set off the charcoal paint scheme as the chromed eight-inch exhaust pipes send combustion waste skyward. Adding an abundance of LED lighting also ensures that the 379 doesn’t go missing at night.

Originally converted and complied for Australia by RETRUCK in Brisbane, the truck was used on bitumen tanker duties, said Nathan. It was painted white with a green roof and guards before Nathan purchased it from a guy in Sydney.

A major refurbish was then embarked upon, dramatically changing the look of the truck.

Tas Truck Refinishing of Launceston did the complete colour change respray and Spectrum Signs, also of Launceston, did all the signwriting work, which is hand-painted.

The mechanical and fit-up work was carried out by Nick Brown of Chelby Mechanical, which, as a collaborative effort, has morphed this truck into what is arguably one of the tidiest 379 Peterbilts on the road in Australia.

Nathan has had the truck for about 12 months now and does regular runs from Launceston up to Brisbane, as well as Australia-wide household moves.

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Tasmanian Furniture Transport employs six people and operates four trucks, including a Ford L9000 that has also been refurbished in matching colour scheme, servicing all over the country as well as locally throughout Tasmania.

CUSTOM & CLASSIC

“It’s the best promotional tool I’ve ever had, it gets noticed wherever I go. A massive 70-inch sleeper keeps that homely feel with no chance of suffering claustrophobia”

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“The trailer utilises a mezzanine deck, which allows us to transport the family car alongside our clients’ furniture for moves. We have also been able to diversify with this set-up to move exotic and rare cars from the mainland and back for shows, events and for the National Car Museum here in Tasmania”.

With enduring style and almost cult-like following amongst American classic truck purists, time seems to stand still for the 379 model of Peterbilt. Thanks to the existence of dedicated companies investing in equipment, infrastructure, and finetuning the import and conversion process, we may see more of these trucks happily competing with local players, albeit with a touch of individualism, on Australian highways.

“Time seems to stand still for the 379 model of Peterbilt”

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THE LATEST INNOVATIONS IN

TRAILER TECHNOLOGY

FEATURE

COLD COMFORT Coles Supermarket confirms the largest single order for trailers in the Australian market.

It’s official, the largest ever trailer order in Australia has been awarded to MaxiTRANS for the supply of 395 MaxiCUBE and Freighter trailers valued at over $60 million to Coles Supermarkets in NSW and Victoria.

“This is a tremendous show of support by Coles in Australian regional manufacturing,” said MaxiTRANS managing director and chief executive officer, Dean Jenkins.

“Coles’ decision to buy Australian-made is not only a vote of confidence that our existing 950 employees build a world-class product, but it will also help to generate more than 100 new jobs over the life of the contract.

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“All of the units will be assembled at MaxiTRANS’ manufacturing facility in Wendouree, Ballarat, and feature components made at our plant in Hallam, both in Victoria”.

The flow-on effect of an order of this size also benefits Australian equipment suppliers such as Carrier Transicold as the exclusive supplier of transport refrigeration equipment that forms an integral part of the trailer features and benefits.

Carrier Transicold will supply 235 Vector™ 1950 multitemperature (MT) units with patented E-Drive™ all-electric technology. Coles Supermarkets currently operate a 170-unit strong, 100 percent Carrier fleet in Victoria, Queensland and South Australia.

With this order, a mix of two- and three-compartment Vector 1950 MT systems will be installed on MaxiTRANS refrigerated trailers, to be split between Coles distribution centres in Sydney and Perth.

COLD COMFORT

“The Vector 1950 MT system gives operators the power to consolidate deliveries, making fleets more efficient and able to cope with frequent door openings,” said Kelly Geddes, manager, marketing, Carrier Transicold Australia.

The Carrier-powered refrigerated trailers will be in service year-round, delivering chilled, ambient and frozen produce to Coles’ stores across New South Wales and Western Australia. With plans to keep the trailers in service for 10 years, it is expected they will average approximately 2250 running hours annually.

Vector 1950 MT units offer a high refrigeration capacity of up to 18,200 watts, ensuring precise temperature control within each of the trailers’ compartments. Powered by high-volume electric fans, the host unit can provide up to 5700 m3 per hour of airflow to protect the load with even air distribution and an unparalleled pull-down time – making it ideal for intensive distribution cycles with multiple door openings.

The patented E-Drive technology built into the Vector system uses electricity to power the refrigeration system and can simultaneously heat and cool the different load spaces as required, ensuring maximum performance across several compartments. The technology also removes 17 serviceable parts from the unit, which increases reliability and trailer uptime.

As part of the order, Coles selected Carrier’s fully comprehensive contract maintenance agreement for the expected lifecycle of the units, which will help to ensure maximum fleet availability at all times.

Coles will have the ability to access MaxiTRANS’ leading Australian trailer aftersales support footprint over the life of the trailers at more than 30 locations in the combined MaxiTRANS dealer network and MaxiPARTS retail parts network.

Photo caption: Coles head of transport, Tony O’Toole, Minister for Industry and Employment and Minister for Resources, Hon. Wade Noonan MP, and MaxiTRANS managing director and chief executive, Dean Jenkins.

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Changes to the Vawdrey Iceliner improve thermal efficiency while reducing weight – Words by Dave Whyte

W

hen you consider the size of the Australian transport industry, and the limited scope for sales of new equipment, it is surprising to see the number of manufacturers offering products to the market.

