POWERTORQUE Magazine issue #80 Dec/Jan 2018

AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE

Incorporating

ISSUE 80 DEC/JAN 2018 RRP: $8.95 (NZ $9.95)

www.powertorque.com.au

ISSUE 80 DECEMBER / JANUARY 2018

PROFILING: KENWORTH T900 LEGEND NACV & MOSCOW SHOWS • E- CANTER SUNNY WARBY’S MACK • LEETS • WABCO

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AT THE WHEEL with Warren Caves

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ACROSS THE PADDOCK with David Meredith

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OLIVER ABROAD The NACV Show, Atlanta, Georgia

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A LEGEND IN THE MAKING Kenworth’s T900

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TORQUE TAMER Fuso shows its electric potential at the Tokyo Motor Show

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HAPPY HINO Greater refinement adds appeal to Hino’s 300 range

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SWITCHED ON When will electric vehicles replace diesel power?

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THE SAFE SWEDE With Scania, it’s all about making the best choices for the customer

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BUILDING THE BUSINESS Hino’s latest 500 Series is proving itself with LEETS of West Australia

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UP CLOSE AND PERSONAL When it comes to presence, there’s nothing subliminal about the RAM

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SHARP MOVES The latest MB rigids set a high standard amongst the new breed of Europeans

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NAVISTAR – GEORGIA ON MY MIND It’s all glitz and glamour for the US Truck Industry’s new expo

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AUTOMATIC BENEFITS Eaton’s new Endurant transmission

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NACV SPECIAL REPORT Show Time – The inaugural event in Georgia

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PERESTROIKA Moscow struts its stuff as the rest of the world looks on

NACV SPECIAL REPORT The United States stages a truck industry exhibition of European standards

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TRAILER TORQUE

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QUON-UPMANSHIP UD provides one of three reasons for operators to keep all their purchases under the one roof

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FUNCTIONALITY Driver assistance technology moves a step forwards with WABCO at the NACV Show

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CUSTOM AND CLASSIC Sunny Warby’s B Model Mack

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THE PURPOSE OF LIFE Are landfills a thing of the past?

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KENWORTH KLASSIC 2017 Members of the clan at the annual Clarendon Classic Rally

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THINKING OUTSIDE THE SQUARE BPW continues to expand its latest technology

THE INFORMATION STREAM Reduce stress levels with Chevin’s FleetWave asset management software

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BRITISH DIPLOMACY England’s Cartwright Group makes a move into the Australian trailer market

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COLD CHAIN DISTRIBUTION Differences in refrigerated transport identify it from other commercial freight operations

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EIGHT WHEELS AND ATTITUDE Isuzu’s popular 8x4 FYJ 2000

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The latest news in trailers and bodybuilding

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For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Road Test Editors - Brenton O’Connor

Ed Higginson Contributing Writers - Stuart Martin Warren Caves David Meredith Rob Randazzo Photography - Torque It Up

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Steven Foster Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: edit@powertorque.com.au Website: www.powertorque.com.au

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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

W

TORQUE

elcome to our final issue for the year and the opportunity to wish all our readers the very best for the Christmas and New Year break.

Having premium quality time with your family is the real bonus, but, while many drivers are relaxing and enjoying a well-earned beer perhaps, there will still be drivers out on the road making sure that home supplies make it to the local supermarket or retail outlets.

There’s nothing easy about driving interstate at the best of times, but in PowerTorque’s view Christmas brings out the absolute worst drivers that you are likely to encounter anywhere on our road network. You’ll find the ones that overtake and then slow down, that can’t maintain an average speed without fluctuating, that overtake out of impatience rather than sense, and some that simply don’t seem to be aware of anything going on around them.

It’s part of a professional driver’s life to cope with all these idiots, plus get your own load through to its destination safely and on time. PowerTorque wishes you every success in handling the situations that develop in front of you and may you possess the patience of a saint in order to cope with what these holiday-mode drivers exhibit throughout the festive season. No matter how much the frustration, shouting at them doesn’t fix the problem.

This latest model in the Actros line-up has generated unprecedented comment from operators that have been early adopters of the new products. With impressive fuel economy gains and reduced service costs through extended maintenance schedules, the result for the operator has been clearly documented by a major reduction in the total operating costs of the vehicle in line-haul application.

The move to an early introduction of Euro 6 emissions targets has resulted in strong environmental benefits that position the German manufacturer as a leader of technology and innovation in the Australian market.

The third PowerTorque Technology and Innovation Award goes to IVECO Trucks Australia, another manufacturer that has chosen to follow the path of Euro 6 emissions compliance with the introduction of the Eurocargo ML180.

Featuring Euro 6 emissions compliance using SCR, the Eurocargo brings to the medium truck sector technology and safety features that are usually only found at the higher weight range.

Each year, PowerTorque recognises the advances made in the Australian manufacturing sector with the annual PowerTorque Magazine Technology and Innovation Awards.

Inclusions such as adaptive cruise control, automated systems checking during daily maintenance, programmable maintenance scheduling, lane departure assist, ABS, ASR, ESP, hill hold, Advanced Emergency Braking System (AEBS) and disc brakes on all wheels, together with ECAS on the rear airbags, set the safety and equipment targets for other manufacturers to follow.

As we wrap up 2017 we look back on a year where the competition has been particularly strong, but, nonetheless, there are several standout examples that we are proud to recognise for 2017.

The final PowerTorque Technology and Innovation Award goes to Graham Lusty Trailers for the unique worldleading technology and innovation incorporated into the Red Bull Racing Team Transporter.

The first PowerTorque Magazine Technology and Innovation Award recipient is Kenworth Australia, for the introduction of the T610 and T610SAR. As the leading heavy truck manufacturer in the Australian market, the development of the T610 and T610SAR is a tribute to the workforce of PACCAR at Bayswater in Victoria.

Displayed at the Brisbane Truck Show, the trailer attracted interest from overseas race teams as well as local competitors for the extensive range of options and inclusions that substantially increase the available space for a full complement of engines, equipment and vehicles.

Local development of new product comes at a substantial cost, and Kenworth has demonstrated once again that its products are world class, as well as being designed specifically to withstand the unique conditions we have in the Australian market.

The second PowerTorque Magazine Technology and Innovation Award recipient is the Mercedes-Benz Australia Truck Division for the introduction of the new Actros heavy truck range.

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The research and engineering development team at Graham Lusty Trailers deserves recognition for the creation of completely new systems, many of which are controlled by WiFi through a mobile tablet to raise and lower the roof section, interior decks and ramps to provide easy access to different levels for the team members.

It may all be history for Australian car manufacturing with the demise of local production for Toyota, Ford and Holden, but it needs to be remembered that some of the world’s largest heavy truck manufacturers still produce their vehicles locally, in Australia. Of equal significance is

the trailer industry, with manufacturing in the Australian market producing new technologies way ahead of those available in Europe and North America.

There have been inroads recently by trailer manufacturers based in China and Thailand, but when it comes to durability there’s nothing to beat the Australian-built products. The same applies to some of the European trailer products, where lightweight construction means durability problems out on the Australian road network. Where the differences really show is with the manufacturing of stock crates, where high weights and long journeys on inferior road surfaces really challenge the manufacturers to produce a world-leading product.

The uniqueness of the Australian transport scene is what dictates the success of Australian manufacturing as the challenges that creates are met with innovative solutions.

PACCAR Australia’s production facility at Bayswater manufactures Kenworths tailored to Australian needs; IVECO manufactures the PowerStar, Stralis and the longstanding ACCO at its Dandenong facility; and, since 1972, Volvo and Mack have been manufacturing their combined heavy-duty range of trucks at Wacol, Brisbane, under the Volvo Group Australia banner (VGA).

In November, the VGA Wacol plant produced its 60,000th and 60,001st trucks in the form of a Volvo and Mack respectively. The 450 personnel employed in the workforce and management team at Volvo Group Australia deserve recognition for this superb achievement, which also relies on the services of 85 local suppliers delivering 3500 different components to the Wacol factory.

those that work in the industry at all levels are the keys to getting the job done safely and efficiently.

Unfortunately, not everything that happens in the truck world is highly impressive, and PowerTorque would like to highlight some very disturbing news that we heard recently.

Driver Jason Mills posted on the PowerTorque Facebook site that on November 1st at 1:37 a.m. his truck yard in Salisbury was broken in to. The thieves and their ute were caught on camera as they stole a 7x5 car trailer as well as spare wheels, wheel nuts, hubcaps and a rollover tarp was cut from the tipper. The truck’s batteries were stolen, with the thieves cutting through the battery leads, his toolbox was forced open and all his tools stolen, and then the thieves siphoned diesel from the fuel tanks of his own truck.

Jason’s experience was also shared by two other drivers that subsequently posted the news of theft of parts and accessories from their own trucks.

The trucking industry was once proudly protective of all that worked behind the wheel, and theft has been a relatively rare event. Siphoning fuel, cutting off tarps and stealing tyres and batteries that prevent a driver from working is about the lowest act possible, and PowerTorque is reminding all our readers that a major part of the industry tradition is to watch the backs of your fellow drivers.

We have a lot to look forward to over the Christmas break, but don’t take the security of your truck for granted. If you see anything suspicious, or get offered parts or equipment at dubious pricing, then make the call.

Above all, stay safe and enjoy the drive.

The Australian truck market is unique from a global perspective in attracting the highest level of competition from manufacturers in Europe, Great Britain, North America, Japan, Mexico, South Korea, India, China and other nations, all fighting for a share of our market. New technologies being developed for overseas transport operations such as platooning or autonomous trucks may have a future, but in Australia the skill and knowledge of

Kind regards

Chris Mullett, Managing Editor/Publisher.

there’s a tat r a t o s u i t all your requirements

w: www.offroadtrucks.com.au e: sales@offroadtrucks.com.au

WHEEL

AT THE WA R R E N

C AV E S

G I V E S

H I S

D

river fatigue is a killer on our roads! That statement should come as no surprise to any of us – it has been drummed into us for years, and rightly so.

Whether driving a car or a truck, fatigue can creep in with serious consequences for all road users.

It is estimated that 20-30 percent of all fatal road crashes on Australian roads are due to fatigue. It should also come as no surprise that driver fatigue, whilst operating a heavy vehicle, has a potential for far more catastrophic results than a much smaller and lighter vehicle.

These potential outcomes are why heavy vehicles are subject to such stringent regulations when it comes to driving hours and mandatory rest breaks.

With that being said, I am hearing a lot of talk lately about the lack of parking provisions to take these breaks, by way of either no spaces provided or all the provided spaces being full.

This can affect drivers across different freight sectors.

Let’s start with metropolitan work. Whilst most exclusively metropolitan operators are not required to fill out their work diary, they must adhere to the regulatory requirements just the same, and this can be difficult.

Spaces to park legally can be near on impossible to find as industrial areas can be choked with employees parking on the street or trucks waiting to load or unload taking up spaces. I have also noticed an increasing trend in these areas during early mornings and nights of truck owners parking trucks on the streets and going home for the night, effectively making these streets unsuitable for two trucks to pass in opposing directions, as the streets cannot handle four trucks abreast. Also, many smaller depots or factories do not have room available to park for a rest onsite.

This leaves local drivers, or those conducting unloading and loading for longer runs, to try commercial service centres for rest options. From personal experience, sometimes it’s a matter of driving straight back out onto the road again as there is no space available due to drivers already making use of the spaces for a rest or meal stop, or abandoned trailers dropped randomly throughout the area.

While there are some truck rest areas available on motorways (I’ll use Sydney as an example) these are poorly laid out, and, in the case of the truck parking bays on the M7 motorway, just plain dangerous to enter or exit during moderate to heavy traffic conditions. How these parking bays were ever approved without the provision of deceleration and acceleration lanes is beyond me.

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Personally, I avoid them at all cost during these times.

That is of course if they are not being used by the police for RBT activities or the RMS for compliance checks, further compounding the lack of parking problem.

In rural areas or on major interstate arterial highways, the heavy vehicle parking issue comes from a different direction.

Caravans, motorhomes and light vehicles in general are increasingly taking up valuable truck parking spaces.

There has been a steadily increasing number of travellers exploring our great country, and good luck to them, but in the past only a handful would be prepared to rough it a bit and camp on the roadside. This is no longer the case, as there is an almost cult-like fraternity of travellers now known as free-campers spurred on by the increasing selfsufficiency of caravan design. No longer is it necessary to go to caravan parks as these vans have everything on board – showers, toilets, solar power, generators and even washing machines.

Now, before I get accused of not being impartial, I’m not a caravan hater and every road user should have the right to rest if tired, however, there are several types of parking areas and they are signposted accordingly. Some are for trucks only, some are for cars only, and some are for both.

Where some of the problems occur is when the parking areas are used incorrectly – cars parked in marked truck bays, or, inconsiderately, cars and caravans parked in such a way as to inhibit the access of heavy vehicles. I’m sure we’ve all seen three caravans parked side by side, effectively taking up the available space for three B-doubles, or parked at the entry to a bay with another 20 metres in front making for a tight and noisy reverse manoeuvring session when all you want to do is go to sleep.

I believe that more parking areas are urgently needed, and signage at existing shared bays should be erected to advise motorists and travellers on the correct and considerate use of the parking areas. TRUCK ONLY bays should be set aside with signage reflecting this, and for this to BE ENFORCED with penalties for breaches.

Word would soon get around at “happy hour” if a few infringements were given out, perhaps even camera monitoring could be utilised for compliance, as there seems to be no shortage of cameras to monitor heavy vehicle movements.

If enforcement is not applied, all we basically have is a bunch of signs with nothing more than meaningless words and pictures to which nobody pays any attention.

Safe trucking.

Regards, Warren Caves

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This is why we think this is the best Japanese truck in Australia.

Going the Extra Mile To find out more, contact your UD Trucks dealer on 1300 BUY A UD or visit udtrucks.com.au Going the Extra Mile

ACROSS THE

PADDOCK

P E R T H - B A S E D D AV I D M E R E D I T H G I V E S H I S L O C A L TA K E O N B U S I N E S S I N WA

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ood communication provides the key to comment on the transport industry, and recently I spent a morning with Grant Renall at Truck Centre WA, the state dealer for Volvo, Mack and UD. Grant’s expertise and knowledge of the industry provided a valuable insight into how these brands are performing, now supplemented on the forecourt by Hyundai Commercial Vehicles and the “Mighty” light truck range.

Although the focus for news in this industry is usually aimed at the latest developments and additions to a specific product line-up, there’s every justification in spending time discussing the used truck sector. Grant Renall’s principal role is as the used truck manager for Truck Centre WA, one of the largest and longest established truck dealerships in Western Australia.

His view of the local market is pretty much based on his current stock position. He’s scratching to find used trucks of any kind to keep regular customers happy, let alone prime units that have a lot of life left in them.

Additionally, the trade-ins the dealership currently has in process have often overstayed their welcome in their first life. This situation is a direct result of the mining and construction slowdown, which has prompted owner/ operators to push replacement or turnover dates out for a year or so longer than normal.

Truck Centre isn’t alone. A quick tour around WA new truck franchises sees plenty of vacant concrete hardpad and brick paving in the used truck section. The inventive ones are parking some service trucks, plus new truck inventory, separated by wide spaces in between, to offset the acres of empty space.

The situation is likely to improve over the next quarter, as the local economy continues a slow and cautious recovery, enough at least to assure truck operators that they can update the fleet with some confidence.

The improving truck climate is more clearly seen in the latest WA sales statistics. Several individual product developments have combined with the market trend to deliver a 59 percent increase in heavy-duty sales compared to October last year.

On a year-to-date basis, the improvement is 27 percent, an increase of 178 trucks in the period. That may not rank much in comparison with the east coast, but an extra 18

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heavy-duty, big ticket trucks each month this year in WA’s market is a substantial extra flush of revenue for dealers, most of whom have marked time for the last three years.

No wonder their sales teams are allowing a cautious smile to emerge.

The stimulus has been accompanied by some changes in the local pecking order. Volvo has reigned as the HD King for some time now, but its present market share has slipped by over a quarter.

The sales gains of competitors tell the story – MercedesBenz, on the back of its outstanding Actros fuel efficiency, up 114 percent; MAN up 91 percent; Scania up 111 percent; and UD up 108 percent. Kenworth and Isuzu are also both up a healthy 45 percent. Iveco and Western Star have been the casualties, down 34 and 31 percent respectively.

All that sounds encouraging, but the core of the WA economy is still iron ore, and local investors are wary of increasing discounts for low-grade ore in the global iron-ore market. China still looks like topping one billion tonnes of ore imports this year, but its domestic push for emissions reduction is forcing the industry to favour higher grade product that requires less processing energy.

Rio Tinto and FMG are both keenly aware of the leaning towards premium material, and are exploring markets elsewhere, where the demand for the lower grades is still strong.

It seems the fables of welding rocks at key deposits are long gone, as miners move on from the abundance of high quality in the early deposits, and blend their product from multiple sites according to customer requirements.

This situation is of course good for trucks. The wider spread of mining means a greater support role for the trucking industry in keeping many more sites productive and their workforces supplied with the necessities of life.

It’s a much stronger note on which to end 2017, and brings additional hope for the industry and those it involves for 2018. May I add my best wishes to all readers as we head towards Christmas, and hope that everyone can enjoy valuable time with families and friends.

SAFETY. IT’S AS IMPORTANT TO US AS YOU ARE TO THEM. Kenworth offers a comprehensive range of active and passive safety options to help get you home. After all, the most precious cargo we transport is you.

kenworth.com.au

OLIVER

ABROAD

N O R T H A M E R I C A N C O R R E S P O N D E N T , O L I V E R D I X O N , R E P O R T S F R O M T H E N A C V S H O W I N AT L A N TA , G E O R G I A

H

ad you made the trek to Atlanta and to the inaugural North American Commercial Vehicle Show in search of new product, you would have been, at best, disappointed. Of dry ice, marching bands and fanfares there was nary a sign, matched by a distinct absence of choreographed dance routines and general showbiz present on the display stands.

In truth, in an era that places immediacy far in advance of quality when it comes to information, this should come as little surprise. Industry trade shows today no longer serve as a stage for the industry that they represent, but, increasingly as a means for that same industry to fly the odd kite in terms of future thinking. And so, NACV was dominated by themes rather than by things.

And, unsurprisingly, the key theme at this year’s show was that of electrification. Discussion about the adoption of electric drivelines has reached almost saturation point over the past year or so, but ultimately it has – to date – proved a tricky conversation, because, as yet, we are still in the realm of thinking rather than knowing.

This is now changing. Fuso’s eCanter was rolled out a couple of weeks prior to NACV and amongst the more notable announcements in Atlanta was that from Navistar.

The resurgence of International Navistar is looking to leverage Volkswagen’s ongoing test programme – which will see the German OEM testing nine electric trucks with an Austrian customer – and will launch a Class 6 or 7 electric truck designed for urban applications sometime during 2019.

“We believe the Class 6/7 vehicle is ideal for electric powertrain solutions in the near term, given its abundance of packaging space, and that these vehicles typically run short distances and can depot to recharge at the end of the day,” said chairman, president and CEO, Troy Clarke.

Go back a few years and some of the projected adoption trends for natural gas commercial vehicles implied an eagerness to shift from diesel, which in today’s market now looks laughably optimistic. The extent by which this failure to launch was a function of the OEM’s adopting a stance that was cautious almost to the point of being dismissive is open to debate, but that stance did play some role.

The stance being adopted in terms of electrification is one that is demonstrably more positive. That implies the development and availability of OEM product. And while this question now appears to have been answered 12

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at NACV, another rather pressing question is yet to be addressed – at least in public. Electric vehicles are coming, but how are they going to make anyone money?

From an end user perspective, the NACFE / Carbon War Room Run on Less trial – the results of which were announced at NACV – suggests that diesel remains a viable and economically sustainable option. Using a range of commercially available and proven technologies, the Run on Less trial, which lasted for 17 days and involved 80,500 km of real world testing, returned a sample average (seven trucks) of 4.294 km/I (10.1 mpg US).

Given that the target was 3.826 km/l (9.0 mpg US), and given that 4.251 km/l (10 mpg US) has been seen as a Holy Grail in terms of fuel efficiency, this is a clearly notable achievement and one that forms a strong counter argument to those who would proclaim the death of diesel.

Is a truck buyer going to adopt a new technology when an old technology can perform to this level?

If that is question one, question two is perhaps even more involved. At one level, a truck is a truck. And so an electric truck is ultimately directly substitutive for a diesel truck. A fleet is unlikely to expand its numbers predicated upon technology alone, and so a buyer who opts for an electric vehicle is a buyer who will not opt for a diesel vehicle. This means that it becomes necessary to revisit the value cycle.

For the OEMs, this shift is challenging but not insurmountable. Fewer moving wear parts on an electric vehicle result in reduced downstream aftermarket revenue.

That’s a challenge but one that is addressable.

What though of the distribution network? A supplying dealer, given the choice between promoting a dieselpowered vehicle likely to result in $x in terms of downstream aftermarket revenue would have a tough time promoting a substitute electric vehicle in which that same revenue stream amounts to $0.5x. Given too the likely upfront investment required to deal with electric drivelines, the dealer – more often than not an independent entity with its own P&Ls to consider – is thus being asked to invest more to earn less.

That is a tough sell. Electrification is not going to be simple, and it is going to throw up a number of questions, the answers to which are unlikely to be universally popular.

But there is a sense that change is in the air here.

Electric drivelines are not going to replace their diesel counterparts, but, in a significant number of applications, they will become more common. Electrification can no longer be ignored.

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FEATURE

A LEGEND IN THE MAKING With news of the release of a Limited Edition Legend 900 circulating, Warren Caves looks at the background to Australia’s appreciation of trucking nostalgia

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A LEGEND IN THE MAKING

F

ollowing on from the release of the Legend 950 as the first in the Limited Edition series released by PACCAR Australia, the Kenworth spotlight this year was turned on the Legend 900 that made the headlines as the centrepiece of the Brisbane Truck Show.

The welcome it received at that launch was nothing short of rock star proportions, according to Brad May, director of sales and marketing for Kenworth/PACCAR Australia.

Brad elaborated a little on the incarnation of the Legend Series during a recent interview with PowerTorque.

“The idea of the limited edition Legend Series had its seed originally planted out of a conversation with Mike Fowler, director of on-highway business for Cummins South Pacific, at the pre-introduction to the Cummins E5 engines,” said Brad.

“The demise of the original T950 was brought about by the lack of a suitable engine that was capable of meeting the necessary emissions targets and maintaining low operating temperatures.

“The release of the ISXe5 resulted in an off the cuff remark from Mike Fowler that, ‘These engines are so cool you guys (Kenworth) will be able to bring back the 950’.

“While we didn’t act upon that idea straight away, sometime later when discussions were being had on how to stimulate sales activity in general, it was suggested, ‘What about that 950 idea?’ That, coupled with a retrospective moment around the same time spent looking at pictures of my father’s own W-model, led to it all starting from there”.

