A U S T R A L I A’ S L E A D I N G T R U C K A N D E N G I N E M A G A Z I N E
www.powertorque.com.au ISSUE 41 June/July 2011 RRP: $7.95 (NZ $8.95)
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FEATURE
MAKING THE GRADE The 2011 PowerTorque Technology and Innovation Award goes to Kenworth
The
technology race continues to set new standards in almost every aspect of on-highway trucking. The breakthrough engine technology, which can produce exhaust emissions levels that are now lower than even the engine makers thought would be possible just five years ago, is just part of the constantly improving scenario that makes up long haul transport. The factors that contribute to the running of an effective fleet operation now encompass a diverse range of responsibilities. Today’s fleet managers are no longer simply looking at the badge on the bonnet. The decision to choose a specific make of truck, plus its engine, transmission and driveline alternatives, comes from an involved investigation of the options, and is influenced by a corporate attitude to efficiency, pollution and workplace health and safety. The engine makers are now able to bring Euro V compliance from Europe, and EPA 010 compliance from the USA, to blend the two technologies of Exhaust Gas Recycling and Selective Catalytic Reduction, and, in turn, provide fuel consumption improvements in the region of eight percent. These achievements also come with changes in service and
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maintenance requirements that can significantly extend oil drain intervals, out from the traditional 20,000 km periods, by a threefold increase to as much as 60,000 km. Amidst these advances we can now add the gains in workplace safety, with electronic systems intervention offering a reduction in overall braking distance, and establishing control over vehicle and trailer stability to the point where rollovers could be avoided. And when loss of human life is prevented, it adds a different dimension to any company balance sheet.
MAKING THE GRADE In the decision making process, to determine the winner of the 2011 PowerTorque Technology and Innovation Award, we looked long and hard at all the advances made in the trucking industry. The decision by Cummins to switch technologies from EGR to SCR for its new engine range, the introduction of the new Heavy Duty Engine Range with amplified commonrail injection by Detroit Diesel, the development of the PACCAR MX engine range, and those of Mack and Volvo, into a global offering that bridges the gap across European and North America requirements. We also considered the ability of Scania, which now offers engine performance ratings of up to 730 hp. In our travels overseas we looked at how other companies, such as Navistar and Cat Trucks, are evolving their product ranges for global expansion, and we concentrated on how the Japanese truck makers are now capable of matching the European and American engine makers when it comes to power, torque, fuel efficiency and low emissions. Our final decision, on what we believed to be of the greatest significance, was actually easier to develop than we at first thought, once we started focusing on the human aspect of transport and included the opportunity to save lives, reduce fatigue and prevent injury. When you consider that a fatal accident involving a heavy vehicle can result in costs escalating to as much as $3,000,000 for each incident, it also adds a financial component to the human tragedy that results from the loss of life.