In terms of trailers, the number of manufacturers fighting for market share has grown dramatically over the last ten years, with longestablished manufacturers now battling against industry newcomers from both here in Australia and particularly from abroad. This competition not only provides potential buyers with the power of choice, but also leads to manufacturers improving their offerings in order to keep ahead of the market. While some segments of the market are flooded with options, there are a few where more specialised equipment is needed, meaning that the choice of manufacturers is sometimes limited. In these industries, quality is often more important than the price tag, and refrigerated trailers provide a perfect example of this.

Vawdrey Australia is a very well-known name among the Australian transport industry, having been in the trailer building game since 1974. Offering a variety of different trailer designs and combinations, Vawdrey has built a reputation among both small and large fleet operators for the quality and durability of its product. Still owned and run by the Vawdrey family, the company now produces all manner of trailing equipment, including the recently updated Iceliner freezer vans.

While Vawdrey may not be the first name that springs to mind when you think of refrigerated trailers, the company has been producing the Iceliner since 2006.

As Justin Simmonds, national sales manager for Vawdrey Australia explained, “I think last year we built about 180, and overall it’s important as part of our mix”.

The list of companies that have taken delivery of Iceliner vans is many and varied, with quite a few well-known refrigerated fleets putting their trust in the Vawdrey product. Many of the recent units have been PBS approved 26 and 28-pallet quad axle units, produced alongside more standard single trailer and B-double combinations.

The recent appointment of Robert Eppel in the role of national refrigerated equipment manager has seen a lot of work going on beneath the surface to improve the Iceliner product. With a long history in the field of refrigerated transport, Robert brought with him a lot of experience in the design and manufacture of refrigerated bodies, and set about finding areas of the Iceliner that could be honed to provide benefits in efficiency and tare weight.

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ICE CUBE “We wanted to pull some tare weight out of our freezers, and just take it to the next level,” said Justin. “Robert has refined the processes and upgraded materials, and tweaked all these little areas to take it where we want to take it”.

In Robert’s own words, “We’ve made more changes (to the Iceliner) in the last eight months than there have been in the last ten years.

“We took weight out of areas that weren’t important, and reinforced other areas that are more important, like the skid plate,” he said. “We took a lot of weight out of the front wall, because it was over-engineered. Some parts were over-engineered, other parts were probably under-engineered, so we took whatever was over-engineered, took a lot of weight out of that and put it in the right places”.

Even with the work that has happened to strengthen the weaker points, a standard 22-pallet B-trailer still comes in at under 10 tonnes tare weight with a full-length chassis.

“We also changed the aluminium rails along the top and bottom of the trailer, we’ve changed the side walls and floors, and we’ve changed the scuff bands along the bottom between the floor and the walls,” Robert said. The walls themselves have also come in for attention, and, as Robert explained, “The thickness is still the same, it can only be so thick, but we’ve changed the way we make them and what’s inside the walls.

This not only provides benefits in thermal efficiency, but also makes them stronger and easier to assemble.”

The assembly of the insulated walls is carried out on-site at the Vawdrey factory in Dandenong, using products imported from Italy and the UK. A new three-part adhesive system, the first of its kind in Australia, provides a better bond and reduced production times, without sacrificing long-term longevity.

Assembling these panels on-site also means they can be made to measure.

Things have also changed under the floor, with a new manufacturing technique resulting in better insulation, improved strength and reduced weight. As mentioned earlier, all Iceliners are built with a full-length chassis, to maintain strength and structural integrity over the life of the trailer.

“We’re firm believers in strength, reliability and durability, so all of our freezers are still built on a full chassis,” Justin said. “It offers that long-term, robust performance”.

Suspension and axle selection is left to the buyer, with Justin saying, “We’ll fit BPW, Hendrickson, whatever the customer wants, including drum or disc brakes”.

In the April issue of PowerTorque, we reported on Queensland-based company SuperCool Asia Pacific that conducts the validation and testing of refrigerated vehicle bodies. This test procedure relates to the validation of thermal efficiency in fridge and freezer vans, and its effects on both refrigeration efficiency and product integrity. The level of thermal efficiency is measured by a “K-Factor” rating after testing and validation.

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With the latest version of the Iceliner on display at the Brisbane Truck Show, as soon as the show was over it’s next appointment was to head straight for the test laboratory of SuperCool for its final K-Factor validation.

“We have a K value worked out by formula, but we’re going to get the actual K value on that trailer,” said Robert.

Having the testing done by an independent company such as SuperCool, with all the right equipment, will enable Vawdrey to advertise the thermal efficiency of its vans.

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This is something that not many manufacturers currently make public, and it is important to note that the K-Factor can change as the result of any alteration in trailer design, such as when increasing capacity from 22 to 24 pallets.

It would seem that Vawdrey has left nothing to chance in the redevelopment of the Iceliner. By employing a longtime industry expert to lead the way, the improvements on the Iceliner have been many and varied without any cost in terms of tare weight or performance. Given that the entire trailer is manufactured on-site, aside from suspension components, the quality control is easily managed, resulting in high-quality finish and traceability should any concerns be raised.

The fact that Vawdrey is going through the process of K-value testing also demonstrates just how serious it is about proving the virtues of the Iceliner, and providing its customers with a top-quality product.

With the ability to manufacture one new unit out of the factory on each working day, the Vawdrey Iceliner also offers purchasers the convenience of reduced lead time between order and delivery. As the latest Iceliner establishes its credentials for improved thermal efficiency and a lower tare weight, it will be interesting to see how the company’s competitors steps up to the challenge to match these latest gains in efficiency and productivity.

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TRAILERTORQUE

SEEN TO BE GREEN Allstone Quarries and TEFCO Trailers gain a mutual benefit from close cooperation – Words and images by Dave Whyte

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SEEN TO BE GREEN

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e live in an era where convenience and environmental concerns are both important issues, but often seem to contradict each other.