While Brad admits that the original T950 was not a massive seller, its launch as the 950 Legend was met with a little apprehension as to whether it would stack up in the sales arena. This niggling doubt, as history now tells us, was unnecessary as the allotted 75 units sold out in 40 hours.

Born out of those early conversations is what we now have as the second instalment of the Legend Series, a range of historically significant Kenworth models long since passed production, morphing into a modern day equivalent workhorse with all the modern advancements in technology, engineering and efficiencies, whilst maintaining and recreating the style and character of the period to produce the 900 Legend.

“The Legend Series is our way to celebrate our history and to remind our customers that we have been here for a long time, and at the same time in some small way to pay tribute to all those operators who have purchased our trucks over the years, and to celebrate our journey together,” said Brad.

“Reaching back into our history books to recreate these models has been a major project necessitating recommissioning old tooling and moulds and in some instances remanufacturing components no longer available.

“Old badges were remade for these projects, and with items like the gauges we went to VDO and had them handmade to complement the authenticity of the trucks.

It’s this type of ‘factory’ refinement that we believe our customers want from a limited edition. They don’t want something that they could have done themselves”.

“We tried not to overdo it. We wanted the Legends to be suitably refined, classy and significant. A few styling lessons were learnt from the 950 Legend and we went for an Aero 1 sleeper for the 900 over the Aero 2 used on the 950,” explained Brad.

“The truck started out as a red truck, and the colour scheme evolved from there. We didn’t want to leave it red – that just wasn’t going to cut it. We wanted something that was going to hit the mark at shows, so we looked around at colour schemes from that relevant period, and our final design reflects what was quite common at the time. When the final signwriting was done by Bob Conway, this was a real ‘wow’ moment for me,” said Brad.

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FEATURE The Legend 900 is very much a working truck designed to hold its own in the modern transport landscape. As with its original T900 namesake, it is designed for use across many applications, featuring the Cummins X15 engine (painted, black with a red rocker cover, reminiscent of an N14) @ 525 horsepower and 1850 ft-lb of torque driving through an Eaton 18-speed manual transmission down to 46,000 lb differentials.

Design features include traditional doors and door handles, with airlift windows, and the availability of 36 or 50-inch sleeper cabs in Aero 1 or flat roof design (a dovetail air deflector is included with the aero version).

Of course, a split-screen windscreen is featured with a two-piece stainless-steel sun visor, while bullet-style cab marker lights and dual round air horns sit atop the cab.

Side-mounted exhausts include a wraparound cover, just like the old T900’s, with exposed chrome elbows and seven-inch pipes.

Stainless steel scuff plates adorned with Legend 900 logo on the door openings and gearstick boot surround, and the obligatory glovebox-mounted wooden plaque identifying build number, give no misconception that you are riding in a Legend.

A traditional flat dash layout houses the handmade heritage style chrome bezels for the white-faced gauges, plus traditional Kenworth bug toggle switches with backlit graphics and a four-spoke leather steering wheel.

The traditional Kenworth bug and Legend 900 logo is also embroidered into the seats, adding to that limited edition feel.

While these trucks are not necessarily designed to be relegated to show-pony status, we do have it on good authority that, as with several of 950 Legends, a few of the 900 Legend models are slated to be parked away maintaining their fresh-out-of-the-stable gleam for years to come.

Sales and ordering procedures were a little different for the 900, being that after notifying dealerships in advance of the order date, potential purchasers were given enough time to weigh up their options. It was decided, after the oversubscription of the 950 Legend and subsequent disappointed bidders, that the 900 Legend would go on sale for one day only, without a limit on numbers ordered.

This resulted in a final tally of trucks ordered being a little over 250 units, an impressive result by anyone’s standard.

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DRIVEN BY

PERFORMANCE The all new INTERNATIONAL® ProStar® truck range is now available in Australia, and is driven by one of the most trusted partnerships in trucking, Cummins® and EATON®.

Featuring the latest Cummins® X15 SCR engine delivering 550 horsepower (410kW) and 1850 lb.ft (2,508 Nm) of torque* and extensively tested locally to handle our demanding Australian conditions. There’s the choice of an EATON 18-speed manual featuring an air over hydraulic clutch, or the clever EATON UltraShift™ Plus 18-speed automated option that takes engine and transmission integration to the next level. By activating Cummins® ADEPT suite of innovative electronic features including ‘Smart Coast’ and ‘Smart Torque’, the UtraShift® Plus aims to take your fuel economy further. With the perfect combination of reliability and performance, the ProStar® is ready for single trailer, Tipper and Dog, B-Double and Road Train applications. Let the all new INTERNATIONAL® ProStar® drive your business.

INTERNATIONAL® is distributed exclusively by Iveco Trucks Australia.

To find your nearest dealer call 1800 4 IVECO or visit www.international.com.au

*Other ratings available on request. **ADEPT is a no cost option but must be specified at the time of vehicle ordering. Some accessories shown on the vehicle may not be available.

DISTRIBUTED EXCLUSIVELY BY IVECO

FEATURE

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A LEGEND IN THE MAKING

With production already underway, all units are predicted to be completed by April 2018.

Whilst the Legend Series celebrates the history of Kenworth in Australia, the people that helped achieve that success should be recognised as well: Legend 900 #1 has the auspicious title of “Steady”, a fitting tribute to Allan Stead.

Allan Stead was a 38-year veteran of the Kenworth story in Australia, starting out as a mechanic at the St Peters dealership in Sydney and progressing throughout varied roles within the Kenworth company. According to Brad May, “What Steady didn’t know about trucks wasn’t worth knowing”.

Although Allan retired around eight or nine years ago, his name is still heard around the factory floor and is held with high regard. Some of the younger employees have never met Steady, but they certainly know of his influence through the yarns. He is very much a legend around Kenworth, so, with that being said, it seemed only fitting to tribute the Legend 900 #1 to Allan.

Sadly, Allan passed away earlier this year, and his name and his contribution to the Kenworth Australia story will live on in the Legend 900 #1.

As promotional duties draw to a close for #1, life will become a little more sedentary at The Road Transport Hall of Fame in Alice Springs, where the truck will stand for posterity for her foreseeable future, with the occasional special event to build up the oil pressure.

Legend 900 #1 has the auspicious title of “Steady”, a fitting tribute to Allan Stead.

When asked about another instalment in the Legend Series, and whether we might see a W Model or something along those lines? Brad May, after a short pause, offered a “We’ll see!” response.

“The Legend Series is still evolving, and we have every intention of launching another instalment at some point.

Just what and when that will be is not known, but it will be a series with an end date,” concluded Brad.

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SHARP MOVES The latest MB rigids set a high standard amongst the new breed of Europeans – Words

by Ed Higginson.

W

ith a background of five years since their initial launch in Europe, there’s a lot expected from the new range of MercedesBenz rigids as the German manufacturer continues its global rollout of new product. With the test programme completed and the latest models lining up in Australian dealerships, it will be an interesting contest to see if the German brand continues to make new sales conquests in one of the toughest markets in the world.

Mercedes Truck’s product manager, Andrew Assimo, explains, “We decided to launch the new product line-up in three phases, first with the Actros prime mover in late 2016, and now we are rolling out the rigid line-up. Then we will soon bring the specialist model range to market as well”.

After the official launch in Australia of the new generation of Mercedes rigids, PowerTorque got the chance to take 20

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two units fully loaded on a run around Melbourne and out into the Gippsland region. Along with PowerTorque colleague Brenton O’Connor, we tackled both ends of the rigid range with the compact 1630L 4x2, ideal for city distribution, and, the much larger sibling, the 3243L 8x4.

The Mercedes-Benz range of rigid trucks encompasses the Actros, Antos, Arocs and Atego and is badged for the Australian market with a four-digit identity. The first two digits refer to the truck’s GVM, whilst the last two digits indicate the horsepower. These are then categorised into Medium Duty, Heavy Duty Distribution or Heavy Duty Distribution and Vocational.

The range starts off with the Medium Duty offering the 4x2 rigid, branded as the 1230L with a GVM of 11,990 kg (GCM of 28,000 kg), or the 1630L with a GVM of 16,000 kg (GCM of 28,000 kg). Engines are all Euro 6 and come

SHARP MOVES with the 7.7-litre OM936 engine, producing 299 hp and 1200 Nm, mated to the impressive eightspeed PowerShift AMT transmission. Cabs come in S-Cab Classic, S-Cab Classic Extended, L-Cab ClassicSpace and the L-Cab BigSpace.

The Heavy Duty Distribution range runs with the 6x2 rigid as the 2530 and the 2535, both offering a GVM of 26,000 kg (GCM of 32,000 kg). Engine choice is again the 7.7-litre OM936, producing 299 hp and 1200 Nm for the 2530, but rated at 354 hp and 1400 Nm for the 2535. Both come with the eight-speed PowerShift AMT transmission and the M-Cab ClassicSpace.

The day started off from the Mercedes-Benz headquarters in Mulgrave with a full briefing on the background to the vehicles from the truck division’s product manager, Andrew Assimo.

After running a few 8x4 rigid reviews in recent months, I headed for the wheel of the 3243L 8x4, heading out of the city and into the Gippsland area of country Victoria. My route would take me east along the Monash Freeway for a quick stint towards Cranbourne.

A switch to the South Gippsland Highway took me to Leongatha, before turning towards Thorpdale to enjoy one of the best pies in Victoria for lunch, and then back towards Mulgrave via the Princess Highway.

With 300 km of various terrains, taking in 100 km/h highways, country towns and plenty of hills, the route provided a good example of the type of work this new generation of Mercedes trucks would perform.

For the Heavy Duty Distribution and Vocational segment we come to the serious specs for 6x4 and 8x4 configuration. The 6x4 can be badged as the 2635, 2640, 2643 and 2646, so, as you will have guessed, this means the 6x4 gives a GVM of 26,000 kg (GCM of 32,000 kg) with engine horsepower at 354 hp and 1400 Nm using the 7.7-litre OM936 engine. Then with the 11-litre OM470 engine, it can be rated at 394 hp and 1900 Nm, 428 hp and 2100 Nm, or 455 hp and 2200 Nm, all using the 12-speed PowerShift AMT. For cabs, you get two options being the M-Cab ClassicSpace and the L-Cab ClassicSpace.

The 8x4 is badged as the 3240L, 3243L and the 3246L giving a GVM of 32,000 kg (GCM of 44,000 kg). Here, the 8x4 only comes with the 11-litre OM470 engine, which can be rated with 394 hp and 1900 Nm, 428 hp and 2100 Nm or 455 hp and 2200 Nm. Cab option is just the M-Cab ClassicSpace.

Behind the wheel of the 8x4, initial driving impressions were fantastic. All of the features were within easy reach and driving comfort was great. The most striking aspect of the new Mercedes truck is how modern the styling is, both inside and out, with several features brought over from the prestige car brand. Coupled with the new Euro 6 engines and their impressive fuel figures, it makes for a serious contender in the market.

The cab has been designed for the drivers, and with the highest levels of European comfort and safety it’s a cab you’ll love to spend your working week within. It feels much more like a car, which is a great advantage when it wears a Mercedes badge. The truck even gets the car’s touch-button start for the added touch of luxury, just a shame the key fob has to be placed in a slot next to it, rather than simply staying in your pocket.

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DRIVEN

The seats are very comfortable, with lots of adjustment options and two armrests. All of the controls are easy to reach and read, and feel quality built, just like their cars.

The cab also gets lots of storage behind the seats and above the windscreen, plus has eight cup holders just in case you get thirsty.

A big change with the new model has been the repositioning of the automatic lever from the armrest to the steering column, and this now also incorporates the engine brake/retarder function as well. I personally prefer this set up as I’m happy to leave the PowerShift AMT in auto to work its magic, in contrast to when I drove the previous models where I’d often change up or down with the armrest lever.

The steering wheel has a solid feel to it with lots of fingertip controls, allowing the driver to scroll through the information menus, cruise options and answer the phone connected through Bluetooth.

For entertainment, the manufacturer has opted for a locally developed touchscreen option that worked well, incorporating DVD, USB, Bluetooth, and truck-specific satellite navigation. This allows you to set your height, length, width, and whether you have a trailer, in order to optimise a safe route.

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A great feature of the Mercedes bigger cab is that the passenger seat folds up to offer good space for a fridge to be easily placed in the foot well, alongside a conveniently placed charge point.

Although Australia hasn’t yet opted to enforce Euro 6 (ADR 80/04), Mercedes has decided to offer the highest environmental engines as standard with their new line-up, which reduces NOx emissions by just over 50 percent when compared to Euro 5 (ADR 80/03).

Initial feedback has been positive, with many reporting improved fuel consumption over the Euro 5 engines, accompanied by a substantial reduction in AdBlue usage. This is obviously an added benefit for those companies who also want to constantly push for improved environmental credentials as well.

The first engine in the model range is the 7.7-litre OM936, featuring one or two asymmetrical turbochargers (depending on model) and high-pressure fuel injectors.

The bigger engine option for the rigid range is the 11-litre OM470, which uses a single asymmetrical turbocharger and a X-pulse variable high-pressure injection to give higher torque output at lower revs.

510Hp + DAF EFFICIENCY =

THE CF85

Here’s just some of the ways the new 510Hp CF85 adds up: Low tare with high strength

Multiple systems to keep drivers safe

Delivered by things like advanced chassis design, High Strength Low Alloy – Vanadium (HSLA – V) steel and low weight Meritor differentials.

Including optional; Adaptive Cruise Control, Forward Collision Warning, Lane Departure Warning System and side view camera.

A supreme level of driver comfort

Aerodynamics with multiple benefits

The seat, the ergonomics, the fully adjustable multi function steering wheel, the ride, the handling and the quiet all come together to deliver this.

The CF85’s aerodynamics help engine performance and fuel economy, as well as helping to keep the windscreens and windows clean.

2,500Nm of torque from 1,000rpm

Number 1 in the UK for 22 consecutive years

Combined with low tare and high ratio differentials delivering an effortless, stress free driving experience with fuel efficiency.

In 2016 DAF was once more the biggest selling brand in the UK with 30.1% market share.

dafdothemath.com.au daf.com.au

DRIVEN

Atego will do well in the market, offering much more than many of its competitors

In the 3243L that we tested, the 11-litre engine was rated at 428 hp with 2100 Nm of torque, and, when loaded at around 30-tonne, you can certainly appreciate the benefits that the new technology brings. When pushing through the 12-speed PowerShift AMT it felt very smooth sitting on 1600 rpm at 100 km/h, easily working through the hills without the need to switch into manual mode.

Customers can also opt for a 13-litre OM471 or 16-litre OM473 engine if they specifically need higher outputs.

The clever technology has also been extended through to the transmissions. The rigid line-up comes with the eightspeed and twelve-speed PowerShift AMT units. Now in its third generation, this latest version of the PowerShift changes 20 percent faster than the previous version and also comes with a clever low speed crawl function. When the auto is in drive, and you take your foot off the brake, the truck starts to ease forward, adding a new dimension to an ATM that worked well for a smooth take off, even on steep hills.

The PowerShift also features an EcoRoll economy mode to help with fuel consumption. When travelling at over 55 km/hr, if the transmission senses that you are beginning to coast it will disconnect the drivetrain to save fuel. This is then re-engaged if the driver touches the accelerator, brake or engine brake.

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In terms of the performance of the engine braking, it has been upgraded on the new range with 300 kW for the 7.7-litre and 340 kW for the 11-litre. Both come with three stages of braking, which are easily selected via the steering column lever. You can also opt for a water retarder offering 750 kW of braking force if required, but, on our typical drive route, the standard engine brake was more than sufficient at 30 tonnes.

As well as featuring a lot of changes in the cabs, engines and transmissions, Mercedes has also developed a new chassis for the rigid range to achieve improved stability and comfort, which has resulted in a much-improved ride.

On the 8x4, the Mercedes has also specced an electronically controlled steering system for the second axle to give a quicker response and make it easier to turn in tight spots. The only shortcoming is that Mercedes hasn’t yet developed a load-sharing front twin-steer option for the extra one-tonne capacity. The good news here is that this addition will be included in the spec in the near future.

Despite it being a five-year wait for Mercedes’ new models, the final product has certainly lived up to expectations. The intervening time has been well spent ensuring the trucks are going to stand up in our conditions and offer great reliability. With such a hotly contested market, new products must not only make a great first impression, they need to back that impression with even

SHARP MOVES

better reliability. Feedback with the Actros has been great and it’s fair to assume the same will be found with all the models we’ve seen.

Mercedes is also looking to get an edge with offering industry-leading warranty and a suite of financing options, including guaranteed future value to give customers a further peace of mind.

On the drive back from Thorpdale, I took my turn behind the wheel of the 1630L 4x2 rigid. Previously known as the Atego, the 1630L still retains some of the familiarity of the older cab, but with much-improved styling, great driveline and impressive finish.

Even though the 1630L is one of the smallest of the Mercedes truck range, it still shares some of the great features of its bigger siblings – such as the Euro 6 7.7-litre OM936 in-line six-cylinder engine, the eight-speed PowerShift AMT transmission and the impressive seat with two armrests.

The 1630L also gets the same touchscreen entertainment system as the others, but here, unfortunately, it is placed in the centre of the overhead console making it too hard to touch whilst driving, and a little too dangerous to watch the sat/nav on the go. But apart from this small point, the new generation of Atego will do well in the market, offering much more than many of its competitors.

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NACV SPECIAL REPORT

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“We believe the Class 6/7 vehicle is ideal for electric powertrain solutions in the near term, given its abundance of packaging space, and that these vehicles typically run short distances and can depot to recharge at the end of the day”.

As a way of introducing the showbiz of American trucking, we’ll start our run down of NACV with Navistar International Trucks.

Navistar expects to be in a position to launch its first medium-duty electric-powered vehicle in late 2019 or early 2020. In preparation for the next greenhouse gas emission regulations globally, the maker of International Trucks and IC Buses also confirmed that it is collaborating with its alliance partner on introducing fully integrated, next-generation diesel big-bore powertrains for North America, launching in 2021.

illie Nelson probably didn’t have trucks in mind when he sang about Georgia, which now steps up as the host city to the inaugural North American Commercial Vehicle Show. Since the decision by the United States’ truck makers to join forces and universally withdraw from the traditional annual Mid-America Truck Show, the focus is now on Atlanta, with a new biannual event that alternates efficiently with the IAA Show in Hanover, Europe’s premier trucking extravaganza.

Starting with the corporate side of the business, Navistar International announced it expects a number of new product offerings and integrations with alliance partner Volkswagen Truck & Bus, including plans to develop an electric-powered, medium-duty vehicle for the company’s core (US and Canada) market.

“Our alliance with Volkswagen Truck & Bus is allowing us to move much more quickly into electric propulsion thanks to our ability to leverage their technology investments and components in segments of the market where we’re already a leader,” said Troy A. Clarke, chairman, president and chief executive officer, Navistar.

It’s all glitz and glamour for the US truck industry’s new expo – Chris Mullett reports

Navistar and Volkswagen Truck & Bus also announced their intention to converge their connectivity activities – OnCommand Connection and RIO, Volkswagen Truck & Bus’s digital brand – to a Volkswagen Truck & Bus global connected vehicle platform.

The first step will be the adoption of common, in-cab connecting device hardware. This would serve as a major step toward creating a global connected platform – covering roughly 650,000 vehicles worldwide, “Making it the world’s largest global ecosystem for commercial vehicles, once the migration is completed,” Clarke said.

“Future transportation will massively be building on connectivity as this will make our world much more efficient,” said Andreas Renschler, CEO of Volkswagen Truck & Bus. “The ecosystem we are about to create with our common platform will drive our strategic alliance to the next level”.

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GEORGIA ON MY MIND Navistar also reported that the procurement joint venture – Global Truck & Bus Procurement LLC – it created with Volkswagen Truck & Bus, is off to a strong start. The team has met with more than 250 new and existing suppliers, and, to date, have completed 40 joint bidding contracts.

One of the major technical upgrades includes the reduction in size of the new single-canister aftertreatment system by 60 percent, plus a reduction in its weight by 40 percent. Servicing requirements are also claimed to have been simplified.

“We’re on track to achieve our expected cost savings thanks to our fast start with the procurement JV and the great progress on our technology collaboration,” said Clarke. “As a result, we are in a much more competitive position today in the areas that are quickly revolutionising our industry globally,” he added.

The cab wiring includes all-new harnessing and an in-cab power distribution module that is inside the truck, away from the elements. All key service points under the hood, inside the cab and around the vehicle are ergonomically designed for easy access and servicing, and many components have been re-engineered with longer intervals between required maintenance.

Now to the specific details of the Navistar International truck range upgrades for 2018.

Michael Cancelliere, president of truck and parts at Navistar, started off the rhetoric by complimenting the LoneStar as a flagship product for International. “Not only is it a beautifully designed truck, it represents the best in driver pride and vehicle uptime and embodies the concept of International Truck’s DriverFirst design philosophy,” he said.

“As a pioneer of Class 8 trucks called ‘Advanced Classics’, in which technology and innovative styling converge with next-generation aerodynamic design to deliver superior fuel efficiency, LoneStar now sets a higher standard for comfort – through improved ergonomics and a quiet cab,” he added.

Fuel efficiency is increasingly important for truck owners, and, with the addition of the Cummins X15 engine, the contoured hood, fenders and new aerodynamic pedestal mirrors, the new LoneStar is up to 3.0 percent more fuel efficient than its predecessor. It is available in a variety of specifications: Day Cab, 56” Low Roof Sleeper, 56” Hi-Rise Sleeper, 73” Hi-Rise Sleeper, and 73” Sky-Rise Sleeper.

The latest LT Series features dramatically improved aerodynamics and, with the inclusion of the International A26 engine, it now provides a 7.0 percent gain in fuel efficiency.

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The A26 engine is based on the MAN D26 engine crankcase, producing up to 354 kW (475 hp) and 2305 Nm of torque from a design that is 270 to 320 kg lighter than a traditional 15-litre big-bore engine. The A26 is also backed by the industry’s best warranty and is the first engine to meet the B10 standard that requires 90 percent of delivered engines to travel 1,900,000 km before a major repair.

The A26 engine is also available in the HV Series, meeting the demands of vocational applications.

Redesigned from the inside out, the HV Series interior was crafted with driver and body company feedback to ensure the most comfortable and productive environment possible, while the exterior continues with powerful styling.

The HV Series also features the intelligence of the industry-leading Diamond Logic electrical system for the automation of tasks and interlocks to help protect both equipment and crew.

The HV Series was designed with intelligent features and the goal of best-in-class, and includes heavy-duty, double-sided galvanised steel cab for long-term durability; Huck bolt chassis fasteners to provide superior clamping force; a 9000 kg off-set bowl front drive axle to allow for a lower ride height than a traditional centre bowl; a Super Single 12.7 mm thick frame rail rated up to 3.35M RBM; and Integral 508-685 mm frame extensions (not bolt-on) for superior strength and reliability.

Every HV Series can be equipped as an option with OnCommand Connection, the company’s leadingedge remote diagnostics system and Over-the-Air (OTA) programming.