No matter how sophisticated the technology applied to vehicle design and application, there is no substitute for the experience and ability of a professional driver. However, technology can provide assistance to the professional driver that enhances his or her ability to travel Australian roads in total safety. Kenworth has long been the iconic brand in Australian trucking. As the leader of the heavy truck segment of the industry, its products have been recognised for their durability and suitability for Australian conditions. But, like so many North American derived products, the implementation of active and passive safety systems has been slower coming to market than those of the European markets. As the North American truck makers launch their latest products in Australia, all had the opportunity to include the latest in braking control systems that cover the reduction of braking distance, improved stability, and rollover control, to either prevent, or certainly reduce, the commonality and effect of major accidents. However, it was left to Kenworth to make it happen, while others sat on the sideline citing additional costs as the justification for non-implementation. Introduced in conjunction with Bendix Knorr-Bremse, the availability of Kenworth Electronic Brake Safety Systems (EBSS) brings the company to the forefront of development in advanced braking technology for Australian truck operating conditions. Kenworth EBSS uses the Bendix ABS-6 Advanced platform anti-lock brake system, but, additionally, now incorporates Electronic Stability Program (ESP) calibrated specifically for Australian models, road
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FEATURE
INDUSTRY
EXCELLENCE The Brisbane Truck Show hits a new high. Report by Chris Mullett
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a move into a new location at the Brisbane Convention and Exhibition Centre (BCEC), south of the CBD, the Brisbane Truck Show for 2011 set a new benchmark, and became, for the first time, a truly world class event. Organisers of the event, the Commercial Vehicle Industry Association of Queensland (CVIAQ), achieved the best show ever held in Australia, as evidenced by the comments of exhibitors and visitors, alike, who flocked to the event. Throughout each day, every area of the BCEC was crowded with attendees eager to see the latest in trucks, trailers, components and accessories, with all of those present confirming the event a huge success. Over the four days, a total of 34,773 visitors passed through the entry gates, visiting the 250 exhibits. Compare this figure to the number of visitors at the Mid America Truck Show, America’s largest, where 76,000 visitors attended the 1039 exhibits, and it shows that with a population of 24 million versus 300 million, how much of an achievement this was for the CVIAQ. The Truck of the Show Award, presented by the CVIAQ, went to Scania for its display incorporating the highest horsepower truck available on our market, the Scania R730 that possesses 730 hp and 3000 Nm of torque. The Outstanding Truck Manufacturer Display Award, presented by BP Australia, went to Iveco Trucks Australia, with the award for Outstanding Trailer/Truck Body Manufacturer Display, presented by the Bank of Queensland, being awarded to O’Phee Trailers. O’Phee also collected a second award on the
Above: Scania won the Truck of the Show award with the first release of its 730 horsepower R-Series.
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day, that of Risk Management Excellence, by Worklaw Health & Safety. The Outstanding Vehicle Component & Equipment Display, presented by German workshop equipment supplier, MAHA, a co-sponsor of the show, went to Jost Australia. We’ll kick off our review with a focus on the Western Star display, which brought together the conventional truck maker with its affiliated companies of German manufacturer, MAN, the British experts in waste and refuse truck manufacturing, Dennis Eagle, and Chinese truck maker, Foton. The centrepiece of the Western Star stand was the newest recruit to the R.M.Williams Longhorn Express travelling roadshow. Launched in 2001, the Longhorn Express has travelled more than 300,000 km around Australia, attending various shows and charitable events. Now, there’s a new prime mover at the head of the Longhorn Express exhibition and sales trailer, with Western Star delivering the third truck to carry the Longhorn Express logo, a top-range 4864 FXB with 40’’ Stratosphere Sleeper. With its 838 mm bumper to steer axle and 2768 mm bumper to back of cab dimensions, the 4864 FXB is the perfect choice to legally achieve maximum payload on 19-metre and 26-metre applications. The outstanding rig, painted in Cayenne Red, features the all new ADR 80/03 compliant, 14.8-litre Detroit Diesel DD15 engine that produces 560 hp, and combines this with the Eaton Fuller 15-1/2’’ Solo VCT adjustment-free clutch and Eaton Fuller RTLO 20918B transmission. Up front, is Meritor’s
Above: Iveco Trucks display was the winner of the Best Stand Award.