In recent times, some industries have made big leaps in bringing the two together, with the number of solar panels and wind farms we see in our travels proving that the two can work together. We can have the convenience of electricity, with a much-reduced environmental impact. Another fine example is that of kerbside waste collection and the recycling process, which reduces the amount of rubbish going to landfill and the demand for raw materials. And it all starts just outside the front gate, saving us a trip to the local tip or transfer station.

If you are lucky enough to live in an area where the service is offered, green waste collection is much the same. Lawn clippings, branches and all those plants in the vegie garden that are going to seed are simply put in the bin, and whisked away on bin day. Most of it is then recycled, and converted into products that will be returned to gardens in the form of mulch, compost or fertiliser.

The process involves a few steps, with transport being an important factor in the cycle. Given the distances between green waste recycling facilities, in most cases the kerbside collection will be consolidated somewhere locally for transport to a recycling facility aboard a larger truck, saving time and allowing more households to be serviced each day. In Bendigo, Victoria, the responsibility of moving each day’s green waste collection to the recycling plant falls to Andy Huddle, who works for Allstone Quarries (ASQ), also based in Bendigo.

ASQ is a family-based company that operates a fleet of 22 trucks, which service their quarry, precast concrete and

garden supplies businesses across Central Victoria. From humble beginnings in Castlemaine, the company moved into mobile crushing before opening its first quarry in Newbridge in 1999. Since then the company has grown to employ over 100 people across the various company divisions.

The latest addition to the fleet is the Tefco B-double combination that is used to cart green waste, and was specially built for the role. As Wes Bird, operations manager at ASQ explained, “We won a contract to cart the green waste, which is a little different for us. We’ve always just done quarry materials”.

The difference between the quarry products and the green waste is that while quarry products are loaded by weight, the green waste is bulky and light, meaning cubic capacity is important.

“It’s a bit of an odd one, because we wanted something that we could get bulk cubic metres on, but then still be able to come back and run our quarry materials around,” Wes said.

“We wanted to be able to load from the ground with our wheel loaders, so we came up with a side height of 3.4 metres. Then Tefco came up with the drop in the B-trailer, to get our cubic metres on it, and also running the demolition tarp with the higher bows”. These ideas combine to give the B-double a capacity of 88 cubic metres at water level, and 110 cubic metres with a heaped load.

“That way we can pretty much get a whole day’s green waste moved in one hit, and Andy can load concrete sand or quarry products on the return trip,” Wes said.

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Both trailers are fitted with heavy-duty cross members at the rear that provide extra support for the sidewalls. This allowed ASQ to have the trailers built with two-way swinging tailgates to allow for easy unloading of the green waste.

“The volume of it is so big, any obstruction will hold it up,” Wes explained. “So we can swing the tailgate on them, and anything under the height of the bows will just slide straight out. We haven’t had any dramas tipping it off,” he said.

Also aiding in the unloading process is the fitment of Okuslide floor liners in both trailers.TEFCO is the first trailer manufacturer to market a drop-deck trailer with full Okuslide interior linings in the Australian market. As Andy explained, we fit four-stage hoists, but by the time it gets to the second stage the bins are usually empty because of the smoother discharge through using Okuslide.

The need to unhook the back trailer in order to unload the A-trailer was also taken into account during the design process, with Razor electric landing leg winders fitted to make life a little easier for the operator. The rear chassis section of the A-trailer, with the turntable and axles mounted on it, slides under the body with air-operated pins to keep it in place in either position, and both trailers operate as chassis tippers, keeping all the wheels firmly on the ground while the body is in the air. Electric roll tarps, which can be operated either from the trailer or by remote control, also add to the ease of operation. The B-trailer is also fitted with dual air, electric and hydraulic connectors (on the front and the underside of the trailer), meaning it can be used as a single trailer behind any of ASQ’s prime movers should the need arise.

Both trailers are fitted with lift axles, with Hendrickson axles and INTRAAX suspension. While the A-trailer has a full steel chassis, the B-trailer chassis is a work of aluminium art, with only the section that supports the suspension being made of steel. This helps to keep the tare weight down, with the B-trailer weighing only 7.4 tonnes empty. This gives the Tefco B-double combination a 45-tonne payload under mass management.

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Being the first B-double set in the ASQ fleet, the Tefco trailers are proving their worth in terms of versatility and productivity, thanks to the time invested in the design phase.

“We explained what we wanted, trying to get the balance of something that is good for the quarry and good for the green waste, which usually doesn’t work,” Wes said. “We came up with a pretty good balance”.

Wes was also complimentary on the experience of dealing with Tefco, saying, “They are just genuine guys. Mick knows what you want, you’re not just getting the sales pitch, he’s actually trying to help you out”.

It would seem that ASQ and Tefco have put together the perfect combination to do two very different jobs.

By working together, and with each bringing their own experience to the table, the two companies have shown that thinking outside the square can bring great results in terms of versatility, ease of operation, and productivity. My thanks to Wes and Andy for their time in what was a busy schedule, and compliments to Andy for keeping the unit looking as good as it does in a dirty working environment.

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TRAILERTORQUE

POLE POSITION Moving cattle between livestock crates has been fraught with danger. Dave Whyte reports on how Rytrans Manufacturing is making that task a lot safer.

L

ivestock transport is not a glamourous game. Chasing stock up and down narrow ramps, at all hours of the day or night, and in any weather, is not a job that everyone would enjoy. It takes a certain type of person to not only drive trucks, but also look after the well-being of the stock in transit. Driving trucks is dangerous enough in itself, but the unpredictability of livestock, and the slippery working conditions, mean a livestock carrier is more likely to come to grief during the loading, unloading or cross-loading process.