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OTA, available through the nine-pin International LINK device, enables drivers or fleet managers to utilise a mobile interface to initiate authorised engine programming at the customer’s facility over a safe, secure Wi-Fi Connection.

The service offers drivers and fleets an easy, secure means of updating engine control modules to reflect the latest manufacturer-approved calibrations, without the necessity of visiting a dealer or other service facility.

With an inside wheel cut of up to 50 degrees, the HV Series can easily navigate tight city streets or construction sites. The HV Series is available with a regular cab, extended cab, and crew cab.

In addition to the HV Series and the upgrades to the LoneStar, International Truck also unveiled the expansion of its Class 8 premium vocational truck line-up, the HXTM Series, which is now available in a 51-inch sleeper cab on both the HX520 and HX620 models. Power again comes from the 12.4-litre, International A26 engine.

Fitted with the industry’s only dedicated vocational lightweight aluminium cab, it features a set-forward front axle and is built to tackle stringent axle weight restrictions.

The HX Series addresses a full range of applications for the severe service industry. The trucks were engineered to withstand the most punishing job sites and include prime features such as a 40-degree wheel cut with 425 series tyres for improved manoeuvrability and an all-new standard cab air suspension for a supremely comfortable ride.

Four HX Series models are offered, with both set-forward and set-back front axle models in either short or longbonneted versions, depending on the application.

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NACV SPECIAL REPORT

AUTOMATIC BENEFITS

T

he joint venture between Eaton Group and Cummins Inc. was the focus of the Cummins NACV exhibit, offering a glimpse into the diversity of the X12 and X15 when paired with the Eaton Cummins Automated Transmission Technologies all-new Endurant transmission.

Endurant is the first automated heavy-duty transmission to be introduced by the newly formed joint venture between Eaton and Cummins. This 12-speed automated transmission is claimed by Eaton to be the lightest, most efficient 2508 Nm (1850 lb-ft) capable heavy-duty transmission.

Designed for linehaul applications where weight savings and efficiency can add to a fleet’s bottom line, the Endurant is more than 45 kg lighter than other competing transmissions and 90 kg lighter than the current Fuller Advantage Series transmission.

“It is important to note that Endurant is not an automated variant that has been adapted from a manual transmission,” said Gerard DeVito, vice-president of technology, Eaton Vehicle Group.

“Endurant was designed, engineered and created from a clean sheet to be an automated transmission, not simply an update to an AMT, allowing us to optimise the transmission’s weight, dimensions and features”.

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The making of Endurant included valuable input from specially formed Customer Councils, Driver Councils and Service Councils – a diverse list of fleet customers in various locations with different wants and needs in a transmission. These groups helped identify features that are most important and useful to best accomplish their day-to-day jobs.

Reliability is key for linehaul fleets, so an extensive component and complete vehicle testing program put Endurant through extreme conditions at the Eaton Proving Grounds in Marshall, MI, in the high heat of Death Valley, CA, and minus 40-degree temperatures in northern Minnesota. This gruelling testing regimen resulted in more than two million equivalent field test miles.

More than 100 years of Eaton transmission experience has resulted in a host of Endurant features and benefits, including internal electrical system routing that minimises exposure and corrosion to wires and connectors for improved reliability with a new smart prognostics feature providing clutch replacement notification to better plan maintenance scheduling. An industry-exclusive transmission fluid pressure sensor notifies drivers of low oil levels to provide burn-up warranty coverage.

Smooth and intuitive shift strategies enhance the operator’s driving experience while predictive shifting using lookahead technology to execute shift decisions improves

AUTOMATIC BENEFITS

fuel efficiency and provides additional driver comfort. The casing features a standard, eight-bolt PTO opening.

“With the lowest cruise rpm among competitive automated transmissions and the best overall ratios, Endurant is ideally engineered to fully support the growing move to downspeeding to help save fuel,” added DeVito.

“Among linehaul transmissions, Endurant has the deepest reverse ratio in the industry for slow speed manoeuvring”.

Addressing costly and time-consuming maintenance requirements was taken into account when designing Endurant to further deliver in a key area amongst customers. These include 1.2-million-kilometre oil change intervals for linehaul applications, which is the industry’s longest and 400,000-725,000 kilometres longer than competitive models, resulting in reduced downtime and maintenance costs.

A maintenance-free 430 mm self-adjust clutch requires no grease and the Endurant needs only 7.5 litres of oil, about half the amount of competitive models. A replaceable input shaft sleeve allows for affordable and quick repair, while competitive transmissions require a costly and timeconsuming full teardown.

Like all automated transmissions from the Eaton Cummins joint venture, Endurant is available with IntelliConnect, a telematics capable system that provides near real-time monitoring of vehicle fault codes, prioritises the critical events and provides accurate and comprehensive action plans by technical experts at Eaton.

The primary objective of IntelliConnect is to increase a fleet’s uptime by reducing unplanned downtime and providing quicker repair diagnostics through remote communication with a vehicle’s transmission.

Endurant will be paired with the Cummins X15 Efficiency Series engine beginning in October for Peterbilt and Kenworth trucks in the United States. The standard Endurant transmission warranty is five-year/1,200,000 km for linehaul commercial vehicles, and three-year/563,000 km for the clutch. One-year and two-year extended protection plans are also available. Endurant’s maximum operating weight (GCVW) is 49,895 kg, the maximum horsepower is 510 hp (375 kW), and oil capacity is 7.5 litres.

Cummins also displayed its latest offering for alternative fuels with the ultra-low emission natural gas engine technology from Cummins Westport, as well as presenting AEOS, the world’s first fully electric heavy-duty truck at the show.

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NACV SPECIAL REPORT With the unveiling of the AEOS, the Concept Urban Hauler Electric Vehicle, Cummins introduced a stateof-the art battery pack offering redefined energyefficiency and densities for the electric vehicle market.

The lighter, denser battery design allows it to hold a longer charge for improved range and faster charging, maximising drive time.

With a single battery pack, the truck has a range of 160 km, but it has the option to add two additional packs for a range up to 480 km. The concept truck design also includes a Range-Extended option utilising the Cummins B4.5 or B6.7 engines, for a range up to 960 km, providing a major advantage over today’s hybrid systems. These engine options offer 50 percent fuel savings compared to today’s diesel hybrids with zero emissions.

Cummins maintains its position in clean-diesel technology, claiming that for many markets diesel engines will be best solution for decades to come.

Powering one third of the heavy-duty truck market and nearly 80 percent of the medium-duty truck market, Cummins continues to innovate in its core businesses.

The X15 and lightweight X12 engines are engineered for optimal performance and power while offering class-leading fuel economy through the use of advanced air handling and fuel system controls.

Both engines utilise the compact Single Module aftertreatment, which offers longer maintenance intervals for the lowest cost of ownership.

Cummins also unveiled details around the next heavyduty 15-litre engine for 2022. This will be smaller, lighter and more efficient than today’s engines with a design protected to integrate on-engine aftertreatment, waste heat recovery, and mild electrification.

In terms of future technology, Cummins is currently investing in the development of high-efficiency spark-ignited technology that can deliver diesel-like performance and durability across a range of liquid fuels and natural gas, to battery electric and hybrid power.

Cummins Westport has long been a leader in providing natural gas engines as a sustainable, affordable and readily-available power option. The company recently revealed its latest Near-Zero natural gas engines, which have little to no emissions.

Engines like the L9N and ISX12N offer a 90 percent reduction in NOx emissions below today’s standards, and they are an ultra-cost-effective solution to power vehicles in non-attainment zones.

Recently, Cummins has also demonstrated its ability to reduce CO2 emissions by up to 80 percent in a 2.8-litre demonstration engine capable of also running on other liquid fuels like methanol and gasoline.

Cummins continues to investigate the viability of other alternatives like bio-fuels, synthetic fuels, hydrogen, and fuel cells.

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Cut costs and boost efficiency with ZF’s innovative truck technology.

Cost-effectiveness, dependability and flexibility play an important role in operating at a competitive level in the transport of goods, and ZF gives customers this decisive advantage. Our transmissions, steering systems and axles ensure the safe and economical control of driving power, reduce strain on the vehicle, freight and the environment, and facilitate driving. These are just some of the many reasons why millions of vehicles worldwide rely on ZF’s driveline and chassis technology.

zf.com/truck

NACV SPECIAL REPORT

SHOW TIME

So much to see and learn makes the NACV worth a trip to Planet America

Freightliner chooses Hendrickson for the Cascadia Hendrickson has partnered with Freightliner Trucks to offer the OPTIMAAX 6x2 liftable forward tandem axle, exclusively for the new Cascadia. The new OPTIMAAX 6x2 reduces weight, saves fuel and improves traction and manoeuvrability.

Automated controls sense the load capacity and either lift or lower the axle without relying on the driver, maximising time with a raised axle and enhancing traction.

Hendrickson claims the benefit of using the OPTIMAAX 6x2 is the lowering of tare weight by 135-180 kg over a comparable 6x4, allowing trucks to either carry additional weight or save fuel. Other benefits include improved traction when backing under trailers in soft soil or low traction conditions, improved manoeuvrability when the lift axle is raised and toll levy reductions where lift axles are not charged if raised.

“It’s one more way we’re focused on engineering our product for efficiency, and are lowering the overall running costs for fleets,” said Gerry Remus, the general manager of sales and business development for Hendrickson Truck Commercial Vehicle Systems.

The OPTIMAAX 6x2 axle is fully welded for strength and durability and is compatible with drum and air disc brakes.

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New Cascadia launches at NACV Freightliner’s new Cascadia will be available from January for the US market in mid-roof cab configurations for regional overnight haulers and segments such as bulk haul and flat beds.

The model range includes 48, 60 and 72-inch mid-roof XT sleeper cabs in both 116 and 126-inch BBC platforms.

All three configurations offer two levels of aerodynamic packages, the Aero or AeroX, Freightliner’s most fuelefficient specification.

LED interior and exterior lights reduce maintenance and improve durability, and the ergonomic dashboard and display screen layout improves access to gauges and switches with an easy-to-read instrument cluster display.

The seamless integration of the Detroit Connect and Detroit Assurance 4.0 in the new Cascadia provides enhanced fleet management, increased uptime and improved safety.

Compared to previous models, fuel economy gains result from Cascadia’s improved aerodynamics after testing in DTNA’s own full-scale wind tunnel, backed by millions of kilometres of real world-testing.

A Driver Loft option is available in the 72” mid-roof XT configuration featuring a two-seat dinette/work table and

SHOW TIME opposing seating. These seats can be folded flat to allow a full Murphy-style bed to swing down in less than 15 seconds.

Detroit on the drive As the engine and driveline division of Daimler Trucks North America, Detroit has a full range of connected vehicle services, advanced safety systems, and powertrain solutions that work together to deliver greater efficiency, uptime, safety, and performance.

NACV Show attendees at the Detroit stand had plenty to play with, such as the new Detroit Connect portal, a hub for connectivity services such as Detroit Connect Virtual Technician, the remote diagnostic services for Detroitpowered fleets.

The Detroit Connect portal provided information about overall fleet health and enabled users to take a deeper dive into specific fault events communicated by Virtual Technician. Real-time fault event notifications delivered through the portal lets fleets quickly determine whether a vehicle requires an immediate service stop or can continue on its route, maximising fleet uptime.

providing actionable information for optimising vehicle and fleet performance. Available data includes engine speed, idle time, cruise control, engine power, integrated powertrain performance, and driver interaction.

The Detroit Assurance suite of safety systems seamlessly integrates into new Cascadia models, with new features such as the Detroit Assurance Radar System. This senses when the truck gets too close to a vehicle and activates the Active Brake Assist to mitigate potential collisions, as well as the inertial locking feature in the seat belt retractor that will lock the webbing when it senses a sudden braking event.

The Active Brake Assist radar now tracks constantly stationary objects, such as a vehicle parked and unloading or stopped traffic in the truck’s path, and has the capacity to engage full braking on these objects.

The radar system also features adaptive cruise control, which helps maintain a safe, continuous following distance. The optional Detroit Assurance camera system tracks the truck’s position within its lane markings.

New features in the Detroit Connect package include Remote Updates and Analytics. Fleets with the new Freightliner Cascadia equipped with a Detroit engine can remotely access Detroit Diesel Engine Control (DDEC) to view performance reports over the air via the Detroit Connect portal, with diagnostics analysing driver and vehicle performance. The system also allows fleet-initiated remote engine parameter programming and Detroit-initiated firmware updates to be made while out on the road.

Detroit Power The Detroit DD5 and Detroit DD8 medium-duty engines feature best-in-class maintenance intervals of up to 72,500 km and were on show together for the first time at the NACV show. Both engines are available with Detroit Connect Virtual Technician remote diagnostic services, the same system heavy-duty customers use to make service decisions that minimise downtime by supporting accurate and efficient repairs.

Detroit Connect Analytics collects safety data from the Detroit Assurance suite of safety systems, and includes collision mitigation braking, lane departure warning, distance violations, and speed violations. The Detroit Connect reporting for the new Cascadia can also translate vehicle fuel efficiency data into interactive, easy-to-understand insights,

The DD5 and DD8 engines join the range of power options that include the DD13, DD15, and DD16 engines. The DD5 boasts impressive durability with an expected B10 life of 650,000 km and is offered in 156 kW (210 hp)/780 Nm and 171 kW (230 hp)/895 Nm ratings.

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NACV SPECIAL REPORT The newest medium-duty engine from Detroit is the DD8, a 7.7-litre in-line six-cylinder engine. It boasts a power range of 194-280 kW (260-375 hp) and a torque range of 895-1425 Nm. Detroit DD13, DD15 and DD16 heavy-duty engines complete the top end of the heavy-duty range, with the DD16 being the most powerful delivering up to 450 kW (600 hp) and 2780 Nm of torque.

The Integrated Detroit Powertrain (IDP), which is available for all of Freightliner’s Cascadia models as well as the Western Star 5700XE, is the most fuel-efficient combination of Detroit components, designed to seamlessly work together for maximum fuel efficiency and lower operational costs. These packages include the Detroit DD15 or DD13 engine, the Detroit™ DT12™ direct drive or overdrive automated manual transmission, Detroit™ front axles and Detroit rear tandem axles.

The DT12 transmission features the latest generation of Intelligent Powertrain Management (IPM4). IPM4 is the Detroit predictive cruise technology that utilises GPS along with preloaded terrain maps to anticipate upcoming topography changes, maximising the powertrain’s fuel efficiency.

The optional Axle Lubrication Management (ALM) system, available exclusively for the new Cascadia, reduces parasitic loss due to churning in the differential housing, and provides additional efficiency improvements by effectively managing oil distribution to the pinion gear.

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NACV SPECIAL REPORT

PLANET AMERICA

PowerTorque reviews the North American Commercial Vehicle Show at Atlanta, Georgia.

T

he new kid on the block in terms of truck shows is the North American Commercial Vehicle Show.

With the inaugural event held in Atlanta, it’s the first time that the United States has attempted to stage a truck industry exhibition of European standards.

The role model for global truck shows has always been the IAA in Germany, and it’s there that the obvious similarities will be compared as the organisers of the IAA event and the NACV are one and the same, with the US subsidiary of Deutsche Messe in Hanover collaborating together with Canadian Newcom Business Media.

The NACV event was held at the Georgia World Congress Centre in Atlanta, and was bolstered by a mass exodus of the major truck makers that up until now have always displayed their wares at the Mid-America Truck Show.

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Daimler Trucks North America led the revolution to move from MATS to Atlanta back in late 2015, with the aim to suggest the industry as a whole switch allegiance from Louisville each year to a biannual event that would run on alternative years to the IAA gathering.

Mack, Volvo, International Trucks/Navistar and Cummins also jumped ship, but the likes of Kenworth and Peterbilt maintained a boot in both camps, no doubt recognising the need to support their traditional owner/driver base rather than just focusing on the major fleet attendees.

The four-day biannual show in Atlanta attracted around 6000 unique visitors, for the 450 exhibitors that were spread out on about 40,000 square metres of floor space.

Thirty percent of the exhibitors were from overseas – many of them from Germany.

Compare this attendance rate to the 75,000 visitors, 1000 exhibitors and dozens of trucks that spend a few days at the MATS event each year, which capitalises on the people of the industry at all levels. Whether you call it a Show and Shine or Pride and Polish, the collection of highly customised trucks that dominates one of the larger car parks is in itself a worthy reason to attend.

PLANET AMERICA This year signified a double celebration for Daimler Trucks North America as the organisation commemorated two significant anniversaries: 75 years of Freightliner Trucks and 50 years of Western Star Trucks.

Since their individual founding days in 1942 and 1967, Freightliner and Western Star have put a total of about 3,200,000 trucks on the road.

In the first half of 2017, Daimler Trucks brought 42,300 units to market, with DTNA leading the market in classes 6-8 with a market share of 40.2 percent in the NAFTA region – a testament to the high popularity its trucks enjoy with its customers.

Roger Nielsen, president and CEO of DTNA: “We have a portfolio of brands that, while very diverse, share a strong legacy of innovation and customer focus. In the past decades we have strengthened our position as the undisputed market leader – and as we celebrate our past, we’re looking forward to building even more perfect trucks in the future”.

Mack Trucks debuted its new Mack Anthem highway model, announcing that Bendix Wingman Fusion, a cameraand radar-based driver assistance solution, now comes standard on all Anthem models. Fusion provides collision mitigation, adaptive cruise control and lane departure warning, assisting drivers in staying safe on the highway.

Wingman Fusion is installed at Lehigh Valley Operations in Macungie, Pennsylvania, where all Mack truck models for North America and export are assembled. Fusion gathers input through radar, camera and the braking system, enabling multisystem integration and intelligent communication among components.

“The Anthem is unique and bold, but also aerodynamic, spacious and fuel-efficient. We believe these features offer improved total cost of ownership to our customers, including assisting them in attracting and retaining drivers,” said Jonathan Randall, senior vice president of sales for Mack Trucks North America.

Throughout the four-day show, DTNA’s 70,000-squarefoot exhibition stand featured interactive displays and top-selling vehicles from Freightliner Trucks, Western Star Trucks, Fuso Trucks, Mercedes-Benz Vans and Thomas Built Buses. Added to these displays were the Detroit sourced components, safety and telematics software demonstrations, financing services from Daimler Trucks Financial, and aftermarket parts.

A special-edition new Cascadia marking Freightliner’s 75th anniversary was joined on the stand by the debut of the new Cascadia mid-roof XT.

Volvo Trucks North America debuted with new interiors for the Volvo VHD series aimed at the buyers of its vocational line-up. The VHD 300 day cab and VHD 400 regional sleeper model interiors now feature LED lighting, and extensive connectivity points to support a driver’s daily work.

Volvo’s rejuvenated VNR- and VNL-series were introduced earlier this year and all models have integrated drivetrains with Volvo’s own 11- and 13-litre engines including the new D13 Turbo Compound and with I-Shift. The 16-litre D16 engine is no longer sold in the United States, leaving the Cummins 15-litre X15 availability as an option.

Western Star continued celebrating 50 years of what it called its “legendary awesomeness” by displaying its 5700 XE, 4700 and 4900 truck models, each featuring this year’s Limited Edition 50th Anniversary appearance package and the latest productivity, technology and safety enhancements.

Freightliner Trucks announced six new severe-duty product options: the Allison 4700 Rugged Duty Series (RDS) automatic transmission, LifeGuard RollTek seats, improved cable routing and clipping, LED headlights in the M2 106 and M2 112, Bendix Tyre Pressure Monitoring and the 122SD auto hauler package. Detroit engines powered all three vocational trucks featured in the Freightliner Trucks display.

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NACV SPECIAL REPORT Bosch showed a concept truck highlighting future technologies, including the current buzzwords of platooning and autonomous driving. Plans were also made to provide the new truck manufacturer, Nikola, with fuel cells for electrical operation in long haulage.

For an industry that often focuses its buying decisions on emotion and personal experience of a specific brand, it’s almost as though the senior executives have turned their back on the grassroots members of the industry, the small fleet owners and owner/drivers, as well as the loyal and enthusiastic men and women behind the wheel that drive for a company.

Andreas Renschler, head of Volkswagen Truck & Bus that includes MAN and Scania, together with Navistar International’s chairman Troy Clarke, announced a joint initiative with an integrated drivetrain for North America.

Also revealed were projects related to connected vehicles, and plans for an electric truck at the end of 2019 were also revealed.

The Hino stand included a mixture of conventional and cabover models, including its latest hybrid version. Timing is everything, and Hino chose the event to announce its plans to open a new assembly plant in West Virginia close to the location of its current plant.

For Hino it’s all about expansion, as the company will start producing a new line of Class 7 and 8 trucks (medium and heavy duty). The new facility, which is four times the size of the current plant, is expected to open in early 2019. It will also house cab assembly, which is currently done in Japan.

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The NACV target group is for big fleets with 500 trucks and upwards, with not much time spent to discuss options with owner/operators. It’s hard enough to park a passenger car in the Atlanta Convention Centre, and any thoughts of accommodating a truck and trailer combination is out of question. This contrasts to the MATS event, with parking for hundreds of trucks and a well-oiled system with shuttle buses between the truck parking area, show and shine and the Kentucky Expo Centre.

The trucking industry exists because of the enthusiasm and personal preferences of the people involved. If the industry wants to focus on meeting the accountants and finance executives that hold the purse strings, they can meet them individually in their offices during the course of the year without the expense of a major expo. If they want to meet the people that make this industry what it is, they’ll need to return to the grassroots approach and get their hands dirty.

DRIVEN

QUON-UPMANSHIP As the third string to the Volvo group bow, UD provides one of three reasons for operators to keep all their purchases under the one roof.

Words by Brenton O’Connor

T

he newly revised UD Quon (pronounced k-won) was previewed earlier this year at the Brisbane Truck Show. Now, with stock availability across the country, PowerTorque has been taking a closer look at a brand with a great history of durability and reliability with the assistance of some of the key UD management team to learn more about the Quon and also to drive the vehicle in a variety of different specifications and vocations.

The Quon makes use of much of the shared componentry from the Volvo Group, including engines, transmissions, axles and safety systems. This commonality or similarity of technical aspects provides an advantage to operators in terms of sharper pricing through the economies of scale achieved via much larger sales volumes and the greater efficiencies that result from the investment by the group as a whole.

The components are tweaked to suit the individual brands’ characteristics, and, with regards to the Quon, the 11-litre engine is specified to meet the Japanese emissions standards, which are slightly higher than the Euro 6 mandated levels. Tare weight of the latest version has been reduced across the range, with Mark Strambi, acting vice-president of UD Trucks Australia, confirming a reduction of “between 100 and 250 kg dependent upon the variant selected”.