INDUSTRY EXCELLENCE MFS73 front axle, while at the back end is an R-Series rear axle. The braking system features Wabco 4S/4M ABS technology, and it runs on 22.5’’ Alcoa 10-hub aluminium disc wheels in Dura-Brite finish. The stainless accessories and additional lights were by Blaze Industries, with BRISKAIR, Heavy Vehicle Air Conditioning Specialists, Brisbane, fitting a Viesa Internal II, evaporative sleeper-cab cooling system. For the paintwork and murals, PJ’s Custom Spray Painting worked closely with the CEO of R.M.Williams, Mr. Hamish Turner, and General Manager of Events, Terry Goodear, to ensure the finished vehicle represented the true values and vision of the iconic bush outfitter’s brand. Western Star also stole the spotlight, when it came to the latest Detroit Diesel engine range, by exhibiting, for the first time in Australia, an example of the 16-litre DD16 engine rated at 600 hp with 2050 lbs ft of torque in both a 4800 FXC model and a 4900 FXC. Not even Detroit Diesel, itself, was admitting there were even any examples of this SCR technology engine in the country. Both these trucks will be commencing durability testing with operators through the next 18 -24 months, prior to their national release in Australia. The advent of the DD13 and DD15 has also resulted in Western Star releasing, once again, the aerodynamic short-bonnet 5800 with the set-back front axle in the 400-560 hp engine range. Western Star General Manager, Doug Shand, told PowerTorque that, “If the trials with the DD16 are successful, the company could fast-track its introduction to cater for operator demand. This is an engine I’d love to have available right now.” Doug also confirmed the ongoing satisfaction with the current engine mix of Cummins and Detroit Diesel, saying, “We have an excellent relationship with both Cummins and Detroit Diesel.”
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FEATURE
EARNING
BUSINESS
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EARNING BUSINESS
As
the largest truck expo in the US, the Mid America Truck Show in Louisville, Kentucky, this year celebrated its 40th anniversary, quite a feat considering the sometimes volatile state of the market.
But this year there’s a change. Manufacturers are much more upbeat, both in their current trading positions and when discussing the future. Freight is starting to move again, truck operators are once again replacing older equipment with new trucks, and the world definitely looks a better place.
Attracting 75,000 visitors from 59 countries, this annual pilgrimage for truck enthusiasts and operators now covers an exhibition space exceeding one million square feet. Just about everything is on display, and in true Yankee style you can check on the latest prime movers and rigid trucks from the major factories. You can also talk engines with the independent power suppliers, check out the customizing options and, if you’ve got time left, you will be welcomed with open arms (literally) by members of the American Christian Truckers Associations, all of whom are only too willing to pray with their newfound “Ostralian” friends.
Companies such as Mack Trucks are seeing a positive note, and are forecasting a total market in Class 8 trucks this year of 220,000 units. Other manufacturers seem to be agreeing, and that’s leading to a much more positive attitude all round. Mack has sold out every production slot for trucks fitted with the M-Drive automated manual transmission (AMT) it launched 12 months ago, and it seems American truckers can’t get enough of AMTs, rather than the traditional manual gearbox.
If you get tired of the official sales pitches thrown at you from every direction, then just head out to the truck park where you can talk ‘trucks’ to your heart’s content with drivers, from all over the country, who rock in for the annual show and shine event. And, if you are in need of more salvation, you’ll find the Christian Truckers Association members out here as well, identifiable by the extracts of verses from the bible portrayed on the outside of their rigs, plus the occasional illuminated cross.
With a new range of redesigned roof fairings, Mack can claim a big improvement in aerodynamics, and for those who like an uninterrupted view of the road ahead, it’s now possible to have a one-piece windshield, rather than a two-piece for the Mack Pinnacle. The interior has also received a significant upgrade.
On a more serious note, though, is the constant evidence of the patriotism of general Americans, with many rigs carrying artwork that illustrates and supports the military effort and those who don’t come home in one piece. The loss of life of Americans fighting wars in places most of them had never heard of is saddening and sobering, and yet it illustrates the incredible belief, within all Americans, to support their country. This is certainly something that Australians might consider in order to unite our population and create a greater cohesiveness, rather than to divide opinion and create disunity. The past two years of Mid America have been depressing, to say the least, with sales slumping 40 percent in some cases and the trade deficit and financial position of all Americans dropping like a shot duck.