Cross loading, in basic terms, is the job of moving a load of stock from one truck to another. To achieve this, the trucks are usually parked up very close together, and the cattle or sheep walked across from one to the other. The most common reason for cross loading is to transfer stock from road trains and B-triples onto smaller combinations, in order to do deliveries into those areas where the larger combinations either aren’t allowed to go, or simply will not fit. In recent times, cross-loading platforms have become popular, offering a more stable platform for the stock to cross, and allowing a driver to be out of harm’s way.

Rytrans Manufacturing in Toowoomba has come up with its own cross loading platform design, designed with the stock and the stockmen in mind. As Ashley Daley, director of Rytrans explained, “We were approached by Peter Rodney, from Rodney’s Transport, to build the first one, because he was looking for an alternative for his company,” he said. “We talked to the users, and came up with our design.”

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POLE POSITION

The Rytrans cross-loading platform incorporates many features to make the task of cross loading not only safer, but easier. The platform is designed to allow both top and bottom decks to be transferred without needing to adjust ramps or floors, and provides a solid platform either side for the driver to access the walkway along the top of the trailer.

All ladders have full-length handrails, and the driver’s working area is also protected by railings and inward swinging access gates to prevent falls. Sliding gates on the stock crossings mean the operators don’t need to be in the path of the cattle to control their flow. Designed for longer combinations, the cross-loading platform has the ability to unload road trains through the side door, while the smaller combination backs onto the other side of the platform, as it would with any other ramp.

“The best thing to do was to make it as safe as we could”

Workplace Health and Safety was a big factor in the design, with Ashley saying that previous designs had some serious shortfalls in terms of operator safety.

“There were no safety gates on them. If there was no trailer underneath it, there was no stopping someone from walking or falling backwards off it. We designed ours around Australian standards in relation to ladders, stairwells and safety gates, and we had them certified by an engineer to show that they comply.”

Rytrans was extremely proactive in its design, knowing that once the platforms went out into the field, the operators were on their own. “Once it’s out there being used, we have no control over the people using it, so the best thing to do was to make it as safe as we could,” Ashley said. “It’s been widely accepted. They love it.”

The second cross-loading platform Rytrans built was also built at the request of a customer, though this one was a very different story.

“I was approached by Stewart Morland, who owns IOR Petroleum,” Ashley said. “I know what you’re thinking, - what would a petroleum company want with a crossloading platform? He basically asked me to build it because the cross-loading pad in Port August is right near his depot.”

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“He could see the loading being done, and knew of the dangers involved. Some 90 percent of those people are IOR customers, so he came to me and said we’ll build them one and put it on my block in Port Augusta. He was basically looking after his customers. He didn’t want to see them have accidents right next door to his place”.

It’s a long way from Port Augusta to Toowoomba, and given the number of engineering workshops in between, it is testament to Rytrans that they were approached to do the job. “They understood that we knew what we were doing. He actually brought a guy over from the Territory to have a look at it when it was finished, and they couldn’t fault it”.

While the development of the Rytrans cross-loading platform was driven through a desire to improve safety levels for drivers, there are also benefits for the stock, with a reduced risk of injury and a faster transfer time resulting in less stress for the animals. This helps to ensure they arrive at their final destination more relaxed and in good physical condition. In the end, the famer, purchaser, and the end users (those who eat meat) also benefit from the use of a cross-loading platform.

Another clever design feature of the Rytrans crossloading platform is that it is easy to transport to site. The design allows it to be broken down into a few separate sections that will all fit within a standard 2.5 m wide trailer, with no risk of being over width or over height. Once manufacturing is complete, the unit is assembled to rectify any issues, before being dismantled for transport and then re-assembled on its permanent site.

The livestock transport industry, statistically, is one of the most dangerous in Australia. The fact that this idea came about through industry demand shows how serious the industry is about making the job safer. While cross loading is only one aspect of the job, it does present a clear risk to operators, and the use of a cross-loading platform is a huge leap in the right direction in terms of operator safety.

Rain, hail or shine, those involved in the cross-loading process have good grip, sturdy handrails and the ability to remain, for the most part, clear of the stock being transferred.

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WEIGHS LESS, WAY LESS. The Vector 1550 unit from Carrier is one of the lightest trailer refrigeration units on the market (712 kg) and operates with low noise emissions (71 dB). And while Vector 1550 units weigh less, they also offer way more.

Designed using the patented combination of a hermetic compressor with an economizer, it delivers a 40 percent increase in refrigeration capacity during pull down. As a result, Vector 1550 units deliver faster temperature pull down, reaching the desired set point up to 25 percent faster compared to conventional technology and with extremely precise temperature control (+/- 0.8°C).

As if that’s not enough, the Vector 1550 unit’s low fuel consumption reduces its overall carbon impact by up to 19 percent compared to conventional systems, the equivalent of removing 2.8 tons of CO2 per unit per year.

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15/02/2017 10:06:46 AM

TRAILERTORQUE

SUPER B – SUPER SPECIAL Dave Whyte finds that new truck and trailer combinations are making their contribution to improve productivity for K&S Freighters.

There are two big factors that lead the charge in terms of equipment design – productivity and safety. While the two often don’t work together, with increased safety leading to reduced productivity and vice-versa, many operators are finding ways to make the two combine very well. With regulators also weighing in on the equation, a perfect balance can be hard to find, but with its new Super B-double combinations, K&S Freighters has found a perfect solution to suit the needs of the company, the operators and the regulators.