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Powering the new Quon is the GH11TD, which is a 10.84-litre, inline, six-cylinder turbocharged and intercooled engine. For the Quon it’s available in three different power outputs ranging from 287 to 338 kW (390-460 hp), with torque output rated between 1750 and 2200 Nm. The Quon also benefits from an improved driveline, with UD launching its sixth version of its ESCOT automated manual transmission (AMT). ESCOT stands for Easy, Safe, Controlled, Transmission and it features 12 forward and 2 reverse gears, including a manual mode. This is controlled by a new design of transmission selection lever, which is virtually identical to the industry benchmarked Volvo I-Shift. The new shift lever makes a lot of sense, and its operation is intuitive, unlike some of its European competitors. ESCOT is the only available transmission offering, with no manual transmission available.

Available in both prime mover and rigid specification, the Quon comes in a variety of both wheelbase and driveline options. These options include 4x2 and 6x4 prime mover spec, 6x2 rigid, 6x4 in long wheelbase for rigid trays and curtainsiders, and as a short-wheelbase rigid for tipper bodies.

QUON-UPMANSHIP The UD Quon has a maximum GCM of 60 tonnes for B-double applications, based upon the GW 26 460 model. However, upon specific customer application and engineering approval by UD, this GCM can be increased to higher weights.

information via the multifunction steering wheel. The interior comfort was closer to European expectations than Japanese, with very quiet interior noise levels. The ride quality of the Quon was excellent, and with light steering effort it made negotiating the streets of Brisbane easy.

Cabin access to the Quon is excellent, with cascading steps and good grab handles to make entry and exit both safe and easy. Once inside, the standard-fit suspension seat from UD lacks the multitude of adjustments and lumbar support options drivers experience from seat manufacturers like ISRI and Grammer. Furthermore, like most Japanese trucks, seat travel for tall drivers is limited and drivers over 188 cm (6’2”) in height will struggle for adequate legroom.

The Quon is available with both leaf spring and airbag rear suspension, providing choice for purchasers. Spring suspension has always been quite appealing to council buyers due to their robustness and simplicity and was one of the major features of the Quon’s predecessor, the UD CWA 45.

The interior has been markedly improved and looks modern and feels of high quality. The trucks available on the day included a variety of interior fit-outs including a brushed aluminium look dashboard and a wood grain dashboard, as well as a leather-wrapped steering wheel. The combination of the brushed aluminium facia and the leather-wrapped steering wheel was particularly visually appealing.

Furthermore, the interior is really well spec’d, including the automatic climate control system, which negates the need to constantly adjust the cabin temperature. The new integrated colour display in the main instrument cluster was also welcome and provided all relevant driver

One of the vehicles displayed was the CW 26 390 fitted with a hardox tipping body, towing a plant trailer loaded to a gross weight of 34 tonnes. This particular vehicle was the most surprising of all the units tested on the day. Given the low horsepower rating and the spring suspension, I was expecting both lacklustre performance and a harsh ride. This was certainly not evident when driving the vehicle, and the engine did a superb job of moving the vehicle along, testimony to the incredibly low engine speed for this model of 900 rpm where it achieves maximum torque of 1750 Nm. The ride of the spring suspension was equally surprisingly, and, had I not been told, I could easily have assumed it was riding on the alternate suspension option of the electrically adjustable, eight-bag air suspension.

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DRIVEN

“Where the Quon will make a name for itself is suitability for shifting containers�

With the engine at idle speed at an extremely low 450 rpm there was significant vibration experienced through the cabin, suggesting that raising the idle speed would smooth out the combustion cycle.

helped this impression and I found turning off the eco mode via a button on the multifunction steering wheel made for a better experience, as the gears were held longer between shifts.

At the top end of the range sits the flagship model, the Quon GW 26 460, and I was able to experience this unit hooked up to a set of B-double curtainsider trailers coming in at 59.78 tonnes. Once again, the result was particularly surprising and the 6x4 definitely surpassed my expectations before getting behind the wheel. Given the high gross weight, the small engine displacement and relatively low horsepower and torque ratings, the truck did a remarkable job. The 4.50:1 rear axle ratio no doubt

The ESCOT AMT was noticeably intuitive and seemed to manage to be in the right gear at the right time. On the highway, the combination made frequent use of the ESCOT roll function to improve fuel economy through its ability to neutralise the transmission when there was no acceleration or braking input from the driver. The fourstage engine brake system was good and provided very impressive levels of retardation, particularly when on the maximum setting.

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QUON-UPMANSHIP In terms of application, the Quon was never designed to play the role of running on linehaul as a B-double configuration. That’s an area where both Volvo and Mack have the VGA interests at heart and perform well on these applications – it would be more than adequate as a local, metropolitan B-double prime mover.

Where the Quon will make a name for itself is suitability for shifting containers off the wharf and delivering them throughout our capital cities. In other B-double applications, where volumes are high and weights are less than 60 tonnes, this truck would be ideal.

When it comes to providing high safety standards the Quon stands out from its competitors. To date, UD is the only Japanese heavy truck manufacturer to fit disc brakes as standard equipment. The QUON specification also includes a myriad of safety items as standard equipment, including traffic eye brake system, traffic eye cruise control, lane departure warning system, UD stability control and driver alert system. Whilst many of these safety offerings have been available from European truck manufacturers for some time, it’s a first for a Japanese truck, which is a real credit to UD. The UD QUON is an impressive package, and, when matched to the right application, will be a real workhorse and should carry on UD’s reputation of building tough, reliable trucks. By utilising technology and componentry that’s already well proven and reliable from across the Volvo group, potential purchasers face a low-risk decision to put their faith in UD.

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& M O T S CU SIC S A L C FEATURE

K C A B-M

Mack Time – Sunny Warby’s B-Model Mack (Words by Warren Caves, images by Torque it Up) 46

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CUSTOM & CLASSIC It’s 1965 and the air is filled with enthusiasm and anticipation. A young 23-year-old Sunny Warby is about to purchase his new truck, but, unbeknown to him at the time, it will still be parked in his shed some 52 years later.

Prior to that purchase, Sunny had been working for United Dairies on various tasks from laboratory duties to driving.

A decision was made to buy his own truck and he soon began negotiations with Norm Lee at Frigmobile, and, as was the Norm (pun intended) in those days, a deal was done with a smile and a handshake and a promise of regular work.

To the outsider, Norm seemed to be a man very fond of Mack trucks and instructed Sunny to, “Go and buy a Mack.” Sunny thought it to be a wise business decision to go and compare alternative options and evaluate prices, so he looked at Mercedes, Foden, Internationals and Diamond Ts, which he then put forward to Norm, who promptly reiterated his earlier instructions, “Go and buy a Mack.” As it would turn out, a crafty Norm was getting a commission for any Mack sales he generated, so, naturally, Sunny purchased his first and only Mack.

Trucks Sales and Service was the Mack agent in Sydney at the time and was located at 200 O’Riordan Street in Alexandria. The sales person for the purchase of Sunny’s B-Model was Allan Starke. This must have been a pivotal event in Sunny’s life, forever etched in his memory, as these details just mentioned rolled off the tongue like it happened only yesterday.

A princely sum of 9250 pounds was the asking price for a shiny red 1965 B-Model Mack, complete with a 211 horsepower 711 thermodyne engine and an 18-speed Quadruplex twin-stick transmission. The final drive was spec’d up with a 64-mph differential, which saw the old Mack cruising at highway speed with 2100 rpm reading on the tachometer.

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FEATURE

“The price was 9250 quid for the truck, but they gave me a discount of 250 quid because I had no trade-in.

“That gave a purchase price of 9000 quid, of which I needed to have a 3000 quid deposit, and was required to pay it off within three years. At 245 quid a month, you had to work hard,” explained Sunny.

“I also added a few luxuries, like a pair of West Coast mirrors, a sun visor and blinkers, which I think from memory cost another 59 pounds. The turntable was 280 pounds, and I was ready for work”.

After picking the truck up on the Saturday and emblazoning it with the Frigmobile logo, Sunny was all set to take on the transport world, or so he thought!

Upon arrival at the Frigmobile yard on Monday he introduced himself to Dennis Downer and said, “I’m here to start work, can I see Norm Lee?”– to which Dennis replied, “We sacked him this morning”.

With that gut wrenching statement, Sunny is quick to say, “I thought my world had fallen, there and then”.

Such is the way things were done back then that the company was good to their word and Dennis said, “Come back tonight, we’re sending you to Melbourne via Canberra”. That began a long working relationship for Sunny and his Mack with Frigmobile.

During his employment with Frigmobile Sunny was hauling the company’s own trailers, subsequently also layer hauling the trailers owned by Streets Ice Cream, after that company outsourced its transport operations to Frigmobile.

“I remember on occasions, the truck and a refrigerated trailer would be loaded onto a train for Perth and a fridge box would also be loaded on board. When the train stopped, and after a period of time had passed, you would have to get off the train, run around to the fridge box, strangle the Lister (shut off the refrigeration engine) top up the oil and check the fuel and try to get back onto the carriage before the train moved off – more often than not you found yourself running like hell to get back on board, a funny sight on the Nullarbor,” recalls Sunny.

“The best jobs for Frigmobile were Dubbo/Wagga and Kempsey runs of a single drop at a depot and return, for which I got paid $180”.

In 1967 Sunny bought his Freighter spread-axle bogie trailer to fill in the gaps when work with Frigmobile went a bit quiet, and over the years Sunny and his Mack have contracted to various companies like TNT, Westons Transport, Con Payne and more, doing both interstate and local work.

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YOU

SCANIA

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MATT WINTERFIELD WINTERFIELDS FLOAT HIRE, MT GAMBIER SA “Our trucks were impeccable, but to keep them in that condition meant a constant inflow of bills every month. With our Scanias, we’ve gone the full maintenance and repair package. Now all we’ve got to do is put fuel, tyres and some grease on the truck.”

So contact your local branch to find out how a Scania Total Transport Solution can work for your business.

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Scania Campbellfield Tel: (03) 9217 3300

Scania Wingfield Tel: (08) 8406 0200

Scania Dandenong Tel: (03) 9217 3600

NEW SOUTH WALES

Scania Laverton Tel: (03) 9369 8666

Scania Prestons Tel: (02) 9825 7900 Scania Newcastle Tel: (02) 9825 7940

K&J Trucks, Coffs Harbour Tel: (02) 6652 7218 NJ’s of Wagga Tel: (02) 6971 7214 QUEENSLAND Scania Richlands Tel: (07) 3712 8500

Scania Pinkenba Tel: (07) 3712 7900 Wideland AG & Construction, Toowoomba Tel: (07) 4633 1150 RSC Diesels, Cairns Tel: (07) 4054 5440

WESTERN AUSTRALIA Scania Kewdale Tel: (08) 9360 8500

FEATURE “It’s been a challenging life, but an enjoyable one for us, from 14 to 15-hour Sydney to Melbourne runs with multiple trucks on the old Gundagai bridge causing it to dance and sway, to sleeping across the seats, being your own mechanic and meeting some great people along the way,” reminisces Sunny.

After a lifetime on the job and some 1.5 million miles clocked up, a restoration was in order. This two-year process began in 2014, culminating with the finished truck and trailer you see here, just in time for her maiden outing to the Clarendon Rally/Kenworth Klassic show in 2016.

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CUSTOM & CLASSIC Sunny has always been good in relation to keeping up maintenance, so the mechanical aspect of the job was not a huge task, however, the years of toil and labour had definitely taken a toll. Sunny also wanted to paint the truck in its original colour as it had seen a few different colours of the spectrum over the years as dictated by company contracts.

Sunny would like to acknowledge the work and assistance in this project of Matt Stephenson and Mick Drew of MLS Truck Repairs in Riverstone, as well as David Chapman (Chappo) of Northwest Truck repairs, also in Riverstone, and Bruce Gunter. Sunny is extremely grateful for their assistance in bringing his “Old Girl” back to her former glory. He also apologises if he has forgotten to mention anyone. “So many good people have contributed,” said Sunny.

Sunny and his good friend, Stephen Brown, did the restoration work on the Freighter trailer themselves.

At 75 years young, Sunny still gets out behind the wheel for work, sometimes six days a week. As for the B-Model, well, she lives somewhat more of a quiet life these days, frequenting trucks shows and events like the Haulin the Hume run, without the burden of the payloads of years passed that were, perhaps, poorly calculated in favour of a good profit.

If you run into Sunny at an event or show, be sure to check out the Old Mack up close and say g’day, he’s a top bloke and quite fond of a chat.

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TRUCK SHOW

THE KENWORTH KLASSIC 2017 PowerTorque’s Warren Caves relives the past lives of the Kenworth clan on display at the annual Clarendon Classic Rally – Images by Torque it Up.

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THE KENWORTH KLASSIC 2017

T

he annual Clarendon Classic Rally hosted by the Sydney Antique Machinery Club was held over the weekend of the 16th and 17th of September, and, following on from the success of last year’s inaugural event, the Kenworth Klassic once again showcased the pride and affection that Kenworth owners have for their trucks.

To these guys and girls the trucks represent more than just the tools of their trade. They almost take on a life of their own and become part of the family unit, embraced as one of their own and treated with much love and adulation.

The two-day event, as a whole, includes vintage trucks, machinery, tractors and tractor pulls, and stationary engines with rides, stalls and a general carnival atmosphere throughout the weekend and a designated area for the Kenworth Klassic displays.

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TRUCK SHOW The Clarendon Classic Rally under the organisation of Steve Muscat is a perfect partner for the Kenworth Klassic, with many Kenworth owners also members of the Sydney Antique machinery club. The static displays of the Kenworth Klassic are complemented by the more dynamic displays of the stationary engines and tractor pulls, keeping mechanical buffs and kids alike completely entertained for the whole weekend.

Entry is free for exhibitor truck, driver and passenger, whilst public gate entry for the event is $10 with all profits going to charity.

Spectator numbers for the 2017 event were around the 7000 mark, undoubtedly influenced by the great weather over the two days.

The lure of the event has spread far and wide with Kenworths rolling in from both interstate and locally for the weekend.

Powered sites and exhibitor parking were provided on a firstin/best-dressed basis, and that was yet another reason for many to arrive early to secure their position.

A total of approximately 290 Kenworth trucks (out of a total of 600 trucks and commercial vehicles) gathered for the weekend from the latest 900 Legend provided by Kenworth Australia (as featured in this issue), to privatelyowned fleets and single truck owners bringing their vehicles in all manner of condition. Whether it be polished and pristine glistening proudly in the sun, or work worn and tired with many a story to tell, the displays were diverse and all-encompassing, providing an opportunity for drivers and owners to catch up with friends and acquaintances.

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Bruce Gunter, the Klassic’s co-organiser, said the event was once again a huge success, with the “laidback, non-judgemental” theme of the show appealing to participants.

Bruce said, “I would also like to acknowledge the support from Kenworth/PACCAR Australia supplying promotional goodie bags with all manner of Kenworth merchandise inside, like hats, stubby holders and key-rings. Arranging to get the 900 Legend to the show was also a fantastic demonstration of support, and, locally, the team from Gilbert & Roach Kenworth Huntingwood has been fantastic”.

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THE KENWORTH KLASSIC 2017

So impressed with the organisation and exposure the event generated, Kenworth Australia rang the organisers shortly after the close of the show and committed to supporting next year’s event.

David “Chappo” Chapman, event co-organiser, who has a long association within Kenworth circles, also echoed Bruce’s comments in thanking Kenworth locally through Gilbert & Roach as well as nationally.

“It’s great to look through the crowd and see familiar faces wandering about. Motorsport legend John Goss was spotted along with Rod Adams, who is credited with selling the first ever Kenworth in Australia.

“I brought my grandkids out to the show and they loved it, it’s a good opportunity to let them learn about how machinery works and where it all started.

“It takes a lot of preparation for a show like this and costs a great deal of money to put on. But, Bruce is a great organiser, and with the mutual co-operation with the Sydney Antique Machinery Club and the Clarendon Classic Rally, the show is going from strength to strength each successive year,” concluded Chappo.

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FEATURE

THE INFORMATION STREAM Chevin’s FleetWave asset management software is a great way to reduce stress levels – Report by Ed Higginson.

I

f you own or manage a fleet of vehicles anywhere in the world, you will undoubtedly have looked for, or wished for, a better system of managing all of the information that you must stay in control of each day.

In order to know the number and details of your assets, your daily or yearly finances and budgets, maintenance schedule, warranty and recalls, fuel usage or emissions, workshop inventory, etc., a good system is vital to stay on top of the management of them all.

More often than not, all of this information is collected and updated on simple spreadsheets or through modified applications within business systems not designed for the task. As fleets and reporting requirements grow, the weaknesses of these old legacy systems often become too much, and, unless you add more admin people to the fleet team to cope, critical issues become missed.

As I’ve been a fleet manager myself within some wellknown Australian trucking companies, I have come across these issues several times and have rarely found a simple tool to assist.

On a recent trip to the UK, I was introduced to a company called Chevin that has spent the past 27 years developing software specifically for this task, so I was intrigued to discover more.

In 1990, Ashley Sowerby was in the process of developing fleet management software for his, then, employer.

On learning the company would be sold, Ashley had the opportunity to buy the rights to a product he was developing. The option was too good to pass up, and in September of that year he formed Chevin.

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“I was 21, and when I heard the business was being sold off I approached the directors to buy the rights to the product I was developing,” said Ashley.

“They agreed and the rest is history. Back then the product was much more a vehicle costing system for the UK market used by councils operating small fleets. It was a good system with some of the fundamentals still within Chevin’s software today,” he added.

Chevin’s head office has always been based out of a small Derbyshire town called Belper, as it was close to home for Ashley. And, since those humble beginnings, the business has expanded to have offices in the UK, Belgium, France, America and Australia, and with sales agents spread across the world.

“Our first international client was in Nairobi, from where we started to expand into East and South Africa through connections with existing UK clients. We then went to Australia in 2000, then to America, and have continued to expand,” said Ashley.

“Our first introduction into Australia was through a distributer model, which didn’t have the success we would have hoped, so in 2009 we decided to set up our own office. I spent the year in Australia with my family setting up the business and recruiting the team, which has subsequently proven to be a great success”.

Chevin’s new Australian office has just opened in Brisbane in September this year with Jackie Kirk leading up the team, as Chevin’s regional sales manager for Asia Pacific.

Chevin’s product success has been with its understanding that the market is changing and customers want the freedom to manage their own data. To achieve this goal they require open systems, which allow customers to configure the software for the way they want to use the data. As it was the first to market with a web-based fleet management system, Chevin has grown to become the leading provider of dedicated fleet management software, which is now in use in over 180 countries.

THE INFORMATION STREAM

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FEATURE There are three main products on which Chevin focuses.

FLEETWAVE: This fleet, asset and maintenance management software is where the company began.

This is a web-based fleet management information software system that has a range of features to help manage the complete life cycle of company assets.

The software has been designed over the years to cover areas such as asset and equipment management, business analysis, driver and customer management, budget and financing, fuel management, emission reporting, compliance, accident management, rentals and spot hires. Further aspects include service and repairs, campaigns and recalls, workshop management, vehicle selection requests, task planners, parts and stock inventory, multi-site operations, defect reporting, replacement planning, billing and invoicing, plus penalties and fines.

This ability to capture, manage and easily access all of the required fleet information in a centralised system has helped with Chevin’s expansion across the world.

This has extended into many different sectors, including construction, emergency services, government, mining, transport, utilities, waste management and also charity organisations.

FLEETWAVE FORMS: This is Chevin’s brand new mobile App and, instead of requesting custom-made forms, the user can now build their own forms from scratch, in any style they would like.

Designed to improve communications between a company office and staff out in the field, it offers a very cost effective way for mobile workers to collect and transfer data back to the centrailised system without the need for a costly continuous mobile signal.

By downloading the app onto any smartphone or tablet, members of the team can log in securely at anytime, even without internet or mobile reception. These can then be used to capture information such as photos, location, barcodes, signatures, etc., which will be uploaded back into the main system once a connection is made.

INTEGRATIONS: This is a product that works on integrating almost any type of third-party software application, web service, data provider or internal system with FleetWave to leverage data and streamline processes. This ability for critical data to be collected directly from providers and entered into the company’s Fleet system is a great feature that takes away the need for admin clerks to retype the information in order to keep the data current.

This data specifically targets vehicle kilometres, purchase orders, invoices, recharges, payment terms, and more.

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Chevin’s integration has worked with many different providers across the world, with direct contact available in order to ensure that download data has been received from a current provider, or to easily establish the required link.

From the information that I saw whilst at Chevin’s head office, and from their brochures, one item that stuck out was the way that all of this information integration has enabled their customers to collect data quickly for reporting on their vehicle’s emissions.

As major businesses increasingly need to report on their carbon emissions, and that of their suppliers, the collection of this level of data becomes more necessary and valuable. There can be difficulties in accessing the required level of emissions, especially when considering the range of vehicles that can be within your control and all with different levels of emission controls applicable to the diversity of the vehicle fleet.

Chevin has added a new function to its FleetWave product call ‘Eco Label’. This enables customers to measure the emissions of each of their vehicles and split them into appropriate categories as set out in a paper from the Australian Government, which could set emission targets at 105 g/km for all new vehicles sold from 2025.

The new tool allows each label to be customised with specific values, such as its country, fuel type and date of registration to min./max. CO2g/km. It can then measure the breakdown of CO2 costs that are attributed to a fleet of cars, and present the data in an easy-to-use traffic light format, thus making it easy for operators to measure vehicle efficiency, monitor performance and eliminate costly vehicles.

When discussing the enhanced tool, Jackie Kirk, Chevin’s regional sales manager for Asia Pacific, said, “Detailed environmental reporting is an increasingly important tool in the automotive sector, even more so in light of the new light vehicle emission standard that has been proposed for Australia. The ability to respond immediately to any legislation changes is paramount. Fuel consumption and CO2 output are key parameters when measuring fleet management success, so Chevin’s newly enhanced ‘Eco Label’ function will prove invaluable for all fleet managers in the face of new environmental regulations”.

Chevin has seen a constant growth since its initial beginnings, achieving an incredible 56 percent growth in 2016. With reporting and compliance requirements ever increasing at a time when cost pressures are making it harder to simply add on additional admin staff, it proves that the adoption of a modern approach to fleet management is exactly what has been needed for some time.

31st Annual

Penrith Working

Sunday 11th March 2018

st In c e B e si Th u M y tr Coun

TROY Y CASSAR-DALE

8am - 4pm

d Fun an nt! me excite

uch Plus m e! mor

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Presentations 4pm – 5pm He ld

travis collins

Amber lawrence

viper creek band

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• Direct access from Penrith Station • Unlimited FREE amusement rides all day (22 rides) • Concert sound & full stage • Specialist trade stalls & displays $35 • Entertaining games & competitions Adults ildren Ch up to 3 • Free Balloons & Fairy Floss R FayEinE g adult • Free face painting h wit p $25 (single person entry) sion r 16, • BBQ, drinks & beer tents Conces n unde (Childret ID required Ph: 4731 5809 n e ) d Stu • Major prizes & trophies 13 years if over Held at Museum of Fire, 1 Museum Drive, Penrith. Phone: (02) 4731 3000 • Price includes entry to Museum

Muse of Fir

The Museum is a registered charity and all funds raised are directed towards saving our families from the dangers of fire while preserving the heritage of our communities bravest.