Engine and component manufacturers show that technology is lifting the game PowerTorque ISSUE 41
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FEATURE
ENGINEERING THE FUTURE PACCAR ensures its future with the MX engine programme
ENGINE manufacturing in North America has, until now, largely been confined to Cummins in Columbus, Indiana, Detroit Diesel in Redford, Michigan, Caterpillar ion Peoria, Illinois and Navistar at Huntsville, Alabama. Now there’s a totally new player with PACCAR bringing its MX engine range on line. And with a state of the art facility in Columbus, Mississippi, it’s got the potential to rock traditional engine building. These days we talk constantly about global integration and for PACCAR that’s meant in recent years the acquisition of DAF Trucks in Holland in 1996 followed by the acquisition of Leyland Trucks in the United Kingdom some two years later. Now, with the integration of DAF firmly entrenched into the PACCAR family it’s time for the company to move towards vertical integration. What vertical integration means for a truck building company is the ability to offer a full line of product. manufacturing the engine, transmission, axles, chassis and cabin, presenting a totally finished product onto the market. It’s been a successful formula for companies such as Mercedes-
The PACCAR engine plant at Columbus, Mississippi.
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Benz, MAN, Volvo and Scania but it’s proven to be an elusive option for the North American truck builders that have traditionally sourced their engines, drivelines, axles and suspension systems from components suppliers. The purchase of DAF trucks by PACCAR gave the North American family of companies that include Peterbilt and Kenworth their first in-house engine, backed by the experience of 50 years and the building over 900,000 engines by DAF. Continued development and the ever changing requirements of the industry have seen continued research and development within the PR and MX engine ranges enable that option to be made globally available, ending a history of dependence on other engine makers such as Cummins, Caterpillar or, in the case of Detroit Diesel, to the time of its inclusion with the Daimler group.
ENGINEERING THE FUTURE Given that the average horsepower requirement of the North American truck operator generally peaks at 480hp PACCAR has focused on not only bringing the DAF MX engine to North America, it’s also implemented its own strategy to build the engine in America in addition to the DAF engine plant at Eindhoven in Holland. And, if first impressions are anything to go by, the decision future-proofs PACCAR’s engine supply and
task of overseeing the creation of a complete factory complex from what started off as a green paddock in a country setting. “As we started to build the plant from scratch we were able to incorporate the very latest techniques of robotic production systems to guarantee the highest manufacturing skills. Just down the road is the Mississippi State University at Starkville and the East Mississippi Community College. Both faculties joined with us in creating a degree programme for training future employees, initiating the start of training students three years ahead of the proposed date of opening,” said Lex. “This close cooperation was a major factor in our decision to locate at Columbus. We originally looked at 64 different locations but the opportunity to work with a training institute to guarantee future talent amongst our employees was obviously a major plus in the decision making process. “Geographically we are close to Memphis and there are additional benefits to the good road network by having a major waterway connection to the Gulf of Mexico, resulting in us being able to accept barges as an alternative transport solution. “Complete engines are then dispatched to the Peterbilt plant at Denton, Texas and the Kenworth plants at Chillicothe, Ohio and Renton, Washington,” he added.
benefits the company globally in all its truck manufacturing operations. Back in July 2007, PACCAR held a groundbreaking ceremony for its new engine plant to be built near Columbus, Mississippi. At a start-up investment cost of $400 million the intention was to augment production with the Eindhoven, Holland plant, adding capacity rather than any intention to replace the original manufacturing facility. Built on a Greenfield site of 400 acres, the Columbus, Mississippi production facility is now open for business and with an invitation to PowerTorque to be the first media publication ever to be invited to visit the plant, we felt somewhat honoured to accept and see at firsthand how PACCAR intends to service its future.