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The increasing popularity of PBS combinations has led to some interesting different options showing up on our roads over the last couple of years. While the routes and weights available to individual combinations vary, the availability of increased productivity and efficiency has seen many operators adapting combinations to take advantage of the flexibility within the PBS regulations to suit their own individual needs. K&S Freighters is no different, and, by moving to PBS combinations, has found a way to reduce the number of vehicles on a particular task by half – from six trucks to three.

Super B-doubles are not a new concept, with many examples running around our wharves for a few years now.

The ability to carry two 40-foot or four 20-foot shipping containers makes them a great solution to the problem of moving more boxes without increasing congestion. While the overall allowable gross weight is greatly reduced on roads outside the port, their design and capacity still

SUPER B – SUPER SPECIAL

provides a very attractive option to those looking to ferry containers between the wharf and their depot. This is where K&S are making the most of three new Super B-double combinations, built by Vawdrey Australia, which were recently added to the fleet. To learn a little more, I caught up with K&S Freighters’ national equipment manager, Robert Douglas, at its depot in Truganina, west of Melbourne.

“They’ll be used on the main freight routes in Victoria, which are the High Productivity Freight Routes,” Robert said. “They will transport containers from either the port to the rail, or vice-versa, and from either the port or the rail to here”.

As mentioned earlier, the Super B-doubles are restricted to certain routes, which didn’t allow access to the K&S depot initially. This was rectified by having the road up to the depot gate added to the High Productivity Freight Route listing, and, as Robert pointed out, “We had to apply for it, but it allows us to come back to the yard here at 77.5 tonnes, instead of the normal 68.5 tonnes”.

On the roads around the port, where the Super B-doubles will be the most productive, the quad-quad set-up allows for weights well in excess of the 100-tonne mark.

“It allows us to take even heavier weights from the ports to the rail,” Robert said. “We will be travelling at up to 117 tonnes gross weight”.

The benefits in terms of productivity become obvious when Robert says, “Basically, it will carry double what our normal trucks carry, so it’s a 50 percent increase in productivity for us”.

The motivation behind K&S Freighters going to Super B-doubles was not a case of moving more freight, but moving the same amount of freight with fewer vehicles.

“It’s an efficiency advantage because we’re able to reduce the number of trucks,” Robert said. “In this case, these

three vehicles replace six, so it’s a 50 percent reduction in the number of vehicles for this application, and that’s a good thing”.

But the Super B-doubles were not only built with gross weight in mind, with safety also being a major factor in their design.

“These units represent a very innovative vehicle for K&S, in the sense that they are full disc brake and full EBS with antirollover protection. They have electronic weight scales on board as well, so we understand exactly what it weighs on every axle group, including the steer,” Robert said.

“PBS didn’t require us to fit the digital weighing system in Victoria that interacts with IAP at this stage. But we’ve done that, and that’s fitted straight to our satellite tracking and monitoring systems that we’ve got in the trucks, so the weights automatically go across, and we can track them from here”.

“These trailers also have steerable axles on them as well, so that reduces the swept path and they are able to turn into tighter locations. It reduces road damage, less tyre wear, and gives a smaller turning circle, so it’s an advantage all around. Steerable axles are fitted to both the A and B trailer on each combination.”

The Super B-doubles are pulled by three new Scania R560 day-cab prime movers, which are also loaded with safety equipment to ensure the safest possible operation.

“We use Scania prime movers for a lot of reasons, including the safety and technology built into the truck.

There’s a lot of technology in the truck, like extra-heavyduty axles to carry the extra weight. Neither the truck nor the trailers are standard, they’re all purpose built for this particular task.

“We are taking advantage of all the technology we can currently get,” Robert said.

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TRAILERTORQUE TRAILERTORQUE The big gain here for K&S is the establishment of the highest levels of efficiency, safety and productivity, all achieved with the same piece of equipment. Working within the PBS framework, and with the assistance of Vawdrey Australia, K&S Freighters has found that one truck can do the work of two. What is exceptional about these combinations is that the length is just under 30m, meaning that an extra 20’ (6 m) shipping container can be carried for a minimal increase in overall length over a standard B-double.

“Our trucks have forward and reverse facing cameras, and they also have side-view cameras. We have trucks with lane-change technology, adaptive cruise control – all those things to basically try and make it safer on the road. As I said, we have full-time monitoring of those vehicles, and that includes the videos down each side of the vehicles, forward and back, and driver monitoring to manage fatigue.

“There’s a hell of a lot of technology in these trucks, especially given they only go that short distance from here to the rail and back again. Mainly because of that large interaction with the public I guess, and to try and make it safer for everybody,” Robert said. “I don’t think there is a safety feature that anyone can think of that isn’t fitted to these trucks”.

The full specification of the new Vawdrey trailers includes standard and steerable axles, suspension and disc brakes supplied by BPW, EBS and stability systems supplied by WABCO and the E-Max Air-Weigh LoadMaxx onboard weighing systems.

“Through discussions with Justin Simmonds at Vawdrey, he was able to take a look at what we wanted, adapt it, and get it engineered and PBS approved. The units were built and the route access approved, and now they’re on the road. At this stage, they’re working really well,” Robert said. “I guess for us it’s a win-win situation, because we end up with a technologically advanced vehicle on the road, plus we also reduce the number of trucks we have on the road,” Robert concluded.