8th Annual Sydney Classic & Antique Truckshow on 27th May, 2018 (See website for more details)

Follow us on:

www.pwts.com.au

DRIVEN

EIGHT WHEELS The popular 8x4 Isuzu FYJ 2000 forms the basis of the cost-competitive rigid truck market – Report by Ed Higginson.

A

s Australia’s leading truck brand, Isuzu knows how to produce a truck that hits the spot in the market that it targets. With the FYJ 2000 8x4, since its launch in early 2013, it has proven popular as an agitator, which makes up the volume share of its sales. It is also just as comfortable as a bin truck, concrete pump, tipper or tilt tray, like the demo unit we took for a drive around Victoria.

There are many aspects of the FYJ 2000 that has made it an ideal choice in this segment, such as the low tare weight, cooled EGR (therefore no need for AdBlue), Allison transmission, and a quiet comfortable cab to keep the drivers happy around town.

The FY series comes in 8x4 and a locally modified 10x4 configuration, with the FYJ, FYH and FYX models. Out of these options there are nine variants with different transmissions, wheelbases, axles and suspension for you to choose from depending on your specific needs.

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In 8x4 configuration, GVM is 30,000 kg, with a GCM of 42,500 kg. This is increased with the 10x4 configuration to a GVM of 35,000 kg and GCM at the same rating of 42,500 kg.

For this evaluation, PowerTorque headed for the Melbourne dealership of Westar Trucks in Derrimut, collecting a new FYJ 2000 configured as an 8x4 and fitted with a new CTE tilt tray and loaded with an Isuzu NNR 45-150 cab/chassis. Although it would have been nice to run at full weight for a true test, the set up gave us an indication of how the truck performs in everyday life and certainly looked impressive.

Our drive route would take us through typical environments for the Isuzu, which usually spends its day running short haul from the city. We started in Derrimut

EIGHT WHEELS AND ATTITUDE

AND ATTITUDE

and headed north along the Western Freeway towards Ballarat and over the Pentland Hills. Then turning right at Myrniong, we headed east to Trentham and Woodend to test the 350 hp on the steep twisty hills before heading back into the City in the afternoon.

On our drive out of Melbourne towards Ballarat and over the Pentland Hills, the engine pulled well, which you’d expect at the low GVM weight for the day, with the first impression being that it was a very quiet truck, running at a comfortable 1600 rpm at 100 km/h. On the long rise of the Pentland Hills, the truck did start to slow to around 75 km/h with the box in standard mode, so, with a quick touch of the power button, the box dropped a gear and the speed began to rise as we continued to climb.

ENGINES The Isuzu comes with an impressive list of specs, starting with the SITEC Series III 350, which is a six-cylinder, 24-valve SOHC. It meets ADR80/03 (Euro V) through a cooled EGR with exhaust Diesel Oxidation Catalyst (DOC) rather than DPD filter that needs burning off, which is useful when the truck spends a lot of its time idling.

Power is rated at 257 kW (345 hp) at 2000 rpm and torque reaches 1422 Nm (1049 lb-ft) at 1400 rpm.

The family resemblance of the Isuzu cab styling makes it instantly recognisable on the road, and with the high build standards its strength and practicality enable it to easily stand up to some tough and dirty conditions. First impression is that it’s put together well and is very quiet inside. It’s a little taller than some of its competition, which is a negative when you jump in and out multiple times in a shift, but, once inside, the ISRI 6860 seat feels great.

The steering wheel adjusts up/down and forward/back but misses out on being able to tilt, so feels a little strange if you aren’t used to this style. It also misses out by not having any functionality on the steering wheel, such as radio and cruise controls, which would be a great addition.

Isuzu also supplies a PTO model, which is set up ready for many of the applications that the model targets. Here, the PTO is driven through a constant mesh, which rotates at 1.1 times the engine speed. This gets a 440 Nm maximum output torque and spins anticlockwise when viewed from the rear.

Here the Isuzu FYJ’s cab meets ADR42 as a compliant sleeper with a mattress, but it’s certainly not designed for nights away. It also meets ECE-R29 and ECE-R93 with its front underrun protection as you’d expect, and also comes with a driver airbag, which is a good extra.

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DRIVEN The seating has a third spot in the middle that might come in useful if you go for a run with some mates, or folds down for use as a storage tray when not needed. The cab’s mirrors offer great visibility all round, being easily adjusted with a button behind your left elbow, and they definitely feel solid, unlike some of the competition that can vibrate after time.

For entertainment, the Isuzu is fitted with the impressive Digital Audio Visual Entertainment system with a 6.2” LCD screen, known as DAVE for short. This gives the drivers a long list of extras to keep them entertained, such as radio, CD, DVD, DAB+ digital radio, Bluetooth, USB, SD card plus auxiliary input connections just in case you can’t find a decent tune across the airwaves.

The transmission comes in three options, being an Eaton RTO box with ten-speed constant mesh used for the PTO models only, then there is the ZF 9S box with nine-speed synchromesh manual, and, finally for the automatic option, the Allison 4430 series with six speeds.

In this example for PowerTorque’s evaluation it came with the Allison automatic, which is a great option especially around town and ideal for a drive route that took us through highway, hills, country and city, with the box feeling at home in all areas. The only negative as mentioned before, is that you have to reach and look down at the buttons to change into power mode or manual selection, rather than having the options at your fingertips or from simply pressing down on the accelerator for power mode as in some European trucks.

Axles are supplied by Meritor, with taper leaf suspension on the FYH 2000 model and Hendrickson HAS461 airbags on the FYJ 2000 model. The airbag set-up gave a comfortable and stable ride on the route we took, which had some tight twists heading to Trentham, plus over the bumps near Woodend.

For a real test we would need to be fully loaded and preferably with a high centre of gravity as you’d get on an agitator, but it certainly felt like this wouldn’t be an issue for the chassis, and we suspect this is why it’s been a popular choice for many. The addition of anti-lock brakes (ABS), and stability control (ESC) for the short-wheelbase versions would certainly help with this also.

The Isuzu FYJ 2000 has some stiff competition, such as from Hino, Freightliner, Kenworth, IVECO and others. But, as Australia’s leading brand, it must certainly be on your list of trucks to try if you are in the market for a new 8x4 or 10x4.

Whether your decision is based on price, weight, aftermarket support, driver comfort or reliability, you’ll be impressed with the Isuzu.

VERDICT

3

Quality of the cab

3

Allison transmission

8 No sunvisor in the middle of the cab, so if sun is at 10 o’clock you’re blinded

8 Having to reach and look at the Allison box to change rather than offering a column stalk control.

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Renault TRAFIC

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FEATURE

TORQUE TAMER Fuso shows its electric potential at the Tokyo Motor Show – Words by Brenton O’Connor.

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M

itsubishi Fuso Truck and Bus Corporation (MFTBC), a fully-owned subsidiary of Daimler AG, is the first global truck manufacturer to launch a dedicated brand for its electric truck and bus range. Daimler has undertaken this step to launch this new brand, eFuso, to show its dedication and commitment to electrification of its full range of trucks and buses.

TORQUE TAMER The driving force behind the introduction of the eFuso brand and electrification of trucks is president and CEO of Daimler Trucks Asia, Marc Llistosella. Driving this commitment to electrification is Marc’s vision of better quality of life for the residents of cities where both air and noise pollution act to lessen the quality of life for its inhabitants. Furthermore, whilst many manufacturers are talking about electric trucks and displaying static prototypes at truck shows, Daimler is putting its money where its mouth is, and is the first truck manufacturer to series produce a fully-electric truck, now working in real business operations.

Llistosella points out how much the political environment has changed in recent years. Whereas cities were previously designed to accommodate vehicles, that is now changing as vehicle manufacturers are required to adapt their vehicles to suit the changing nature of our global cities. It’s therefore his vision for Daimler to supply vehicles adaptable to the changing nature of these cities, and that’s where Fuso’s electric vehicle programme comes into play.

Marc’s vision for Fuso is to reinvent itself, and not just by re-utilising componentry from Daimler’s global parts bin. It’s in this context that Marc sees eFuso as a way of shaping Fuso as a pioneer and innovator in commercial vehicle technologies.

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FEATURE Daimler has been an industry leader in alternative drive technologies, pursuing a cleaner and more efficient tomorrow with fuel cell, hybrids, and natural gas options.

For example, Fuso launched its hybrid Canter in Australia years ago and has proven its reliability as a workhorse for those companies choosing to operate it in their fleets.

The eCanter, with its fully-electric drivetrain is the next step in the pursuit of truck technologies that reduce both emissions and noise levels.

PowerTorque was provided with the unique opportunity to see Fuso’s new Vision One at the Tokyo Motor show, where it was shaping the future direction of the company’s electric truck brand, eFuso.

evaluate and deploy advanced technologies that enable sustainable, innovative solutions to our fleet. Electric trucks make our fleet both cleaner and quieter”.

In Tokyo, the first supply of eCanters has gone into service with 7-Eleven and also Yamanto, one of Japan’s largest freight companies. The initial business partners chosen to launch the eCanter were those seen

by Fuso as companies with a commitment to bettering the communities in which they operate, rather than companies looking for ways to reduce operating costs and increase profits.

The Vision One is a fully-electric heavy truck with a GVM of 23.26 tonnes and a payload of 11.1 tonnes. Compared to its diesel counterparts, it’s 1.8 tonnes heavier in tare weight, due mainly to the battery packs. The range is currently at 350 km, with Fuso acknowledging that substantial further development is required to become viable when operating on the longer trips typically covered by heavy trucks.

In its current guise, the vehicle could be suitable for intra-city distribution, especially as the concept only works in a rigid truck application due to the requirement for significant chassis space to fit the required battery packs. For prime mover application it’s necessary to explore alternative options, as there simply isn’t sufficient battery space available on the chassis.

The Vision One is an incredibly impressive vehicle, and the interior is like nothing else on the market, with a tablet computer mounted into the steering wheel to control all the vehicle’s key functions.

It’s a credit to the engineers at Fuso, as they’ve taken a holistic approach to how the truck can be improved, and not just adding electric drive to a current truck in their range. As an example, Fuso’s engineers are trialling alternative tyre designs to reduce drag to ultimately increase the range the vehicle can cover between recharges.

Daimler Trucks Asia chose Tokyo and New York City to release the first series produced fully-electric truck, the eCanter, to the market place. Selected customers were chosen to be the first to take on the new truck and put it into service in these heavily populated cities.

In New York the initial eCanters were placed with UPS couriers and also to four NGOs in cooperation with the New York Attorney General. UPS was an ideal partner for Fuso to launch its new fully-electric truck because of its commitment to play a strong role in the reduction of emissions and noise levels. The NGOs involved included the Wildlife Conservation Society, New York Botanical Garden and others.

Carlton Rose, president of global fleet maintenance and engineering at UPS, stated, “At UPS we constantly 68

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Fuso plans to deliver 500 eCanter trucks within the next two years, prior to large-scale production commencing in 2019. The eCanter in commercial operation has a range of 100-150 km depending upon the way in which the vehicle is used, and has a load capacity of 3.5 tonnes. There is a minor weight penalty of the electric truck over its diesel counterpart – in the vicinity of 200-250 kg. Many operators may turn up their noses at such a short range. However, for city distribution this working range would be satisfactory to specific operations. With the rapid advancement of battery technology it’s reasonable to expect the vehicle’s range is going to increase drastically in the near future,

TORQUE TAMER aided by expectation that recharge times within five minutes may be achievable within four to five years.

The vehicle’s electric drivetrain contains six high-voltage lithium-ion batteries mounted to the chassis, and each battery is 13.8 kWh with 420 V. According to Fuso research, compared to its diesel-powered brethren, the eCanter can save operators up to 1000 EURO per 10,000 km in operating costs.

To be frank, I felt somewhat melancholy about driving the new electric truck, as so many other alternate drive vehicles I had driven in the past had not lived up to the hype pushed by the manufacturers. Given this preconception, the performance of the eCanter was a huge shock. Firstly, there is almost no noise, either inside the cabin or outside of the vehicle. Fuso claims the diesel Canter produces 77 dBa, compared to the eCanter at 70 dBa, resulting in a significant noise reduction.

Once in the cab, the driver ‘starts’ the truck (which really means powers up the vehicles electrics) by pressing a round button on the right-hand-side of the dash, similar to the start button one would see on the new range of MB trucks.

Once the electrics are powered up, the driver simply selects Drive through the Duonic gearshift lever and releases the cable-operated park brake, in the same way as a diesel Canter. Once mobile, the driver experience is spectacular, and is unlike anything I’ve driven before. The acceleration is massive, thanks to the characteristics and torque delivery of the electric motor. The eCanter made its way to 60 km/h in a pace more akin to a sports car than a 7.5-tonne truck, whilst at the same time there was next to no noise with just a faint hum in the background as the electric motor goes about delivering the power to the wheels.

The road test chosen at the Fuso test ground included a 10 percent gradient, on which we were able to stop the loaded truck, and lift off.

The electric driven drivetrain had no reservations whatsoever about lifting off 7.5 tonnes on the gradient. There was no need to rev up the engine and do a park brake start, nor was there any need to slip the clutch to generate the torque required to lift off on the gradient.

Coming back down the gradient, I was somewhat concerned the truck could ‘run-away’ as there was no possibility of an exhaust brake as fitted standard in the diesel-powered variant. However, pleasantly, the same lever that would be used to activate the exhaust brake is used to activate the ‘retarder’, which is a regenerative braking feature that acts to both slow the vehicle and also charge the battery packs – a win-win. For added assurance, the truck is fitted with disc brakes and ABS, and runs conventional tyres – 205/75R 17.5.

PowerTorque was given the opportunity to drive the eCanter, loaded to a gross of approximately 7.5 tonnes at Fuso’s own proving ground outside of Tokyo, Japan.

Visually, there’s little to differentiate the eCanter from the diesel-powered variant, except for the different badging on the grill, and also the large lithium-ion battery packs mounted to the chassis.

Much of the industry is talking about electric commercial vehicles, whereas Fuso is now selling electric commercial vehicles. The eCanter has been a result of many years of production development and innovation by the Daimler group, and if our initial brief drive is a gauge of what the future holds, then bring on the future.

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DRIVEN

H

ino is full of optimism for a record year as this year it celebrates the highest sales figures since the truck sales boom of 2008. With an improved product range, and with more upgrades to come, there’s every reason to believe the positive attitude of the company is set to continue.

Bill Gillespie, Hino’s general manager of brand and franchise development, told PowerTorque the company was also buoyant about its current record order bank, with fleet orders undergoing a surge in response to the committed focus of the company on safety, aftersales service and customer support.

“Our ‘Built to Go’ range of pre-bodied trucks represents about 25 percent of all sales, with the remainder being cab/chassis models for individual bodybuilder selection.

Since making fully-automatic transmissions available we have seen around 80 percent of 300 Series buyers and 50 percent of 500 Series buyers choose the full fluid automatic option,” said Bill.

Product strategy manager, Daniel Petrovski, is confident the adoption of a fluid automatic transmission is the key to future sales success, this being a far more popular trend for drivers than a corresponding automated manual transmission (AMT).

“A fluid automatic transmission is much smoother in operation and it enables the engine and driveline to benefit from full power ratio changes, without the engine having to power down between gear shifts. The vehicle doesn’t lose momentum during gear changes, and for the driver it provides a much smoother and faster shift pattern,” said Daniel.

The 300 Series and 500 Series wide cabs also benefit from being the first Japanese truck ranges to include vehicle stability control (VSC) throughout the product lineup. This feature, together with reverse camera monitoring, will be continued throughout the remaining members of the Hino range as the next-generation models are introduced into the market.

“It is our view that items such as vehicle stability control, reverse cameras and blind-spot cameras should be included on every light truck as a safety benefit,” said Daniel Petrovski.

The “Built to Go” pre-bodied options apply to the steelbodied tipper and the Trade Ace aluminium dropside tray range, with or without ladder racks, on the 300 standard and wide-cab models.

HAPPY HINO Greater refinement adds appeal to Hino’s 300 range

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HAPPY HINO The 4.0-litre, four-cylinder, turbocharged and intercooled, direct injection diesel engine is the standard engine throughout the 300 Series. This produces maximum power of 110 kW and 420 Nm when fitted with the standard cab and the five-speed manual gearbox with single overdrive ratio, or the six-speed automatic transmission, with double overdrive ratio. The wide-cab versions have a higher output rating of 121 kW and 464 Nm and are available only with a six-speed manual gearbox or six-speed automatic transmission.

PowerTorque drove examples of the short-wheelbase, factory-bodied steel tipper and the medium-wheelbase Trade Ace range, both of which can be plated for a GVM range of 4495 kg to 8500 kg. The tipper body dimensions come in at 3.0 m, 3.1 m and 3.6 m with volumes of 1.9 cu m, 2.1 cu m and 3.0 cu m respectively. The tray dimensions are 3300 mm long by 1880 mm wide for the standard cab with the 2525 mm wheelbase, or 4500 mm by 2100 mm for the longer 3430 mm wheelbase wide-cab version.

With the engine emissions level currently conforming to Euro 5 rating, the 4.0-litre engine exhaust system uses a catalytic converter with diesel particulate active reduction system, rather than the next step of incorporating selective catalytic reduction (SCR) and the use of AdBlue.

If you have personal memories of bouncing around in early steel-bodied light tippers, then you are in for a treat as the ride quality is so far ahead of those early examples.

Access into the cab is easy, thanks to wide opening doors and a well-placed step and grab handle.

Without the need for AdBlue, the DPF filters the soot particles from the exhaust to minimise these emissions into the air. As the DPF is a sealed filter in the exhaust system it needs to be regenerated to avoid blockage. In order to do so, as the exhaust system heats up, the DPF can selfclean by burning off the soot particles. Alternatively, engine management systems can activate a regeneration sequence if the DPF has not sufficiently regenerated.

The driver gets a spring-suspended seat (wide-cab only), which takes out any final roughness, and there’s plenty of leg and shoulder space to find a comfortable driving position, aided by a steering wheel that adjusts for reach, height and rake.

Instrumentation-wise it’s all easy to see, with columnmounted wipers, washers, indicators, exhaust brake and cruise control actuation.

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DRIVEN

The large-screen infotainment system displays vision from the rear-facing camera and locks in vision from the right and left-mounted blind-spot cameras fitted at the front of the chassis immediately behind the cab. Those familiar with the 300 Series will also notice the air intake has been extended in height to mount flush behind the cab roof on the driver’s side. This was changed in line with the new 4x4 version and continued across the range.

Running with just over one tonne of payload in each truck, the engine and automatic transmission showed how well they work together, with a performance ratio well up to the movement of traffic around Sydney streets. There was never any suggestion of sluggishness, despite each unit having turned over less than 2700 km at the start of the drive.

The 300 Series is light to drive, the steering for the wide cab is a power assisted recirculating ball design, while that of the standard cab is power assisted rack and pinion.

There is sufficient steering “feel” to satisfy most drivers and the truck tracks straight and true on the road, without any tendency to wander.

The turning circle is amazingly tight, seriously better than the majority of utes, and enabling the driver to turn the truck around without the usual back and forth shuffle.

may go the same way as the space saver tyre, largely now discontinued from Australian spec vehicles.

The light truck design has in the past been something of a lone forgotten sheep when it came to perceived safety, but, with the 300 Series, Hino has brought safety into being a major feature.

Driver protection starts with active safety, and the inclusion of ventilated disc brakes front and rear make sure the stopping department is up to top levels of performance. Anti-lock braking with vehicle stability control and traction control should temper the behaviour of any younger drivers that might let enthusiasm overtake their ability.

If something untoward does occur, the cab is rated to ECE R-29 rollover protection and cab strength, and is fitted with dual SRS airbags.

In terms of service and maintenance costs, the Hino 300 and its larger cousin the 500 Series are covered by fixedprice servicing with intervals of 20,000 km or six months.

Hino’s service network understands the trucking fraternity’s need for availability during the working day, with many of its dealerships offering out of normal hours servicing. So you can drop off your vehicle after work and collect it the following morning ready to start a fresh day.

The key to driver acceptance lies in the six-speed fluid automatic transmission, as this is able to push through the power supply smoothly and continuously without the annoying on-again/off-again/on-again shift protocol of the AMTs fitted to light commercials. AMTs work really well in heavy trucks, but universally become a real annoyance when fitted in light commercials and passenger cars.

Some dealerships also offer a mobile service unit option, and there are also contract maintenance options available for those that like that reinforcement of delegation with full record keeping. If something goes pear-shaped, there’s a full 24/7 breakdown service support in place.

The original justification for fitting AMTs was based on lower cost and improved fuel economy, but with some AMTs adding a price tag in excess of $2000, when the price of a fluid auto was usually around $1000-$1500, clearly debunks that argument. Hopefully in time the AMT

In a nutshell, the 300 Series rewrites driver expectations in terms of ride comfort and safety, producing a wellengineered and well-executed product range that’s not short of interior space, while offering a high level of equipment.

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PowerTorque ISSUE

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FEATURE

SWITCHED ON No longer a question of whether electric vehicles will replace diesel power, it’s now a case of “When?” Ed Higginson reports.

A

re the days of the combustion engine coming to an end? Alternatives to diesel and petrol have been around for years, but only in niche markets as people looked to electric, gas, hybrids, biofuels, and others to meet specific needs. Whether this was driven by the desire to be as environmental as possible, or by operators looking for a cost advantage, the market was limited with little volumes to help the innovators develop their products.

By comparison with alternative fossil fuels and synthetic fuels in recent years, the speed of development with the electric vehicle has grown substantially. And one business taking advantage of this has been SEA Electric based in Dandenong in Eastern Melbourne.

SEA Electric has emerged out of Patico Automotive, the importers and distributors of a large range of valueadding commercial vehicle products across Australia and New Zealand.

The company’s origin began in bus and coach building just over 10 years ago, and, with SEA Electric, it has widened its scope and is now producing full electric vehicle chassis, in a product range stretching from vans to 25-tonne trucks, each with a viable range of 180 kilometres on a single charge.

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SEA Electric has been quietly developing its electric products for the past seven years, with units going into service with a well-known transport business. These infield developments have moved the company to its current Gen 3 fleet line-up, with some of their first nine units about to hit our roads for Kings Transport.

As managing director of SEA Electric, Glenn Baird, explains, “Patents take time, our team of engineers has 10 years experience developing the products. We checked out full imports, but we found that it is just as economical to assembly here”.

As the development of each component is ever changing, SEA Electric is able to source the best products from around the world and bring them together in Melbourne.

“The intellectual property (IP) is in the drive system and marriage of componentry,” said Mr. Baird.

Available in four main specifications, the E4V has a GVM of 4495 kg, the EV10 with a GVM of 9000-11,500 kg can pull a trailer to give a GCM up to 17,000 kg, and the EV14 takes the GVM higher to 14,000-15,000 kg plus the option of a trailer with a GCM of 24,000 kg.