The new engine production facility covers 435,000 square feet of the 400 acre site and is essentially a dust-free and almost silent workplace. The first impression is one of total cleanliness and as one walks around the robotic installations and work stations the realization dawns that noise is not a factor. There are no pneumatic rattle guns, blaring transistor radios, the clank of conveyor belts or the sound and vibration of heavy stamping equipment. The entire assembly line, logistics division, machining section and administration areas are uniformly air conditioned to ensure that all components, no matter their size, are maintained at the same temperature in order to maintain the perfect compatibility of tolerances during assembly. There are checks and balances to control any hint of contamination of the workplace and throughout the assembly process there are continuous quality control systems in place to guarantee final outcomes. “Each major component has an identification mark like a bar code that is read electronically. In the event of any fault in a batch being discovered we can track every component and identify every engine that might be affected. Every time a bolt is torqued up that is recorded on the database. We can track the bolt torque on every critical bolt,” added Lex.
Built alongside the Columbus Green Triangle airport and with excellent major freeway connections across America, this location is not a typical centre for manufacturing. But what it does have is the support of the local community of Lowndes County that has reinforced the decision to locate there with active participation and planning for the joint future of the factory and the community.
Rows of robotic machines, attended by in some cases a supervisory workforce that monitors the process of cylinder heads, blocks and components as they pass through machining and assembly processes, stand in unison almost silently. The actual engine dress area where cylinder heads and blocks are bolted together remain a conventional part of the production line but torque settings are achieved by electrically controlled wrenches that spin up the bolts to elastic stretch demands without noise or fuss.
PowerTorque met with plant manager Lex Lemmers, a Dutchman with vast experience gained at the Eindhoven, Holland manufacturing facility who was charged with the
Machining of cylinder heads and blocks will eventually all be completed within the production line once production has ramped up to full capacity. But, in these early days of PowerTorque ISSUE 41
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FEATURE
PRID AND POL IF
you thought you’d seen just about everything that can possibly be done to a prime mover, then look closely at the Peterbilt called “Working Class”. As well as the full carpentry work completed on the inside doors and lockers, there’s a fully functional fireplace inside the truck cabin. Admittedly, the blocks of firewood are actually there for show, as the fire runs on propane gas and is used to heat the cab on a cold night. A word of warning here though, for anyone thinking of doing something similar, the fire needs to be well vented otherwise your night to remember may actually be the last one you forget. The owner has a long history with horses, and was an active three-day event rider when not hauling exceptional loads, such as from the earthmoving industry. Horses still,
obviously, mean a lot to him, for in addition to building the cabinets and installing the fireplace and chimney, he also completed all the airbrushed artwork himself.
But no matter how exotic and unusual each entrant in the annual Pride and Polish competition turned out to be, the real story for PowerTorque related to four trucks exhibited that were presented by the Clarion County Career Centre of Shippenville, Pennsylvania. The centre was founded in 1976 to provide career and technical education to high school students. Most of the high school kids come from single parent family backgrounds or broken homes, and around thirty of them now form a group that refurbishes prime movers as a high school project. The owners of the vehicles buy all the necessary parts and contribute the princely sum of $100 to school funds. Vocational instructor, Don Overspike, told PowerTorque that working on the project gave the 38 kids involved a purpose to their studying as well as a training programme that could lead them to full time employment in the future.
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PRIDE AND POLISH
DE LISH With the students being aged from 15-16 years, the main concern of the programme is to give them mechanical training to a level where they can attempt the entry examination for the local technical college. “We complete a really wide range of tasks on the vehicles involved, such as full strip back to bare metal, and components and a chassis extension. We may chop the roof of the cabin by six inches or more, and we complete a full mechanical strip down to refurbish the engine and transmission and other components. The students also create the paint and graphic design of the finished vehicle, but due to health and safety requirements they are not allowed to complete the spray-painting themselves.
International’s LoneStar is now becoming a more frequent sight at shows in the US. The ’56 Pete was a beauty.