“I don’t think there is a safety feature that anyone can think of that isn’t fitted to these trucks” 102

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HORIZONTAL LOADING UNLOADING SYSTEM

AXLES, AIRBAG SUSPENSIONS AND BALLRACE TURNTABLES

TIPPING HOISTS

TRAILER COUPLINGS

Best of the best

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• World’s leading trailer equipment brands • Qualified product and technical specialists • Australia wide service and genuine spare parts support • Infield service and preventative maintenance training • Ongoing support you can rely on

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TRIPLE

TREAT Transporting V8 Supercars has moved to new design heights with the latest designs of Graham Lusty Trailers – Words by Dave Whyte

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Oof showcasing a few race transporters from ver the last few years, I’ve had the pleasure

many different categories of racing. The first of these was the Triple Eight Race Engineering Red Bull Racing transporter around four years ago, and, with those trailers recently being updated, I was lucky enough to be asked along to have a look at the replacement trailers. As far as custom trailers go, you would be hard pushed to find a more bespoke B-double combination on Australian roads.

Built by Graham Lusty Trailers in Brisbane, the new Red Bull Holden Racing Team transporter has been designed from the ground up to work not only on the way to the track, but also provide a comfortable and quiet environment for the team while they are there. Importantly, it also looks the part while performing either role, and drew quite a crowd on its first outing to Perth’s Barbagallo Raceway in early May. At first glance, the new transporter doesn’t look that different from the others in the Supercars paddock.

Underneath, though, things are very different. For a start, these trailers are built of aluminium, reducing the tare weight by almost five tonnes over the previous combination.

TRIPLE TREAT

Photos: Element Photo and Video Productions

“As far as custom trailers go, you would be hard pushed to find a more bespoke B-double”

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TRAILERTORQUE TRAILERTORQUE Graham Lusty Trailers has years of experience in building aluminium trailers, and this shows through the quality fit and finish throughout these units. But there is more to the story on these trailers than a simple tare weight reduction, with a host of features built into these trailers that took months of work to incorporate into the design.

Both trailers have a solid upper floor, which is dedicated to providing space for team members while at the track.

The upper level on the A-trailer contains the drivers’ room, with plenty of space to relax and unwind before or after a race. In here you will find storage compartments for each individual driver’s clothing, race suits and helmets, a huge lounge and an in-built ice bath mounted beneath the floor.

The top deck of the B-trailer provides space and facilities for the team engineers and support crew to analyse data and work on strategy in a peaceful, but luxurious, environment. This area doesn’t run the full length of the trailer, providing enough space to fit one of the Red Bull Racing cars in behind, leaving the lower level clear for tool boxes and equipment. Both trailers are fitted with their own independent Wi-Fi, power and communications equipment, making them truly self-sufficient.

With all of this space taken up for on-track use, there was a need to increase the amount of interior space to accommodate all of the racing related equipment enroute. The solution came in the form of being able to literally raise the roof. The ability to lift the roof on each trailer meant the upper floor could be built higher into the trailers, thus allowing more space for the gear below.

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James Yerbury, managing director GLT, Roland Dane, owner of Triple Eight Race Engineering and Graham Lusty, chairman GLT (left to right)

PRIMAAX EX ®

Road train tough — Highway friendly

• High GCM - 180 t plus • 3 rear axle applications • Multiple trailer combinations • Heavy haul applications • High C of G applications • Superior handling and stability • Improve traction with high axle articulation • Unique suspension geometry controls suspension wind-up • Structural beam design with improved durability • Lightweight suspension design for improved payload and productivity Air Springs • Large volume, low frequency design for improved ride

Genuine Hendrickson Torque Rods • Optimized configuration helps improve handling and roll stiffness for expanded applications

• Advanced design air springs fill faster, lift and support the load with less air pressure Structural Beams • Integrated end caps for increased reliability • Redesigned beams utilize premium materials to deliver premium durability • Robust rubber bushings improve service and eliminate lubrication requirements

QUICK-ALIGN • Allows for easy axle alignment without shims ®

• Reduces maintenance time and helps extend tire life

Axle Connections • D-pin axle connection decreases torsional axle stress for reduced maintenance and improved joint integrity • Integrated axle stop contact pads reduce axle stress

Height Control Valve • Maintains proper suspension ride height

Cross Beams • Seamless fabrication technology forms a robust torsion system with structural beams, improving stability

Heavy-Duty Shock Absorbers • Positioned and tuned for optimum damping characteristics

PRIMAAX® EX is a tough, heavy-duty air suspension designed specifically for the rigorous demands of today’s heavy-haul applications; engineered for multiple trailer combinations, either on- or off-highway.

For more details, visit www.hendrickson.com.au Email: sales@hendrickson.com.au Or call Brad Sleath: 03 8792 3600

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“The build quality, features and presentation on these trailers are world class, and a real credit to both Triple Eight Race Engineering and Graham Lusty Trailers”

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Lifting the roof not only increases the headroom on the upper floors, but also exposes a row of windows along each side that allows plenty of light to come into what would otherwise be a dark space. These windows are made from the same glass that you would find in the windows of a passenger train, and are double glazed to provide the benefit of both heat and sound insulation.

Insulation in the walls and roof combine with in-built air conditioning units to maintain a comfortable temperature within the trailers.

The lower level of the A-trailer is purely cargo space, with a large side-lifter to enable easy loading and unloading.

Some heavier items are loaded up the front, before the gooseneck, and so a power operated engine lift is fitted in the floor to help with the heavy lifting. When not in use, it simply drops into the floor, providing a smooth level from front to back. With no locker boxes beneath the floor, the floor height has been brought down much lower than was the case with the design of the older set, further increasing the amount of storage space available for larger items.

The lower deck of the B-trailer is flat, from the tailgate to the side door, with a workbench dedicated to building suspension components in the forward section. The rear tailgate is used to lift equipment up to floor level, with most of it being mounted on wheels and simply rolled into place. As mentioned earlier, one of the team’s cars travels on the upper deck, and is also loaded using the tailgate.