A LEGEND IN THE MAKING The SEA GHEV tops the range as a 17-tonne GVM electric truck based on a Hino chassis or for OEM’s own electricdrive conversions.

The range can be offered as a full vehicle ready to drive away, or as a powered chassis for an OEM with its own cab designs, or even as a mid-life engine rebuild option.

This last option provides the opportunity for the operator of a vehicle requiring a repower after a service life of operating on diesel, to view the alternative of electric power as a retrofit.

The appeal of electric vehicles has in the past been challenged by issues of reliability, range, usability and price. But, as with any new development, these are overcome as volumes pick up and inevitably more consumers become interested.

“The cost of vehicle battery cells was forecast to drop towards $300 per kilowatt hour by 2020, but it has already dropped to the $200 mark. This shows the development is much faster than we thought possible, making electric vehicles much more economical for urban deliveries. As the costs reduce, the density of the batteries has been increasing, meaning that they are becoming lighter, smaller and also with a longer range,” Glenn added.

The technology is modularised, and therefore scalable in their range from 4-tonne to 25-tonne. In terms of the motors, they are a permanent magnet motor with a direct drive to increase efficiency with regenerative braking to increase battery range.

The Li-NMC battery cells optimise density and specific energy and are placed under the cab in the space where you would usually expect to see the diesel engine.

Using this location assists with optimising weight distribution and space. Currently the range starts at 85 kWh with available increases depending on requirements to 130, 160 and 210 kWh. These outputs are increasing each year, with the system protected by a high-voltage interlock to ensure its safe operation.

The recharging of the vehicle on its return to base is completed through using a 380-volt DC inverter and a DC-DC converter, for which SEA Electric can assist with supply and installation. Mounted onboard each vehicle is a 22 kW charger to decrease charging time and potentially enable the driver to recharge whilst taking a scheduled break. The installation and availability of charging points can be part of a widespread network to suit the vehicle application and route travelled.

As part of the onboard “smarts” for each vehicle, some of the key components, such as the compressor and radiator fan, can have their operating speed varied by the vehicle control module to reduce the load on the battery supply to increase the available range.

The same applies to speed limiting, which can also improve the vehicle’s available energy levels. Each vehicle is fitted with a CAN-based diagnostics system to monitor the vehicle, with the data then transmitted back to base for remote proactive and reactive diagnostics.

One benefit of SEA-Drive’s modular system is that much of the componentry can be moved around the chassis to optimise the layout for the body builders, whether it’s a simple refrigerated van, fitted with a tailgate, or bodied as a small tipper or refuse truck.

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FEATURE The EV10, which was chosen by Kings Transport for its local distribution work, is an ideal distribution truck around town for the ever-increasing online shopping industry. With zero emissions and almost silent in operation it will be a great choice for many environmentally-focused businesses looking to save running costs.

In terms of specifications, the EV10 is powered by the SEADrive 120, with a range of 180 km on a single charge running at their average GVM and with 20 percent braking regeneration.

“The range is dependable on several factors, such as weight, speed, driving behaviour, percentage of braking and the use of other auxiliary equipment such as tailgates, but is constantly increasing with the new batteries. We will soon move to a 132 kWh battery from the 120 kWh on the EV10, which will give an extra 20 km of range for the same price, weight and size,” Glenn explained.

With a totally electric drivetrain, the EV10 has 150 kW of continuous power, with max power at 200 kW and a whopping 2300 Nm of torque, which is around the same as a Kenworth T409 ISX at 485 hp! This must certainly help with performance, with the EV10 capable of 0-50 km/h in six seconds and a top speed limited to 100 km/h.

Looking into the future, vehicle operators may well be discussing the merits of vehicle batteries rather than a straight-six versus a V8. The 120 kWh battery is a lithiumion unit (LiNoMnCoO2 – known as a NMC), and has a mass of around 600 kg with an expected life of 10+ years.

It has an energy density of 354 Wh/L and is certified to ECE Reg 100 REV 02.

Charging stations will need three-phase power to plug into the vehicle’s onboard 22 kW charging system, and this is claimed to provide the

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maximum charge in less than six hours. The DC-to-DC converter is 4 kW with a 24 V power supply.

The axles and suspension systems remain conventional, with the front using an I-section beam with double elliptical leaf springs and double-acting shock absorbers.

On the rear is a full floating single reduction axle with semi-elliptical leaf springs and auxiliary springs. The rear axle ratio is 4.33.1.

The braking system is fully air operated as a dual circuit with ABS and also comes with a regenerative braking system to return current to the battery from braking activity around the city.

Although much of what lies beneath the vehicle is different, the cab layout is familiar, with controls much more like a standard truck. The seat is the very comfortable ISRI airsuspended seat with an additional dual passenger seat. It is also fitted with AM/FM radio and USB connectivity, plus it can be optioned with GPS, power windows and mirrors, etc.

The vehicles are certainly impressive, and it will be exciting to see how far they will develop in the next few years. What is even more impressive is that this is being developed locally within Australia for export around the world, either by vehicle export or through licensing of the intellectual property of SEA Electric through potential joint ventures.

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THE TRUCKING BUSINESS IS A BATTLE... AND ONLY THOSE WHO ADAPT WIN. Rising costs. Demanding customers. Stiff competition.

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PowerTorque ISSUE 35

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FEATURE

T

here’s a refreshingly honest attitude of doing business that comes through every conversation with the senior executives at Scania. And it’s a way of doing business that extends right down through the ranks, from the boardroom to the workshop floor.

The Scania people are, in the main, extremely serious about where their products stand in the market today, and, more particularly, where they are going in the future.

Visitors to this year’s Brisbane Truck Show got to see the first appearance of the New Generation S-Cab, and now the company is starting to roll out further details of how the complete product range will be the subject of major upgrades.

In the weeks following Australia’s leading truck show in Queensland, Scania in Sweden released details of the first G20 sleeper cab for long-distance truck operations, together with an insight into its latest Euro 6 engine technology.

“Scania has significantly more on its introduction schedule for 2017 than there was during the extremely intense 2016 launch,” says Alexander Vlaskamp, senior vice-president of sales and marketing, Scania Trucks. “We’re now rapidly filling our new range with products and services so that the majority of customers can tailor solutions around Scania’s new generation of trucks, regardless of what application their truck is used for”.

Scania is continuing with the major roll-out it began last year, with more and more services and products going into production and being launched to customers.

THE SAFE SWEDE Don’t expect pointless videos dreamed up by an obscure marketing guru, with Scania it’s all about making the best choices for the customer 78

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THE SAFE SWEDE The order books are now open on a new generation of Scania’s five-cylinder engines, as well as the first variants of the new G-Cab. A number of services and performance enhancements are also being introduced, with most sharing a focus on improving productivity and total operating economy for European long-distance and forestry trucks.

The new 520, 580 and 650 engines join the 730-horsepower engine in providing customers with the best possible strength, robustness and productivity for maximum performance on the road. Each of the new V8s is characterised by advanced technical solutions that contribute to reduced weight, increased availability, and the eye-opening 7 to 10 percent reduction in fuel consumption.

In 2016, when Scania embarked on its biggest launch ever, the common themes linking the introduction were connected services, products for long-distance operations, and sustainability. Now the journey down this path continues with the introduction of more choices and solutions as production gets underway.

“Vehicle combinations with higher combined truck and trailer weights are a key factor in the shift to smarter transport,” says Alexander Vlaskamp. “They are also the reason behind the trend towards an increased demand for more powerful truck engines”.

Up until now, Scania has only released a small proportion of all the pending innovations, and only in Europe.

The company is now introducing a new generation of Euro 6 V8 engines that represent a new standard in fuel consumption. The engines, which are available at 520, 580 and 650-horsepower, can reduce fuel consumption by 7 to 10 percent for customers with vehicles that have higher combined truck and trailer weights, higher average speeds, or both. The new engine generation is Scania’s response to the growing trend in the transport industry towards heavier, longer trucks, and marks a new highpoint in the company’s engine building.

Ever since Scania introduced its first V8 close to 50 years ago, the engine family has been a favourite among demanding, premium-level customers.

Although other high-performance engines have since come onto the market, the modular construction common to Scania and the retention of a V8 design at the high horsepower end of the market remains particularly appealing to its traditional core base of owners and is aspirational to many operators that are yet to commit to the brand.

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FEATURE

The new V8 builds on many of the successful features from the earlier generations, but, in the latest version, out of approximately 650 components that make up the entire engine, 200 are completely new.

The cross-functional team that developed the new V8 engine focused on four key areas: fuel efficiency to improve customers’ profitability; serviceability to increase the vehicles’ uptime; improved production processes to increase quality for even better robustness; and a contemporary design to match the New Generation Scania trucks.

Interestingly, although the current focus is centred on the introduction of Scania’s New Generation range, the company has also reported a significant uptake in business relating to sustainable transport.

The increase reflects a growing demand for both products and services.

The number of vehicles that Scania sold that run on alternative fuels and hybrids increased by 40 percent in 2016, a proof point of the company’s efforts to lead the shift towards a sustainable transport system. In total, close to 5000 such vehicles were sold in 2016.

“Out of approximately 650 components that make up the entire engine, 200 are completely new” “The demand for vehicles that support the shift to sustainable transport is growing, and so is the demand for services that support fleet owners in reducing fuel consumption, and consequently also both carbon emissions and cost. This proves that sustainability and profitability go hand-in-hand,” says Henrik Henriksson, president and CEO of Scania.

Almost 40,000 of Scania’s customers’ drivers were trained in fuel-efficient driving in 2016. This is a year-on-year increase of 30 percent.

Ecolution by Scania is another area that has shown significant growth. A consultancy service that on average saves 12 percent in fuel and CO2 emissions for customers, the number of Ecolution by Scania contracts signed in 2016 increased by 37 percent from 2015, to more than 2700.

For more than 25 years, Scania has produced commercial biofuel solutions, and today the company provides the largest variety of engines for alternative fuels on the market.

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For your nearest participating dealer call 1800 4 IVECO or visit www.iveco.com.au * Terms & Conditions apply. Offer available at participating Iveco dealers. $57,950 includes dealer delivery fee and excludes on-road costs. 5 year / 200,000km factory warranty includes a standard 3 year / 200,000 km Iveco New Vehicle Warranty plus a 2 year Iveco Extended Warranty. 5 Year / 200,000 km Free Scheduled Servicing is based on standard scheduled servicing of 40,000 km or 12 months intervals. Excludes Government and Fleet Buyers. For further information see full terms and conditions at www.iveco.com.au or contact your local Iveco dealer. ^Once registered and insured.

FEATURE

BUILDING THE BUSINESS

Hino’s latest 500 Series is proving a worthwhile addition to the LEETS fleet of Western Australia – Report by David Meredith

T

here’s been a lot of press on the Hino 500 Series Wide Cab, including several pieces in PowerTorque recently as our various correspondents have commented on how this model continues the resurgence of interest in the brand that started down the weight range with the 300 Series.

However, the drive impressions of journalists can only go so far in terms of comment. An operator story is what’s been needed – how the truck performs in real-world conditions, with drivers who are in the cabs every working day.

My first drives of the 500 Series Wide Cab were memorable because of the contrast to the previous model. For several years the mid-range Hinos were a class behind the mainstream of Japanese trucks. Old styling, mundane fittings and adequate performance were compensated for by enviable reliability.

But the competition drew the most attention.

No matter what deals Hino could do, Isuzu kept stretching out its lead in the market.

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From the outset the new model impressed. A clean, fresh look, with a better-equipped cab, better control placement and more supportive seat made each drive a pleasure.

The turning circle was a noticeable improvement, and well ahead of rival brands. In the daily delivery market, this is a crucial asset, and one the fleet operators haven’t missed.

I’ve been expecting the truck would get a good reception in the cold hard world of a genuine work application, and it looked like the two new 500s bought by LEETS, in the Malaga light industrial area just north of Perth, would be a good place to start.

In 1998, Tony and Mick Martinovich bought an existing builder’s support business called Modern Hiring Beam and Lintel Sales. The name was later changed to LEETS. The premises in Malaga was perfectly placed to supply the residential building boom in the metropolitan area.

BUILDING THE BUSINESS After 19 years of growth and development, Anthony Martinovich, one of Tony’s sons, is now running the company. Anthony decided to join the business in 2003, after ‘an offer he couldn’t refuse’ from his father, and started on the shop floor, doing all the things any newbie would be required. His brother is also involved in the business.

But the mix of suppliers also means lead times vary from days to weeks depending on the product needed.

Anthony keeps close tabs on stock ordering and movements, balancing shifts in housing demand with a keen eye on established builders who are the business’s major customers.

Anthony steadily gained experience in the steel fabrication and supply market, gaining proficiency in the critical business of estimates, to the extent that he was made general manager.

The key to customer support is a strong record of on-time deliveries, and to that end LEETS has stuck with Hino trucks for its delivery fleet.

The company has seen a shift in its product sourcing over the years. What used to be 100 percent Australianmade steel is now spread between local and overseas producers, particularly those from Asia.

Quality issues are constantly under the spotlight to ensure steel and galvanising ratings are consistently in line with local industry standards.

The international testing and certification group, ALS Global, conducts quality audits each few months, testing thickness, steel strength and galvanising from a random selections of products.

Although the company has a five-year rotation schedule for its trucks, the recent market setback meant an earlier change would set the business up for future growth.

Two of the company’s trucks were at the four-year mark, so Anthony started pricing early replacements.

Additionally, the two trucks had served through the boom times and been worked hard, leading to more frequent brake reconditioning and clutch replacements.

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FEATURE Despite past relationships, it’s always good business practice to test the competition, so another dealer selling a competitive brand was invited to quote for the replacement.

But following the usual negotiations, the decision came down in favour of two of Hino’s new 500 Series Wide Cabs, a GH 1832 XXL wheelbase 4x2 and an FM 2632 XXL 6x4 with a further 800 mm extension inserted in the chassis.

The new trucks have impressed in many ways – more than just the pure financial common sense of a new truck and fresh warranty period.

The Allison gearbox is a big hit, particularly after a call to service people helped the drivers utilise the transmission’s electronic programming more effectively. The engine brake and retarder are a huge benefit, and the 320 hp six is never really stressed.

Eliminating clutch replacements, and reducing brake maintenance to a minimum was the cream on the cake.

I asked Anthony’s brother Matt, who is the operations manager, what he liked about the new trucks. “Turning circle, no gear changes, more power, reversing camera, and much less AdBlue,” was his immediate response.

“We now get through around three tanks of diesel before we have to top up the AdBlue,” he added.

He had one criticism. “We’d prefer a PTO that’ll run to 1500 rpm, but that rate hasn’t been approved yet”.

But above all things, manoeuvring ability and traction were the biggest wins from the driver’s point of view. The Hino’s tight turning circle has allowed better access at delivery points, and the diff lock and cross lock on the 6x4 have made easy work of kerbs that often interrupt some delicate reversing.

Matt said they used to have a rule for all their drivers: “Never go off the bitumen.” There were too many instances of a delivery truck getting stuck when a crossover left a wheel hanging in the air without traction. The new set-up has completely eliminated the previous concerns over the potential loss of traction.

The Hino’s extra-long wheelbase has enabled Anthony to task the trucks with jobs that previously required a truck and trailer, and, since putting the two new 500s on the fleet, the LEETS dog trailer has sat idle in the depot yard.

At the time the bodies were being built for the new trucks, the trailer was considered essential, and so the bodybuilder placed the Effer 100 cranes at the rear of the chassis to access both load beds. The 6.2-metre body and trailer allowed several site loads in one trip, however, with the 8.0-metre body on the 6x4, the two trucks are now able to manage all deliveries as rigids.

There has been some discussion about relocating the cranes to the front of the chassis now that trailer loads aren’t required. But the drivers reported that deliveries were easier without having to make sure the crane cleared the truck cab. So the cranes have stayed put.

LEETS does most of its own general servicing, with major work sent to the local dealership, WA Hino. As is often the case, the relationship between LEETS and WA Hino started with a personal friendship. Tony Martinovich and dealer principal, Paul McGovern, knew each other before Tony bought the business, and had stayed in touch during the development of their business careers.

Ultimately, the latest Hino 500 chassis and spec have proved to be the perfect fit for the company’s delivery requirements. So much so, Anthony says the Hino’s have allowed him to put much of his fleet management work aside for a few years and focus on growing the business.

The specs of the new Hino 500 Wide Cab look like being a much stronger challenge to Isuzu’s dominance in this market sector.

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DRIVEN

UP CLOSE & PERSONAL W

hen it comes to presence on the road, there’s nothing subliminal about the RAM 2500 Laramie that PowerTorque Magazine is evaluating over the first 12 months of its life. No matter how nondescript the driver might aim to be during his or her travels, rest assured this is one vehicle that stands out from the crowd.

With its high bonnet, wide cab and long wheelbase, the RAM can be challenging when negotiating the urban jungle, not least because the bonnet height is often matching the roof height of the average hatchback.

Where it comes into its own is out on the highway, as the 6.7-litre Cummins turbocharged diesel under the hood ticks over at around the 1100 rpm mark while the speedometer is registering the legal highway maximum.

The RAM generates questions from passers-by wherever you happen to park, especially in Northern Queensland where mine application vehicles are plentiful, together with the ever-intrepid band of grey nomads towing combinations that are usually illegal and potentially dangerous.

The first question is usually about fuel economy, with the onlooker expecting a tale of woe about fuel consumption.

As far as the fuel cost per kilometre is concerned, the RAM is consistently returning 10 l/100 km on a highway run, with around-town consumption figures averaging 13.4 l/100 km. This is without towing, and for general driving over long distances with typical runs being of 1200 km.

When it comes to towing, the RAM moves into a class that’s well above any of the Japanese-style utes competing for your attention. Forget the 3000-3500 kg maximum towing limits we have come to expect from Rangers, Colorados and the like, the RAM comes in with towing limits of 3500 kg for a 50 mm towball, rising to 4500 kg when using a 70 mm towball and increasing further to 6942 kg when using a pintle hook.

The gross weight of the trailer determines the type of connection necessary to keep thing safe and legal on the road. Although every day on the highway it’s possible to see gross trailer weights much higher than the 3500 kg limit being used with a 50 mm towball, it is rare to see any vehicle using a 70 mm towball, and rarer still to see a pintle hook in use for any vehicle other than a truck hauling a plant and machinery trailer.

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There will obviously be a fuel consumption penalty when towing high gross weight trailers, but with the six-cylinder, 6.7-litre Cummins diesel pumping out 276 kW of power at 2800 rpm and with a peak torque rating of 1084 Nm at 1600 rpm the act of towing ends up being an easy-going affair.

Good fuel economy, even when towing high weights, is benefited by the six-speed automatic transmission where 4th gear is direct drive 1:1 and the top two ratios are overdriven at 0.82:1 and 0.63:1.

With 1084 Nm of torque the engine can easily cope with those ratios, without requiring the engine management system to hunt through ratios.

Being based in Queensland and running at night between Rockhampton and Cairns, with the occasional 1200 km trip south to Brisbane or 2000 km to Sydney, means there’s a risk of animal impact when out on the highway.

To counter the possibility of damage we visited TUFF Bullbars Australia at its head office in Toowoomba to add one of the most durable bullbars we have come across in our travels.

The risk of impacting an animal at night on northern roads is not just confined to the occasional lone kangaroo. The danger could equally come from wandering cattle or horses, so protecting the front and sides of the vehicle becomes an integral part of making it to your destination.

TUFF Bullbars are available in steel or polished aluminium, and for the RAM 2500 we went with the alloy option complete with side rails linked to side steps. This multiple position mounting system spreads any impact loads to the longitudinal chassis rails as well as the front closing members of the chassis.

THE RAM REPORT

“No matter how nondescript the driver might aim to be during his or her travels, rest assured this is one vehicle that stands out from the crowd�

Prior to having the TUFF bar fitted we had checked the weight distribution of each of the axles of the RAM at the local weighbridge at Toowoomba Grain Storage and Handling. In standard trim, and with a full 117 litres of fuel and some cargo, the RAM 2500 tared off at 3820 kg. The front axle capacity is quoted by the manufacturer at 2609 kg with the rear axle being 3176 kg.

Before adding the TUFF Bullbar it was necessary to remove the standard factory-supplied side steps and front bumper bar, and, when we reweighed the rig after adding the bullbar, the total tare weight was differed by around 120 kg from the original weigh ticket.

Staying within manufacturers recommended weight ratings for axles is vitally important to ensure maximum durability and safety. In this instance, with the new bar, side rails and steps fitted, the tare weight was 3940 kg, with the front axle split weighing at 2440 kg. Front ride height decreased by 10 mm on each side, staying unchanged at the rear.

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Having completed the fitment of the alloy bar and side steps, before we headed northwards we called in to the local Toowoomba branch of JAX Tyres, where Steve Berlin and his team quickly had the RAM hooked up to check whether a change in weight over the front axle could have altered the steering geometry with changes to caster and camber angles.

Wheel alignment and castor and camber settings can be influenced by a variety of reasons, including whether the original suspension design was intended for lefthand or right-hand-drive application, plus the road camber prevalent in a particular area. That’s where local knowledge of a tyre expert becomes doubly important.

Adding a bullbar will inevitably mean a change in weight distribution, and if not checked and corrected the result will be seen in reduced tyre life and increased tread wear.

To maximise tyre life and suspension performance the industry recommends regular steering geometry checks, as well as tyre rotation at 10,000 km intervals.

No self-respecting bullbar is complete without a decent set of driving lamps. For the RAM we turned to HELLA and fitted a pair of Luminator XENONs, teaming up a spread beam and pencil beam for maximum effect. Whereas the Luminator LED version is currently only available in a pencil beam spread, the Luminator XENON system provides a wider beam spread extending forwards to almost 500 metres and widthways out to 40 degrees left and right from the straight ahead position, making this ideal for country road running.

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LED light bars are increasing in popularity, but there’s a wide range of variance in terms of performance. HELLA makes two versions, a 350 mm length and a 470 mm length, with the former available configured to pencil beam or spread beam, but with both spread and pencil combined on the latter. The HELLA LED bar light features optical lenses that produce a similar beam spread to that of a round lamp, but from a bar design that may be easier to mount in confined spaces.

The beam spread of the HELLA 350s extend to 300-350 metres, adding a high fill-in factor to complement the longer beam spreads of the Luminator XENONs. The result is an excellent combination for highway night running in country areas.

Increased vehicle visibility to oncoming traffic during daylight hours is improved by fitting LED daytime running lamps.

With added safety in mind, we fitted HELLA’s latest surface mount flat bar lights. Each unit contains 10 highpower LEDs to suit forward facing application, plus there are specific models available to mount on 15-degree and 30-degree angle offsets such as swept back side bar sections. These enable the unit to still project its light forwards towards oncoming vehicles.

It’s common practice on country roads during daylight for many vehicles, especially those built to mining spec, to travel with the vehicle headlamps on dipped beam. LED daytime running lamps take much less current draw but

THE RAM REPORT

project their beam forwards, towards the oncoming traffic, rather than downwards towards the road surface.