Mid America again dials up some phenomenal examples of customised exotica PowerTorque ISSUE 41
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TECHNOLOGY is a completely redesigned range of heavy-duty engines and is the first of its type to meet, from the outset, the Euro VI emission standard. And it’s this new engine range that will form the basis of next generation of powerplants for the Actros, the Atego and the Axor in our Australian market. However, while the marketing rhetoric proclaims individuality and an air of uniqueness for the European market, in all essence, it’s a Europeanised version of the engine range already released in the USA by Detroit Diesel. In what may best be likened to a smoke and mirrors exercise, Mercedes-Benz even has new terminology to describe the wonders of the modern world, forgetting perhaps that any researcher worth their salary might have already Googled the US website. Where Benz mentions its X-PULSE injection system with pressure booster, the regular PowerTorque reader can substitute the Detroit Diesel version called Amplified Common Rail fuel injection.
The
ever-increasing example of what major truck makers call “Global Integration” is now resulting in a major change for Mercedes-Benz commercial vehicles.
Since the purchase of the Detroit Diesel division from US entrepreneur Roger Penske, parent company, Daimler, has kept the two arms of its truck making divisions, those of North America and Europe, in separate boxes, the European product powered by Benz engines and the US product powered by North American engines. Australia has, of course, been in the middle of this demarcation, accepting engines from both sources, plus seeing the MBE 4000 bridge the generation gap between both Mercedes-Benz and Freightliner. Globalisation and the quest towards establishing a common engine platform now sees the Detroit Diesel Heavy Duty Engine Platform (HDEP) of DD11, DD13, DD15 and DD16 become an engine range capable of being manufactured in a variety of continents, with technology sharing being the name of the game. Daimler Trucks has now launched into Europe with the Mercedes-Benz OM 47. Marketed under the name “Blue Efficiency Power”, it heralds the arrival of a what, for Europe,
There are three new generation engines in the Benz series, each sharing a common basic design, although the technical details vary according to their differing ultimate applications. In line with the latest fuel efficient engines in its passenger car range, Benz classifies the technology used in the new truck engines under the banner of “Blue Efficiency Power”, with a claim that research and development work starting back in Stuttgart five years ago. The first of the new engine generation off the starting blocks for Europe is a 12.8-litre, in-line, six-cylinder diesel. Called the OM 471, it’s the first engine in its class to have received type approval and already be available with the future Euro VI emission standard, so marking the start of a new era a full two years before Euro VI becomes law. Compared to Euro V, Euro VI brings further significant reductions in nitrogen oxides and particulates in the exhaust gas. Like it’s Yankee twin, there’s a choice of power outputs, with software programming fine-tuning to relate to the type of work, speeds and distance involved in European trucking. The power output ranges from 310 kW (421 hp) to 375 kW (510 hp) with maximum torque of between 2100 and 2500 Nm. During the development of the OM 471, and of the other two engines, which will mirror the DD15 and DD16, the engineers at Mercedes-Benz concede they were able to draw on a considerable store of experience, with the core design of the engine being based on the new platform used for Daimler Trucks’ heavy-duty engines that wear the Detroit Diesel badge.
When Two Worlds
COLLIDE Mercedes-Benz adopts Detroit Diesel engine technology
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WHEN TWO WORLDS COLLIDE Since 2007, these engines have been used very successfully in trucks built by the group’s North American Freightliner brand, and, since last year, by Fuso in Japan. Unlike their American cousins, the engines for the European market will be built at the Benz engine plant at Mannheim, which also produces key components for the Detroit Diesel engines and complete engines for Fuso. The platform concept used for the OM 471, the DDD13 and the new generation of engines involves an identical basic design, which can be varied significantly with different emission-related components, or through the addition of regional applications or assemblies for specific markets or customers. The dividing factor is of course the differing emission standards and usage profiles that apply in Europe, together with the different installation position in the cabover-engine truck, as opposed to the conventional model. Some components do differ, such as the injection nozzles, turbocharger, flywheel, control electronics, exhaust system, air compressor and the overall tuning, including that of the various output and torque variants. All in all, the engines differ in more than 200 components from the engines produced in North America or for Japan. It’s this variance that Mercedes-Benz uses to claim they are, therefore, true Mercedes-Benz engines, developed by Mercedes-Benz engineers in Stuttgart and with every right to bear the three-pointed star on their cylinder head cover. Conversely, it also suggests that Mercedes-Benz believes that either its engine range is superior, or that the Detroit Diesel brand is inferior, which is patently unrealistic, but does denote an air of arrogance on the part of the German company. From an engine design perspective, we’re looking at four valves per cylinder, two overhead camshafts and a fully electronically controlled injection system with pressure booster that is unique in the world. But, as we’ve demonstrated, what becomes obvious as you delve into the engine characteristics is the apparent paranoia that exists within Mercedes-Benz in how it sees the need to distance itself, almost completely, from any suggestion this is a Detroit Diesel DD13, albeit in sheep’s clothing with a three pointed star on its head.