While a lot of these features are common on race transporters, the method of operating them is very different on these trailers.

All of the functions on these trailers are operated remotely, using the in-built Wi-Fi and an iPad or similar device.

In the case of these trailers, transporter driver, Warick, can operate it all from his own smartphone. The system operates virtually every moveable part on the trailers, including the toolbox doors, tailgate, engine lifter, and even the landing legs. It also raises the roof and operates the folding stairs that allow access to the upper levels.

Fitted with an on-board battery system, the various features can be operated even without the generator running or mains power connected. The system is also fitted with isolator switches to eliminate any accidental or unwanted operation while in transit.

In terms of overall storage, the new trailers are down a little on the previous set, which have now become the Team Vortex transporter. Given that Triple Eight Race Engineering run both teams, a little load sharing between the two combinations sees all the equipment get to the track on time and intact. While they may provide less load space, they do provide many advantages in terms of team and driver comfort, ease of operation and facilities.

These new trailers not only represent the flashiest bit of gear in the Supercars paddock, but also the ability of Australian manufacturing. Graham Lusty Trailers has created a few specialised race transporters recently, with these being the latest and greatest to roll out of their factory so far. The build quality, features and presentation on these trailers are world class, and a real credit to both Triple Eight Race Engineering and Graham Lusty Trailers.

I’m guessing this won’t be the last set of Graham Lusty Trailers we see in the paddock in the future.

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GLT Red Bull Racing Trailer Specifications The sophisticated specification features Bendix Knorr-Bremse EBS braking systems with roll stability, Hendrickson Airbag suspension with eight-stud disc brakes with HXL5 bearing package, Jost Super Chrome Outer, polished Inner - 19.5’ 275 PCD rims with Kumho Tyres. On-board computer with Wi-Fi and Bluetooth connection to smart phone devices for trailer function controls.

Body Length: Lead Trailer - 7,400 mm.

Tag Trailer – 13,700 mm.

Access: Single aluminium door with electric pin code access or smart device access.

Body Height: 4,300 to 4600 mm with pop top.

Stairs: Custom fold down stairs electronically controlled for upper level access.

Wall Thickness: 45 mm – custom aluminium planks with outside composite/fiberglass finish.

Body Width: 2,500 mm.

King Pin: 50 mm Bolt In. King Pin Spacing: 1400 mm.

Axle Spread: Lead Trailer: 2,460 mm.

Tag Trailer: 2,770 mm.

Turntables: Jost Grease Top with weld on feet.

Landing Legs: GLT aluminium with hydraulics compensating feet.

Chassis:

700 grade, sandblasted and painted.

Construction: Frameless design using aluminium plate and aluminium planks with cleanskin outer finish.

Roof:

55 mm insulated cleanskin roof.

Pop Top: Full length pop top - 300 mm pop.

Tinted windows each side Storage: Flush finish lockable covers above the skid plate electric operated.

Security: Standard remote central locking for all doors.

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Air Conditioning: Lead Trailer 2 x head units. Each level will have independent systems.

Tag Trailer 3 x head units. Each level will have independent systems.

Generator:

Cummins diesel.

Lead Trailer: GLT custom made side lift – controlled via smart device.

GLT custom made engine lift to raise engine boxes of lower floor to top of skid plate – controlled via smart device.

Tag Trailer: Tailgate Lift:-Dhollandia custom dimensions - remote controlled.

Drivers Lounge: WorkShop 28 custom made with ice bath.

Real peace of mind for trailer owners Catch the braking news on Stand 5 in the main hall at the Brisbane Truck Show.

If you know trailers you know there is nothing more important than keeping them in service and on the road. When it comes to road safety and stability there is no better partner than Knorr-Bremse, a world leader in braking technology.

So what’s real about Knorr-Bremse TruckServices?

• Knorr-Bremse has trained over 1500 service technicians across the country and more are signing up every day for certification.

• Knorr-Bremse has relationships with over 30 major service centres around Australia on key transport routes, with many more to follow.

• There’s a Knorr-Bremse smartphone Service Locator App that pinpoints your nearest point of contact should you, your trailer or truck need it.

Keep it running So if you want to get real with the best thing that’s happening in trailer confidence, insist on Knorr-Bremse.

Phone 1300 309 991 Email cvs.aus@knorr-bremse.com Or visit www.knorr-bremse.com.au Download our Service Locator App

TRAILERTORQUE

EURO TRAILER REPORT

Advances in global technology enable the latest developments in trailer manufacturing to expand into new markets within weeks of being launched in other parts of the world.

T

he scale and volume of trailer rental in Europe results in some fleets never owning their own trailing equipment, while others work on a total fleet rental or leasing scheme that also includes the prime movers. The fleet can expand or contract without financial imposts to suit the available work, merely hiring more units when demand increases or returning those that are underutilised.

As an example of how the rental fleets are now catering for demand, commercial vehicle rental company Hama Polska, part of the DBK Group, has announced the addition of 1100 new Kögel semitrailers to its DBK rental fleet.

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The order from Hama Polska comprised 900 new Kögel Cargo units and 200 new Kögel Mega semitrailers to extend its rental services in Poland, Germany, Austria, Sweden and Spain.

Under the umbrella of DBK Rental services, Hama Polska operates over 1000 prime movers from various manufacturers, as well as a large selection of Kögel semitrailers available for long- or short-term rental. The company’s customer service programme includes maintenance and repair services in Poland and abroad, a tyre service and a mobility guarantee, with the provision of a replacement vehicle in the event of an accident of a breakdown.