Communication out on the highway can provide advanced warning of traffic congestion or more serious problems, providing strong justification for fitting one of the latest UH9050 UHF CB mobile radios from Uniden.

Suitable for 12/24-volt fitment, this 5-watt output CB returns to the idea of having a 1 DIN sized receiver with one big on/off and volume switch plus a large digital display of the selected channel. Having trialled the alternatives of having all controls on the handpiece, I much prefer the quicker recognition of the basic functions, especially in dim lighting.

The Uniden UH9050 comes with all the SMARTS for effortless communication with innovative features such as Smart Mic, Master Scan® and a built-in scanner.

Smart Mic technology features on the heavy-duty speaker microphone allowing users to simply push a button to switch between 100 user-programmed channels, the voice enhancer, call tone and SELCALL. Master Scan® enables uninterrupted communication on not just one channel, but a group of channels. If the current channel is interrupted by others outside the group, all radios in the group will automatically switch to a new clear channel allowing for communication to continue seamlessly.

With the addition of the Triple Watch feature, it’s also possible to monitor two channels plus a standby channel.

The radio is built with dual speakers in the head unit, and speaker microphone with the option of an additional speaker connecting to the rear of the unit.

The built-in voice enhancer feature allows the UH9050 to choose different audio level settings (Normal, Bass, Midrange and High) to provide a natural voice enhancer for super clarity and performance.

The voice scramble function lets businesses conduct private communication by scrambling the voice signal, preventing other users, without special scrambling equipment, from understanding the conversation.

Using the dedicated Uniden antenna simply enhances the compatibility of the unit, which is priced at $399.50.

Uniden offers over 15 antennas and they are available in two strengths (3 and 6 dBi), catering for the best signal in any environment, from suburban areas and rural locations, to heavily forested and hilly country.

Each antenna has unique features including flexible rubber whips for high terrain or city environments, a portable magnetic antenna for people on the move changing in and out of different vehicles, antennas with heavy-duty springs to allow for tough terrain or heavy-duty use, along with a four-wheel-drive specific antenna.

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PERESTROIKA

Moscow struts its stuff as the rest of the world looks on.

Words and images by Sven-Erik Lindstrand

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he restructuring of Russia by Mikhail Gorbachev originally referred to increased automation and labour efficiency. Today the Russian Federation is actively involved in events on a global scale, with the COMTRANS Expo being the largest truck show in Europe this year.

Even by Russian standards COMTRANS is a big deal.

Moscow played host over five days to the largest truck and transportation exhibition in Europe in 2017, showcasing the industry at the Crocus Exhibition Centre, the nation’s most modern facility that was completed just 10 years ago.

The Russian truck market fully follows the economy of the country. Much depends on world market prices for oil and gas, which is the country’s most important source of export and revenue.

After two weak years, the truck market has now stabilised, and the Russian market is making a comeback this year with increased volumes.

This was clearly the focus at the 14th COMTRANS event, with an exhibition space covering 40,000 square metres, an increase of five percent over the show in 2015. Originally COMTRANS ran every year, but, since 2011, in common with other international truck events, it has operated biannually, alternating with the IAA in Hanover running to the same intended timing as the NACV in North America.

There are just over eight million commercial vehicles registered in Russia. Roughly half of the Russian truck population are light trucks (LCV); about 45 percent are 90

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medium-heavy and heavy-duty trucks, with the remaining 5 percent apportioned to tourist coaches and city buses.

Sales are proving to be cyclical, and, after all-time high sales in 2012, the market fell dramatically and reached its bottom in 2015, which was as low as the crisis year 2009.

Since 2009, the number of vehicles on Russian roads has increased by over 13 percent or almost one million vehicles. Over half of these were manufactured before 2002; thus, every other commercial vehicle in Russia is over 15 years old. But the truck population is changing.

From January to July this year, 31,100 trucks were manufactured in Russia, which is 47 percent more than in the same period last year.

A quick glance at the traffic through Moscow confirms the aging truck population plus the high traffic congestion encountered daily. Also notable is the low level of attention paid to load restraint, with many trucks on the road carrying cargo in such a manner that it would be considered illegal in other countries.

The heavy truck market in Russia comprises 70 percent of domestic brands such as KAMAZ, Ural and GAZ and includes the Belarusian MAZ from Minsk.

The Asian block countries from Japan, China and Korea with brands like Hino and Isuzu, FAW, Foton and Hyundai, contribute 10 percent of the market. This leaves the remaining 20 percent of the market to be harshly contested by the European manufacturers, known locally as the “Big Seven”, with the majority of the Western manufacturers having local assembly in Russia as the result of high import duties on new trucks.

PERESTROIKA

At first sight it’s difficult to analyse exactly which brand holds the strongest individual identity, due to product and technology sharing. One example here is KAMAZ, which presented the new 54901-K5 prime mover that is based on product sharing with Mercedes-Benz from where it sources the latest Actros cab. Under the cab floor, however, is the new KAMAZ P6 Series straight sixcylinder Euro 5 or Euro 6 engine with power of 380 hp to 550 hp, matched to the ZF TraXon automated manual transmission. Russian manufacturers are increasingly using high-quality components, and JOST turntables are another example.

Manufacturers such as GAZ are perhaps better known through the formation of joint manufacturing ventures with several Western automotive companies including MercedesBenz and the Sprinter van range. GAZ also manufactures special vehicles aimed at tough off-road use in extreme conditions under the URAL truck nameplate. Although not yet often seen outside the Russian Federation, the company displayed a right-hand-drive version at COMTRANS, suggesting that export opportunities are currently under consideration. For those looking for new products, GAZ debuted the Sobol All-Terrain Crawler, with go-anywhere ambitions matched with amphibious capability.

The Belarusian MAZ company from Minsk showed three new truck models and a new 420 hp six-cylinder Euro 5 engine from the giant Yaroslavl engine factory. This once supplied the former Soviet Union with virtually all manufacturing of large diesel engines in the country, with many destined for installation in combat tanks.

The largest among the ranks of the importers is Volvo Trucks, which has notched up a total of 44 years selling into what is now the Russian Federation. The Volvo Truck history dates back to 1973 when the company got its first major order from the then Soviet Union for one hundred Volvo F89 tractor units intended for international traffic by the Russian governmental transport company SOVTRANSAVTO. The F89 was the first comprehensive delivery of a western truck maker and it became the precursor to the introduction of the Volvo F12, which also sold in large numbers to the Soviet Union.

At COMTRANS, the Volvo line up amounted to seven trucks on display, including the “Swedish Flag” Performance Edition, which in Russia is badged as the FH Viking. The central focus of the stand made capital from the attendance of Scandinavian truck race driver Boije Ovebrink, who posed for autographs alongside his Iron

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Knight speed record breaking race truck that boasts a power output of 2400 hp.

With Volvo heading the efforts of the importers, second and third place was a tie between Mercedes-Benz and Scania. The Södertälje brand is a veteran in Russia with an over 100-year history in the country that dates back to the time of the Czar.

Scania, which has a truck assembly plant in St. Petersburg (formerly Leningrad), has a great story to tell this year, and ahead of the Australian introduction of its New Generation product range the Swedish company was actively promoting its immediate availability. In doing so, its executives were able to take home the award for Truck of the Year in Russia Back in 2008, Daimler Trucks acquired a 10 percent stake in KAMAZ, the dominant domestic manufacturer. Thus, Mercedes and Fuso gained access to a large dealer network with many service points, and this in turn led to further expansion and involvement that saw the German manufacturer increase its shareholding to 15 percent.

Together, the two companies own a 50-50 percent joint venture named Daimler KAMAZ RUS, creating a conglomerate that builds the Actros, Atego, Axor and Unimog models as well as FUSO Canter.

Having built a new cab factory from which KAMAZ and Mercedes-Benz both draw their supply, and with the sharing of a joint purchasing organisation, the level of cooperation has continued to grow. Since 2000, the company’s factory in Naberezhnye Chelny has built a total of 20,000 trucks, of which 12,000 were Mercedes-Benz and 8000 FUSO.

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Heiko Schulze, CEO of Daimler Kamaz RUS, made it clear to PowerTorque that he has a clearly stated goal to become No.1 among the imported brands, and with this objective he now oversees a dealership base of 70 retail and service outlets. The product range for Russia covers the previous Actros and Axor models with V-engines, and from this year also the most recent Actros model, together with the latest cab to accommodate the straight sixcylinder HDEP Euro 6 engine.

PACCAR is also now participating in the Russian Federation, premiering its new DAF XF 480 FT Super Space Cab, which goes on sale early in 2018.

Renault Trucks is presently the smallest competitor amongst the Big Seven, but is working heavily to push its new Volvo inspired product line in an attempt to regain the 10 percent market share it once enjoyed with the previous Magnum and Premier models.

Chinese manufacturers FAW (First Auto Works) and Foton appeared, while Dong Feng, with whom Volvo has a major stake, was strangely absent. South Korean manufacturer Hyundai also had a presence with the launch of its “Mighty” model.

Fuel quality, and in particular sulphur content, can vary greatly across the Federation and this affects the introduction of stiffer exhaust emissions legislation.

Currently set at Euro 4 levels, new trucks are generally now compliant with Euro 5, with operators running into Western Europe selecting to operate with Euro 6 compliant engines.

THE LATEST INNOVATIONS IN

TRAILER TECHNOLOGY

TRAILERTORQUE

FUNCTIONALITY Driver assistance technology moves a step forwards with WABCO at the NACV Show

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he continuing advance of driver intervention safety systems continues for the truck industry with WABCO announcing extensions and upgrades to the connectivity of its latest technologies.

OnLaneASSIST is the first application of active steering technology in WABCO’s portfolio of Advanced Driver Assistance Systems (ADAS) and follows the company’s recent acquisition of R.H. Sheppard Co., Inc., well known as a major supplier of steering technologies for commercial vehicles, together with the signing of a cooperation agreement with Nexteer Automotive, a global leader in intuitive motion control.

The aim of the WABCO display at the NACV was to show its readiness for the introduction of autonomous driving – and whether you may personally feel that it does not have a place in the Australian transport industry, the technology is nonetheless of interest.

WABCO’s OnLaneASSIST helps improve commercial vehicle safety by avoiding collisions related to unintentional lane departures. It leverages unique active

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steering technology and a forward-looking camera to provide active lane correction functionality.

OnLaneASSIST contributes to vehicle safety by detecting lane markings and continuously evaluating the vehicle’s position relative to them. It also distinguishes between planned lane changes and lane drifting. In the case of lane drifting, the system autonomously intervenes before the vehicle unintendedly leaves its lane by applying a correction torque to the steering wheel to return the vehicle towards the lane centre. OnLaneASSIST also smoothly releases the torque as soon as the proper driving path is re-established.

OnLaneASSIST is WABCO’s first Advanced Driver Assistance System based on Sheppard’s US marketleading steering technology integrated with Nexteer’s steering automation technology. The acquisition of Sheppard provides key capabilities for lateral vehicle control through active steering, complementing WABCO’s leading technologies in longitudinal control through active braking, stability and suspension controls. Full dynamic control of commercial vehicles – both lateral and

FUNCTIONALITY

longitudinal – is necessary to progressively achieve the industry’s vision of autonomous driving.

WABCO has well established its position in recent years for its industry-leading portfolio of active safety systems such as OnGuard, the industry’s first independently supplied suite of solutions for collision mitigation or avoidance.

With more than 325,000 systems sold worldwide, WABCO’s OnGuardACTIVE, which provides active braking on moving, stopping and stationary vehicles to mitigate or prevent impending rear-end collisions, also claimed by the company to provide superior performance in poor visibility conditions, when compared to other systems in the market.

WABCO’s OnGuardMAX is the company’s most advanced emergency braking system to date, with the ability to bring a commercial vehicle to a complete and safe stop from highway speeds to avoid rear-end collisions with both moving and stationary objects.

As an example of what operators might expect at the next level of development, WABCO chose the NACV Show to preview OnGuardPLATOON. This pioneering technology combines OnGuardACTIVE functions with vehicle-tovehicle (V2V) connectivity and helps to safely link two or more prime movers and single semitrailers within a reduced vehicle following distance. By forming virtual road trains on highways, vehicles can improve fuel savings by up to four percent due to the improved aerodynamics.

This technology advance may be interesting for European and US operators looking for ways to safeguard platooning, but of course in the Australian market our options for running multi-combination units and road trains offer far greater benefits, having one driver and one prime mover hauling four trailers, without having to rely on multiple drivers and radar technology to keep them together.

One option that might be of interest in certain urban applications is WABCO’s OnCity Urban Turning Assist System – a breakthrough technology to help protect pedestrians and cyclists in city traffic.

OnCity, a unique single-sensor solution, is the commercial vehicle industry’s first collision avoidance system that uses LiDAR technology for the purpose of object detection, including pedestrians and cyclists.

WABCO’s OnCity visually and acoustically alerts the driver of a potential collision with unprotected road users both right before and during a turning manoeuvre. Should the driver fail to take corrective action, it will autonomously apply the brake to prevent collisions.

WABCO is also actively investigating alternative fuels and drive systems, as illustrated at the NACV through it having provided a broad spectrum of core technologies to Cummins’ recently introduced AEOS electric truck demonstrator, including its advanced braking system and steering gears.

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For specific application in the trailer industry, WABCO’s next-generation Trailer Anti-lock Braking System (ABS) delivers an increased level of efficiency, safety and connectivity to fleet operators through enabling 20 different key trailer functions of the company’s Intelligent Trailer Programme, including traction help, axle load and tyre pressure monitoring.

The system enables the collection and processing of a wide range of actionable trailer vehicle data through which an operator can monitor alternatives for lowering transportation costs and fuel consumption.

The rear of the trailer has also come under scrutiny via WABCO OptiFlow Aerodynamic Solutions with the development of WABCO’s OptiFlow AutoTail, the first aerodynamic tail in the US to feature automatic deployment and retraction.

The OptiFlow AutoTail deploys and retracts tail panels based on driving speed as determined by sensors linked to WABCO’s Trailer Antilock Braking Systems. The company claims the device is able to deliver fuel savings of up to 4.3 percent at highway speeds based on SmartWay test protocol. In addition, WABCO OptiFlow TrailerSkirt, a lightweight aerodynamic side skirt for trailers, can provide up to five percent fuel savings at US highway speeds.

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Although considerable emphasis at the NACV was placed on future technologies for autonomous driving, it’s important to also remember the strengths of WABCO in its driveline products.

As one of the market leaders in the supply of single-piston air disc brakes, WABCO claims its designs provide the industry with the lightest and highest performing singlepiston air disc brakes for commercial vehicles through its products such as MAXXUS heavy-duty air disc brakes for trucks and MAXX22T units for trailers, offering shorter stopping distances and easier, faster maintenance than conventional drum brakes.

With 25 percent fewer parts compared to other air disc brakes available in the market today, WABCO units feature superior reliability, faster serviceability and expanded service intervals of up to twice that of traditional drum brakes. Having invested $20 million in a new manufacturing facility in North Charleston, S.C., to localise production in the United States, WABCO claims that fleets specifying MAXXUS and MAXX22T air disc brakes can expect payback in less than two years.

TRAILERTORQUE

THE PURPOSE OF LIFE R

Are landfills a thing of the past?

Repurpose It believes so!

– Report by Ed Higginson.

epurpose It is a resource recovery business based in Melbourne, which holds the fundamental belief that landfills are a thing of the past and that all waste can be converted into valuable resources.

As a startup business that has been in operation for just six months, the director and founder, Anthony van Schaik, has a strong belief that everything currently going into landfills around Australia can, and should be, processed and reused. With the backing of some strong investment from members of the waste management industry, it seems that many believe that Repurpose It will make this vision a reality.

With a 150-acre clean fill site in Northern Melbourne near to Somerton, Repurpose It is busy setting up a major recycling precinct to handle all types of waste.

These include green and organic waste, construction and demolition waste, commercial and industrial waste, municipal solid waste and solid inert waste.

By sourcing the best equipment and techniques from around the world, Anthony believes the company will be ahead of the industry.

“We are investing heavily in washing, screening and recycling technology from Europe, which is around 10 years ahead of the industry here. Once we are set up, this 150-acre site will house a recycling precinct, an industrial precinct and complementary businesses such as landscaping and construction material supplies plus more,” said Anthony.

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“An example of this is a road-sweeping cleaning plant that we’ve sourced from Ireland. The plant will wash all of the material that a road sweeper picks up, and then separate the components so we can reuse the organics, clean sand, rock, grit, glass and hydro carbons”.

Anthony also plans to add robotics for recycling and picking of waste.

“We’ve been looking at Denmark, Sweden, Ireland and the UK to learn the best techniques, as these countries seem to be the leaders in the world for recycling,” said Anthony.

In order to move all of the various materials to and from their site, Anthony knew the company needed to go for moving-floor trailers. One of their first purchases was a Titan heavy-duty trailer with a Walking Floor ® unloader from Canada, sourced through their agent, Thinwall Trailers Australia based in Mount Gambier.

Titan Trailers was started back in 1973 in Ontario, Canada,

by Mike Kloepfer, and through patented Thinwall extruded aluminium panel design, the company has built a reputation for strong, yet lightweight trailers for demanding applications.

THE PURPOSE OF LIFE

The Thinwall Trailers range has focused on KEITH WALKING FLOOR trailers, end dump, tippers and hoppers, all designed to haul waste, scrap metal, aggregates, grain and forestry products around the world.

From looking at the corporate website, there are some very interesting configurations supplied into various markets from Canada, to the USA, Southern America, Europe, UK and into Australia. The lessons learned from local market knowledge is helping the company to design products that are fit for the task in the specific region, all with very different legislation. This is where Thinwall Trailers Australia comes in.

The trailer that was built and supplied to Repurpose It is a 14.63 m long tri-axle trailer set at 4.3 m overall height to give a volume capacity of 97.5 m3, making it ideal for waste transport. Due to Titan’s patented designs and use of aluminium, the trailer tares at just 11,094 kg, which is impressive considering the solid roofs and rear doors, both fitted with hydraulics.

The Thinwall Trailer body is constructed from aluminium patented Thinwall horizontal tongue-in-groove joints that allows 100 percent machine welding inside and out for end-to-end strength, and also a full aluminium chassis.

To add to the look, the trailer is also fitted with the full aluminium mudguards, or fenders as the Americans like to refer to them.

For the unloading floor mechanism, Titan uses the KEITH V-Floor ®, with nine-slat Galosh RUNNING FLOOR II drive unit. As one of the premier global manufacturers of moving-floor unloaders, KEITH Manufacturing Company is an American business that started back in 1973, initially for farming equipment but soon developing into the provision of systems for unloading crops from machinery.

This resulted in the family business expanding into the development of unloading systems, and with 60,000 units supplied to date the company holds over 250 patents, supporting and supplying its products on a global basis.

The axles come from Hendrickson with AAT250 INTRAAX air suspension fitted with WABCO’s 4S2M EBS on drums and Bridgestone tyres. JOST supplied the landing legs as AX141.G1.17, and all the lights are LED from Truck-Lite, in the unmistakable American round style.

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TRAILERTORQUE Some of the optional extras that were included for Repurpose It were a hydraulic flip-roof that forms a watertight seal when closed, plus the inclusion of an overslung hydraulic back door with self-locking mechanism.

These features enable the driver to load and unload the trailer without having to get out of the truck, a great safety feature considering some of the locations that the units have to access. The trailers for Repurpose It also come with push blocks and tow shackles on the rear just in case the truck gets bogged on the landfill sites.

To operate the trailer for Repurpose It, Anthony has partnered with his brother Doug, and Doug’s son Brayden, the operators of Healy Road Transport.

Brayden has been operating the Titan trailer since it arrived in the country, using a 2007 Kenworth T404, and his experience with it has been good so far.

“The trailer has been great, it tows really well and has stood up to some tough conditions where we go. The hydraulic back door and butterfly lid are great too, as we don’t need to get out to start loading or unloading on the waste sites,” said Brayden.

On the day that PowerTorque joined them in North Melbourne on their new site, Brayden was bringing in waste organic material to stockpile. With a simple push of a button, the flip roof opened, then the rear door hinged up, all within a couple of minutes. Then the floor quietly started to work its magic and the product was quickly pushed out of the rear.

“The trailers can also be optioned with a KEITH Sweep System to clean the floor of the trailer as it unloads, reducing payload cross-contamination. The automated system eliminates the need for brooms or manual tarps so the operator never needs to enter the trailer, providing a safer working environment. Specific sweep systems are based on the floor profile and the material unloaded.

“Once the process is finished and the truck is ready to roll again, it is clear why walking floors and bottom dump trailers are becoming more popular than tippers.

“We have heard of tipping trailers where the rear pivot pin has snapped causing the body to shear off when it was half in the air as a result of the stresses caused by tipping on uneven sites. Walking Floor ® systems are a lot safer on landfills,” said Brayden.

With a plan to achieve processing of up to 2000 tonnes a day once the site is fully operational, Anthony is keen to look at more trailers.

“We have been very happy with our first Titan trailer, which we picked after looking at the alternatives. We are currently looking at adding another, and more will follow as we get going,” he added.

It is always impressive to see startup businesses beginning, especially ones that intend to change an industry. PowerTorque looks forward to getting back out on site soon to see the team in full operation, and to see how the fleet expands as demand grows in the future.

“Now we just have to let the product push the unit forward as it unloads,” Brayden explained.

“It only takes around 10 minutes, or a little longer if we need to clean the floor, but we don’t need to worry if the product is coming back to the site for processing.

“It is clear why Walking Floor® and bottom dump trailers are becoming more popular than tippers” 100

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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.

Carrier Transicold Australia Nationwide Ph: 1800 448 166 www.transicold.carrier.com.au

Performance data dependent on a range of operational settings, environmental conditions, and model type. Data is based on the Vector 1550-T Low Noise model. © 2017 Carrier Corporation.

TRAILERTORQUE

THINKING OUTSIDE THE SQUARE BPW continues to expand its latest technology across a broad range of interests.

I

ntelligence, energy and outstanding connectivity are no longer just attributes of employees, they also relate to the qualities expected to be included on the latest truck and trailer equipment joining a modern transport fleet.

German manufacturer BPW is certainly at the forefront of the industry when it comes to presenting a range of intelligent solutions for the transport and logistics industries.

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BPW recently demonstrated how intelligently configured and digitally interconnected trailers are now enhancing the efficiency, safety, environmental credentials and economy of transport.

Produced by its subsidiary, Idem Telematics, the third generation of the telematics portal Cargofleet 3 is now being rolled out globally. At the same time, BPW is previewing the future of inner city logistics with the latest generation of its electric drive for distribution vehicles.

THINKING OUTSIDE THE SQUARE Digital connectivity is radically changing the significance of the trailer in the supply chain. No longer merely just connected to the prime mover, the trailer has advanced to become an integrated and intelligent contributor to logistics management.

Against this background, Idem Telematics has been further developing its online portal in compliance with the needs of both customers and the industry.

The Cargofleet 3 portal now offers much greater diversity and a more intuitive user interface. Based on open system architecture, the platform interconnects hybrid fleets, fleet operators, dispatchers and drivers. It exports data gathered from trucks, trailers, vans and demountable swap bodies, and displays the relevant information on a user-friendly menudriven interface.

The goal is to achieve end-to-end transparency along the transport chain, encompassing the demand-driven processing and exporting of all data concerning the freight order, transport operation, road behaviour and cargo, as required by the target group.

BPW is developing its new technologies across a far broader framework than axles, suspension systems and brake options. One interesting example of this broader range of development is BPW’s hub generator ePower, which was announced at the last IAA Hanover Truck Show.

When the vehicle’s brakes are applied, the generator recovers energy and supplies it to power equipment on the trailer, such as the refrigeration unit. The benefits are obvious, providing the ability to dispense with the noise and emissions developed by the stationary engines used to power fridge units on trailers, coupled with a reduction of weight. Field trials start later this year.

The drive is emission-free and recovers braking energy.

Active steering assistance ensures especially good manoeuvrability, which makes eTransport an interesting proposition for the final delivery stage. Charging can take place overnight within a few hours and is sufficient for at least one day’s driving in an inner city goods distribution environment.

With pre-series testing already underway in Germany, this solution not only achieves unprecedented manoeuvrability in commercial vehicles thanks to torque vectoring, but is also a scalable system that can be optimised to match a variety of customer requirements.

BPW has already revolutionised the operation, maintenance and servicing of trailer axles with its popular 9 t ECO Plus bearings. Their enclosed design prolongs service life and achieves maximum availability. Following their introduction in 2000, ECO Plus bearings quickly became a best seller and redefined the benchmark for economy within the industry. Its success in operation has resulted in the company supplying more than three million axles with ECO Plus bearings to date.

BPW also used the last IAA Show in Hanover to showcase an electric drive concept for zero-emission inner city logistics. Marking a departure from conventional e-drive systems, BPW is not simply replacing the internal combustion engine, but integrating a drive and power accumulator in the axle and running gear in a space-saving and lowweight configuration. The unit can be integrated in a wide variety of vehicle models and can be retrofitted to existing fleets and supplied as an OEM system for new vehicles.

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TRAILERTORQUE Australia also plays its part in the development or proveout of new technology, and, following its successful adoption in the Australian market, BPW is now making available the ECO Plus principle in the heavyweight division as well within the European market.

European operators can now experience all the benefits of ECO Plus bearings, which are now being made available for 12 t NH and KH-series low-loader axles. These include fast brake lining renewal thanks to Formula-1-style wheel end (hub and brake drum) removal, a single integrated torque limiting hub nut for automatic adjustment of bearing clearance, convenient bearing lubrication by grease cartridge, and the ECO Seal system. Short downtimes are ensured by the worldwide availability of DIN-ISO tapered roller bearings and interchangeable elements.

“We take great pride in rolling out the systemic benefits of ECO Plus bearings in the low-loader segment as well,” comments Bernhard Rossenbach, head of product management at BPW in Wiehl. “Vehicles in this category are exposed to extreme mechanical stresses arising from high loads and other operating parameters – which underlines the tremendous maturity and sturdiness of the product we have developed”.

BPW Bergische Achsen KG has initiated series production of a forged aluminium hub targeted at lightweight semitrailers, and tankers and silo vehicles in particular.

The hub can reduce axle weight by 18 kilograms and therefore curtail the weight of a three-axle unit by 54 kilograms. Customers in Germany and Sweden already benefit from this new solution.

To be successful in transport means, where possible, reducing tare weight to carry higher payloads. A simple calculation illustrates the size of the gain: a weight reduction of 54 kilograms enables a heating oil tanker

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to carry an additional 64 litres. The extra load capacity enables a European transport operator to boost revenues by as much as 540 euros (AUD $800) a year. Further benefits accrue for the operator from being able to reduce the number of vehicle movements, which in turn results in lower emissions. When the vehicle is empty or carrying a part load, moreover, the lighter vehicle weight is reflected in decreased fuel consumption.

The forged aluminium hub is initially available for ninetonne axles with the BPW disc brake ECO Disc (TSB 3709 and TSB 4309), zero offset and the 335x10 wheel connection. It is combined with the BPW air suspension, AirLight.

BPW is now supplying its air suspension, ECO Air COMPACT HD (EAC HD). Featuring the familiar two-part cast trailing arms, this modular air suspension has been further improved for the challenges encountered by ninetonne axles with drum or disc brakes, and to withstand the greater stresses that arise in standard off-road operations.

For the heavy-duty version, BPW has systematically enhanced the characteristics of its proven air suspension, ECO Air COMPACT. Innovative laser machining has optimised the geometry of the contact surfaces and the metallurgical properties of the interface between the axle beam, cast trailing arm and airbag beam.

These additional manufacturing processes have made the mounting even more robust. As a consequence, the proven EAC air suspension is now suitable for operating environments that present tougher challenges. EAC HD is an ideal solution for transport companies that operate both on-road and off-road. By installing an HD shock absorber as standard, BPW has created an air suspension system that is especially suitable for tippers.

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 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

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

TRAILERTORQUE

BRITISH DIPLOMACY England’s Cartwright Group makes a move into the Australian trailer market

A

s one of the UK’s leading commercial vehicle body, trailer and conversion manufacturers, the Cartwright Group, offers one of the largest, most diverse and innovative range of products available in the British market today.

The first Cartwright trailers to arrive in Australia are all refrigerated with Carrier 1950 units and comprise of a 22-pallet unit set at 4.3 m high with barn doors, a 22-pallet trailer at 4.0 m high with roller doors for the supermarket sector, and a 16-pallet trailer at 4.0 m with roller doors.

This privately owned family business has been in operation since 1952, with its head office on a 38-acre site in Altrincham, near Manchester. Since the third generation and current managing director, Mark Cartwright, took the helm four years ago, the company has seen considerable growth at a time when others in the European market have fallen away. Revenue has grown by 50 percent during this time with a team of 1000 employees building around 80100 trailers each week.

The 16-pallet urban trailer has an interesting steered rear axle to help get into very tight spots, called the Command steer. The design means that it steers by using an arm that links the rear axle to a wedge placed behind the kingpin. As the prime mover turns, the wedge is rotated by the turntable, which in turn alters the geometry of the rear axle. This system results in the same steering angle adjustment when travelling forwards or in reverse and is claimed to enable the unit to be as manoeuvrable as a 12-pallet rigid.

As the UK market is limited in terms of growth, expansion has now gone international with trailers being sold into Europe, Southern America and the United Arab Emirates.

Australia is now also included in the company’s sights, with three brand-new refrigerated trailers delivered to Sydney in August this year to be trialled by potential clients in depots across NSW and Victoria where they have received positive initial feedback.

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When asked why the Cartwright Group looked at Australia, Mark Cartwright told PowerTorque: “When looking at potential new markets around the world, Australia had the operational requirements we could meet with our quality and product solutions, so we knew our trailers would be very competitive.

BRITISH DIPLOMACY

“Our sales director, Graham Usher, had worked on projects in Australia before with the local importer Howard Hansen.

We were confident that we could set up an Australianbased arrangement to supply trailers into the market and offer customers a great service with a great product,” said Mark.

In the early years of the company, Cartwright’s built small truck bodies, moving into trailer manufacturing in the late 80s as they became more popular. Some of the early customers, such as TNT, are still working with the group today, with partnerships that span four decades. Over this time, the products and technology have changed considerably with a lot of emphasis now on saving fuel of 5-10 percent, both in the prime mover and also in the fridge units. This is achieved with wind tunnel tested aerodynamics, lighter construction, radiused cappings and a rear roof aerodynamic vortex generator to reduce drag.

The UK market regulations allow standard trailers to reach 4.9 m in height, and this has enabled Cartwright to produce some unusually shaped, sloping-roof trailers that considerably reduce wind resistance. It has also enabled the trailers to be fitted with double decks that can be loaded from the rear, and then raised on rams before the bottom deck is loaded.

“We have spent a lot of investment in the latest technologies for building the refrigerated panels with the latest techniques. The investment cost over $3 million in the latest vacuum presses, panel cranes, new press beds for 16-metre panels, and state-of-the-art glue facilities,” said Mark.

European trailers have very stringent regulations covering the transportation of refrigerated goods, and the Cartwright Group products have achieved full compliance, particularly with the thermal insulation values and floor strength ratings.

As far back as 1970, the United Nations put in place an agreement covering the transportation of perishable goods, known as the ATP, which now covers 50 countries.

It states, amongst other things, that chilled trailers must have a K value equal to or less than 0.7 W/(m2 K), whilst frozen trailers must have a K value equal to or less than 0.4 W/(m2 K). In terms of the floors, they must meet ISO 1497, which is a roller test on two small wheels with a 7.3-tonne weight.

For the entry into the Australian market, the Cartwright Group, along with Howard Hansen, have spec’d the trailers to meet the Australian conditions, whilst also trying to showcase some of the additional options expected by the European market.

Although Cartwright Group can purpose build trailers to wide ranging specifications, depending on customer requirements, the initial evaluation trailers have been imported using parts that can be sourced locally through the well-known suppliers. Axles come from BPW and are the latest Eco Plus 3 with 430 mm discs, on super-singles for reduced weight and drag. These are also available built with drums, duals or even on spider rims. Brakes are WABCO EBS, with those of Knorr-Bremse also available.

Landing legs are supplied through JOST and the LED lights through Hella. The fridges are Carrier Vector 1950 units, but Thermo King units can be supplied if required.

TRAILER TORQUE

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“We are committed to the Australian market and have invested in an initial six trailers to showcase our high quality and product range” Some of the outstanding features include the rear frame with dock buffer and also the aerodynamics with side under-run. The rear frame is made of stainless steel, and, to protect it against surprise impact from contact with loading docks, a full-width steel dock buffer takes the force of the impact and transmits it into four rubber shock absorbers mounted between the fabrication and the full length chassis.

For aerodynamic gains the side GRP moulded skirts have been designed in wind tunnels to smooth the flow of air at highway speeds. Maximum speeds in Europe are less than those of Australia and there are very positive gains available by reducing drag to improve fuel economy.

“I visited Australia in August and went to see several large transport companies to hear firsthand what they wanted.

We are committed to the Australian market and have invested in an initial six trailers to showcase our high quality and product range,” said Mark.

The initial product range coming to Australia will be for 16 to 26-pallet refrigerated trailers, with the first order on its way to Ron Finemores in Wodonga. With Ron’s high level of specifications, Cartwright was more than happy to tick all the boxes on the first 26-pallet refrigerated trailers which will arrive within weeks, ready to go to work.

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Future plans will also include B-double combinations to customer order, plus dry freight vans for the parcel network. Dry freight vans and curtainsiders form a large portion of the volumes produced in the UK market for the likes of TNT and the UK’s Royal Mail, and these can easily be built and shipped over if requested.

As an extension of its manufacturing business in the United Kingdom, the Cartwright Group currently supplies 14,000 trailers on contract hire and another 6500 trailers on rent. The company also operates one of the largest trailer fleets in the country and provides a chain of workshops, with six locations around the UK and 50 mobile vehicle technicians under the branding of Cartwright Fleet Services. The group also owns and operates an Isuzu dealership in Leeds and an Iveco dealership in Glasgow, plus it manufactures prison vans, ambulances and airline catering trucks.

There have been many attempts through the years by overseas-based trailer manufacturers to market their products into Australia from markets around the world, with limited success. With Cartwright’s long history and success in other challenging markets, the future could well see a new name joining the ranks of the Australian suppliers.

TRAILERTORQUE

COLD CHAIN DISTRIBUTION There are differences in refrigerated transport that identify it from other commercial freight operations.

W

e live in a country where fresh food is not considered a luxury; instead it is expected, and, in a lot of cases, taken for granted.

Given that a lot of it only stays fresh in certain conditions, the importance of good temperature management throughout the supply chain is paramount.

While most people understand the importance of temperature control for products such as dairy or frozen foods, it also has a big effect on the freshness and shelf life of fresh produce and meat. At this time of year, there is one other commodity that needs to be transported in a temperature-controlled environment – the humble Christmas pudding. Yep, even Yuletide feasts are transported in refrigerated vehicles, and so the importance of the refrigerated transport sector is obvious.

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It’s worth mentioning that a lot of our “fresh” produce comes in from overseas. Temperature control is what makes this possible, with fruit, cheese and a myriad of other things spending weeks on the ocean to get here.

Imagine opening a shipping container loaded with cheese that had been sitting on the boat for three weeks with no refrigeration. I’m sure this has happened, through mechanical breakdowns or faults with the refrigeration unit, but the good news is that it is not a common occurrence.

The refrigerated transport chain is a complicated affair, with many parties playing a role in the delivery of fresh, safe-to-consume products. In the simplest form, the chain involves at least four people, all of whom have a responsibility to monitor and maintain the temperature of the product.

COLD CHAIN DISTRIBUTION

“Food waste is an epic problem worldwide, with 2.6 trillion tonnes of food being sent to landfill every year across the globe”

Every time the freight is moved, from the cool store to the truck for example, there is a greater chance of temperature variation within the product, if the process is not handled correctly. This becomes an issue when the product is spoiled, and creates an issue for the supplier, the transporter and the buyer when the product doesn’t arrive in perfect condition.

To give you some idea just how much pollution is caused by food wastes, consider this – if food waste were a country, it would be the world’s third largest polluter, behind China and the USA. While a huge amount of this waste is due to household oversupply (buying more than we need and throwing it out when it goes off), a significant amount is related to spoilage before it even reaches the store.

Food waste is an epic problem worldwide, with 2.6 trillion tonnes of food being sent to landfill every year across the globe. This is bad news in a few different ways, not least the number of starving people that could be fed with that amount of food. It also has an effect on the environment, with decaying food waste releasing copious amounts of carbon dioxide into the atmosphere.

In a past issue, PowerTorque caught up with Mark Mitchell, managing director of SuperCool Asia Pacific, to have a look at the way they test for thermal efficiency in fridge vans. During our visit we discussed the overall requirements for effective cold chain logistics, and how it’s not just the refrigerated vehicles that can have an effect on the products being delivered. “You can have the best fridge motor and

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TRAILERTORQUE the best truck in the world, but if you leave the door open for half an hour you’ve ruined the freight,” Mark said.

“We need more compliance to the standards and guidelines that are already available to the industry in Australia”. While those guidelines are available, there are no mandatory regulations in place to monitor product temperature throughout the transport and delivery process.

“You’ve got AS4982 on the thermal efficiency side of things, and the Food and Grocery Council of Australia have a wonderful booklet, called the Cold Chain Guidelines Booklet, which can be downloaded from their website,” Mark said. “If every operator in Australia followed that guideline properly, we wouldn’t be having this discussion”.

Ironically, it’s the members of the Food and Grocery Council who stand to gain the most from these procedures, but, as Mark said, “Many of them don’t or are unable to follow their own guidelines”.

With the number of different transport companies supplying services to the big supermarket companies, it’s easy to understand the difficulties in achieving compliance with these guidelines.

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“They will argue that it’s hard for them, because they’ve got different truck operators, and they’ve got cold stores, old buildings and new buildings, different state laws, and a litany of other excuses as to why they can’t do it, none of which includes a lack of desire to do it.

“With one supermarket chain pushing to have no food waste from their stores going to landfill by 2020, the question is how they will achieve that goal?

“There is a desire there, and I think that’s a good thing. I think it would be safe to say that, right across the industry, all the different sectors have a desire to do it better, and that’s encouraging,” Mark said.

Mark is not pointing the finger at any one sector in regard to food spoilage, but is instead encouraging communication between all the parties involved.

“There’s got to be more communication between the food owners, the food manufacturers – the way they pack, wrap and stack products – and the transport operators themselves,” he said.

“The industry is too much a whole bunch of little silos, all thinking they’re doing the right thing. We just need this holistic collaboration in the cold chain transport industry”.

COLD CHAIN STOCK DISTRIBUTION IN TRADE

“With one supermarket chain pushing to have no food waste from their stores going to landfill by 2020” A successful delivery in the cold chain requires many things, starting with the product being loaded at the correct temperature. Basically, if the product is not at the correct temperature before loading, the chances of it being spoiled upon delivery are much greater.

While a fridge unit does display the air temperature within the van, it doesn’t monitor the temperature in the middle of a pallet of product. Other areas of concern include the time spent on a loading dock, with the doors open. If the dock is not properly sealed around the truck, or the loading area not at the correct temperature, the possibility of produce spoilage is also present.

What happens to the product after it comes off the truck is also a factor in whether or not it reaches the end user in good condition. It is not unheard of for the temperature to be checked before the product would be unloaded, only to see the load waiting on an ambient temperature loading dock for almost an hour before being moved into the cool room. This is why the entire process should be monitored.

To take it one step further, some companies are now using temperature probes to monitor the product temperature, inside the carton, during transit. Some big companies, including McDonalds, are leading the way in terms of temperature monitoring, with all their contractor vehicles needing on-board temperature probes. These are then monitored remotely to ensure that each product remains at the correct temperature for the entire journey. What’s more, these on-board systems are more affordable than might be expected, providing cheap insurance for operators and customers alike.

We rely very heavily on refrigerated transport in our country, probably more than we would like to acknowledge. The systems, equipment and storage facilities we use are, for the most part, modern and well equipped for the task. With that being said, we still throw away a lot of otherwise good product due to temperature abuse caused through the delivery process. Aside from being a waste, it also adds to the prices we pay at the supermarket, with spoilage taken into account when setting prices. Perhaps it’s time we made use of the resources that are already out there and available, and put the guidelines into practice.

TRAILER TORQUE

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CHILLING OUT When it comes to finding the right portable fridge, Waeco’s the go.

O

ne of the deciding factors when buying a fridge, either for a truck cab for the driver or for an RV or ute for a family, is the size. Too big and it takes up too much space, too small and it will annoy you every time you use it.

Specifically designed to fit all kinds of vehicles, the Dometic Waeco CFX Series provides a choice of 18 different models of compact portable compressor fridges and/or freezers to keep food and drinks well chilled or even frozen while out on the road. The range includes a variety of models including an ultracompact cooler and one with two separate temperature zones for simultaneous cooling and freezing.

PowerTorque’s criteria for selecting the right fridge came down to evaluating the versatility of using it in a ute or SUV with a 12-volt supply, or in a truck where the supply is 24 volts. Plus, when it’s party time at home, there’s an added benefit of providing extra fridge capacity in the backyard when it can run on 240-volt AC mains power.

If your idea of a fridge is measured by the number of cans it can hold, then you’re in luck. One of the ways that Dometic measures the individual capacities of its Waeco models is by giving them a can rating.

Starting at the compact end of the spectrum is the Waeco CFX 28 portable fridge/freezer with a capacity of 42 cans and 2 upright 2.0-litre bottles. The interior features a wire basket for storing vegetables and fruit, and, although it offers a temperature range of +10 degrees C down to -18 degrees C, most of our use has seen it operating at around the -4 degrees C level of a conventional kitchen fridge.

Next up the range is the Waeco CFX 35W, with room for 47 cans and internal depth to accommodate upright bottles bubbly. This unit is programmable through your Smartphone by using a WiFi app to set and control temperatures. Other models in the range step up the capacity to 60 cans, 72 cans and, for a big weekend, there’s the 106-can-sized CFX 65W. The Waeco COOLPRO models are all 12/24-volt DC and 240-volt AC and have capacities of 14-33 litres. These are capable of chilling down contents to 25 decrees C below ambient temperatures or can heat up the contents to 65 degrees above ambient temperatures.

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Our pick for evaluation has been the CFX 28, which is particularly compact, lightweight and efficient to meet truck requirements.

Designed with the driver in mind, the CFX 28 lid opening, control panel and the deepest interior section are all at the front for quick and easy access to drinks and snacks.

For its compact and lightweight size, the CFX 28 fridge or freezer has a generous capacity of 28.2 litres that can fit up to 43 cans and cope with soft drink bottles upright.

The CFX 28 has a genuine high-performance Waeco compressor with integrated AC electronics suitable for solar panel charging operation and has three stages of battery protection.

To optimise in-cab and out-of-cab use and mobility, a custom designed quick release fixing-kit accessory is available. It has a small footprint, no tie-down straps, fast release mechanism and the fridge can be used remotely, without removing the adapter feet.

A fitted protective cover is also available for the fridge or freezer, which can be purchased separately. This reduces battery draw through adding extra insulation.

The specifications for the CFX 28 start off with the fitment of a genuine Waeco compressor with integrated AC electronics with variable motor speed optimisation Mk2.

It’s suitable for 12/24 volts DC and 240 volts AC and it has three stages of battery protection. It’s backed by a three-year full warranty plus an additional two years (parts only compressor).

With its 28-litre capacity it can chill down to 50 degrees below ambient temperature, and the casing also includes a USB charging outlet for secondary equipment. The CFX 28 unit can be positioned as a freestanding unit, but for safety reasons and to prevent any chance of movement we would suggest adding the special quick-release fitting kit that locks it into position.

Having a fridge drawing continuous power from a vehicle battery can, especially in smaller vehicles, cause concerns over vehicle battery performance if the vehicle is stationary for long periods without the engine running.

The battery pack option from Waeco is extremely compact and portable, able to be removed from the vehicle and placed alongside the fridge/freezer. It draws its power through a 12/24-volt socket on the vehicle and then provides power directly to the fridge/freezer. It works as a remote battery that takes its charge via the vehicle battery whilst driving. When the vehicle stops and the engine is turned off, the fridge/freezer will feed from the remote battery. This way you will always have power to your fridge, as long as the remote battery is charged.

Although small in overall size, the remote battery unit (which is called the Dometic CoolPower RAPS44), can power the CFX 28 for more than 30 hours, as the average current draw of the CFX 28 is less than 1.0 amp/hr.

The RAPS44 is a 12-volt, 44 Ah deep-cycle battery that can be recharged at home using a standard car battery charger, or 240 V DC charger so that it is ready to work from the moment you head out. It connects to the fridge freezer through its own 12-volt socket. The LED display shows the state of charge and it can also be recharged by using solar panels.

Satisfaction with any accessory comes down to whether it can perform its required function and its ease of use. On both counts the CFX 28 is a great addition and provides a sensible size, especially for one or two users. A family of four would be well advised to consider larger units, but our brief here was to find a fridge that could work well in a driver environment. On that score, the CFX 28, together with the RAPS44, would be a great addition to any vehicle.

There are a couple of options here that range from installing a secondary deep-cell battery on a vehicle to act as a auxiliary electrical supply when the main engine is not generating electrical power. An easier option is to add a pre-packaged battery pack that plugs into the vehicle power system to recharge and then provides power to the fridge/freezer when the engine is switched off.

The first option requires having a deep cell battery installed in the vehicle by an auto-electrician as a permanent fixture so it can work as a secondary power source. The deep cycle battery is designed to hold the charge better than a standard battery and provides a continual power source without the high sudden power demands of starting an engine.

PowerTorque ISSUE 80 115

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

XAVIER_HINO35103_0517

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

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