EURO TRAILER REPORT

The 900 Kögel Cargo semitrailers feature Kögel’s VarioFix perforated steel external frame equipped with 13 pairs of lashing rings for load securing, each ring affording 2000 kg of tensile force. The body meets the body stability standards of DIN EN 12642 Code XL, making any additional load securing unnecessary for form-fitted loads.

Thanks to the use of the standard Kögel integral roof tarpaulin, there are no straps left hanging down when the roof is open because these are integrated into the roof tarpaulin. This means that the straps cannot get snagged up when loading and unloading. An optional lateral steel bracket across the entire width, and locking cam protection mounted centrally on the end plate of the frame, are fitted as forklift protection.

The 200 new Kögel Mega semitrailers are ideal for conventional standard tasks as well as for use as a highvolume transport vehicle. The internal clearance height of three metres makes these high-volume units ideal for justin-time business in the automotive sector. Loading and unloading stacked pallet cages is simple, thanks to the standard mechanical/hydraulic lifting roof. This increases the side and rear through-loading height to more than three metres.

Kögel

Kögel is one of the leading trailer manufacturers in Europe and has manufactured over 500,000 trailers since its inception in 1934. The company headquarters and main production facility of Kögel Trailer GmbH & Co. KG are located in the Bavarian town of Burtenbach. In addition to these, Kögel also has factories and premises in Neu-Ulm (Germany), Duingen (Germany), Chocen (Czech Republic) and Moscow (Russia).

The high dependency of the European transport model on containerisation resulted in Kögel adding a lightweight container skel to its product range back in 2015.

The Port 40 Light container chassis in the basic version has a tare weight of less than 4000 kilograms, a technical gross weight of 41,000 kilograms and a fifth-wheel load of 14,000 kilograms. It is suitable for the transport of both two 20-foot containers or one 40-foot high-cube container.

With custom options such as light alloy wheels, aluminium support legs and aluminium air tanks for the braking system, there is scope for reducing the weight of this unit even more. The very low tare weight of the basic unit is the outcome of design optimisation measures to maximise payload and to achieve weight reductions on this chassis.

To simplify the tasks of loading and unloading the containers on the ramp, the Port 40 Light container chassis is equipped with a rear section that is inset by 70 millimetres together with an under-ride guard that is also inset. That means that the vehicle can get closer to the ramp, and the gap between container and ramp that needs to be bridged with a drive-over panel is correspondingly reduced.

At last year’s IAA Commercial Vehicles Expo, Kögel exhibited the standard version of its new trailer axle, the design of which resulted from customer feedback to a survey conducted at the IAA in 2014. The result is an integrated chassis system, making Kögel trailers not only stronger, but extending their service life due to higher levels of engineering expertise on the axle.

The Kögel trailer axle – also known as KTA – features a sophisticated concept where two U-bolts provide secure clamping of the trailing arm and axle. The axle tube is enclosed by the trailing arm at the top, and the two axle spring seats at the bottom.

The shapes of the axle support, the trailing arm and the axle tube have been adapted to the dynamic and static forces encountered in driving and bench tests, in accordance with the latest finite element calculation methods.

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TRAILERTORQUE TRAILERTORQUE To facilitate easy repair, the trailing arm and the axle tube can be replaced separately. The axle tubes are forged from a single piece and have no joints. This provides a stress-free transfer of forces and reliable protection against breakages.

The trailing arm is made from high-strength spring steel that offers an optimum ratio of spring properties and resistance. A rubber metal bearing absorbs both axial and transverse force at the interface between the bracket and trailing arm. This ensures excellent suspension response behaviour thanks to its optimum torsional rigidity.

This “double suspension”, consisting of a soft rubber bearing, and the trailing arm, made from spring steel, is unique in the industry and is claimed by the manufacturer to enhance the driving properties of Kögel trailers.

The air-bag suspension and shock absorbers are used with proven wheel-end components and braking systems that are already in reliable service in thousands of vehicles.

Changing the brake linings is completed without the need for special tools. The brake discs are easy to change, without losing the bearing settings, through the use of a closed compact bearing. The friction interface between the brake disc and the brake linings is perfectly matched and therefore guarantees the maximum possible service life and braking performance.

Goldhofer

German manufacturer, Goldhofer, has established its reputation for developing heavy or indivisible load transport solutions that seem to have no limits to their ingenuity or innovation.

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The company’s new STZ-VP (285) owes its name to the new 285 mm tyres and now ranks as the highest load-carrying model in the Goldhofer range. Thanks to its proven pendular axle technology, it is available in configurations with between three and ten axles and a choice of decks, namely Vessel Bridge, crawler deck and flatbed. A technically permissible axle load of 16 tonnes and a deck profile of just 200 mm for the flatbed – the slimmest on the market – make this low-loader unique.

The chassis design of the STZ series features extremely wide excavator recesses and relatively short bogies.

Goldhofer’s pendular axle technology, with precisioncalculated geometry of the axle suspension for free oscillation of the wheel sets enables optimum distribution of the load to all the tyres, and perfect levelling in uneven terrain. A steering angle of up to 65 degrees further aids manoeuvrability. The axle suspension is available with a choice of tapered roller or compact bearings to meet customers’ individual requirements in terms of distance and maintenance intervals.

The STZ-VP (285), with its higher load rated tyres, provides a maximum fifth-wheel load of 52 tonnes, while the optimised excavator recess brings a reduction in overall load height.

The use of the gooseneck with or without a front bogie, and the option to combine the front bogies with the MPA-K family and the rear bogies with the THP family, guarantee unbeatable versatility to suit even the most challenging of construction site operations.

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