Among the special features of the Mercedes-Benz OM 471 is its particularly broad range of four power and four torque variants, as well as two different brake power configurations. Typical of the specifically European design of the engine, are the variants with enhanced power and torque, which are configured to suit typical usage here, as well as to the needs of operators and drivers. The basic line-up of the Mercedes-Benz OM 471 includes four power outputs of 310, 330, 350 and 375 kW (421, 449, 476 and 510 hp) with torque ratings of 2,100, 2,200, 2,300 and 2,500 Nm respectively. The four basic power variants are complemented by three variants that have been given the name “Top Torque”. When used in an on-highway trucking application, and where the driveline includes a PowerShift fully automated manual transmission, the software programme releases a further 200 Nm of torque when in top gear. The rated engine speed of the new engines is set at 1,800 rpm for all power variants, with the maximum torque available at 1,100 rpm. Most of this maximum torque is already available at an engine speed of just 1000 rpm. Even below 1,000 rpm, the high torque output results in an extension of the usable speed range downwards – depending on the profile of the route – to around 800 to 900 rpm, with a correspondingly positive effect on fuel consumption. The same is true of the power curve. Even at 1,400 rpm, the engines deliver almost 100 percent of their full output. With its six cylinders mounted vertically in-line, the dimensions of this 12.8-litre engine include a length of 1,531 mm (valve body assembly to fan coupling) with a bore of 132 mm and stroke of 156 mm, identical to that of the DD13. The crankcase includes vertical structures and ribbing to make it very rigid, and also to assist in noise reduction. To optimise weight, the sump is made out of a synthetic material, and the oil level is checked by a special sensor linked to the engine control unit.
Whereas Detroit Diesel is happy to promote the term “Amplified Common Rail”, the spin merchants at MercedesBenz have renamed this fuel injection “X-PULSE”, lest anyone in Germany might get the impression that this was not a German invention. It is, however, a tribute to the company that it can bring Euro VI compliant engines to market, delivered by their turbocharger technology and the low emissions that result from a combination of SCR technology, exhaust gas recirculation and particulate filter, well in advance of their legislated requirement. This decision by Mercedes-Benz, in Europe, to introduce technology earlier than mandated is, in itself, at total loggerheads to the path chosen by Freightliner Australia. For our market, Freightliner is intent to hang onto Euro V using EGR, rather than grab the green advantage and proclaim an immediate early introduction of lesser emissions levels, available from using SCR technology, from day one of the DD13 engine introduction.
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DRIVEN
These
days, it doesn’t take much to build a brand name. A half decent product and a good marketing team can change the world, though usually only for a short time. But things were very different back in 1915, when the first AC Mack truck rolled off the production line. In a time of war, there was no place for anything other than tough equipment, and the AC earned a reputation as the toughest there was. In a world free from marketing departments and advertising gurus, the Mack brand became renowned worldwide. Fast forward almost 100 years, and Mack is still one of the world’s most recognised truck brands. The current generation of Mack trucks seem to have little in common with the earliest models. Ironically, they are built with specific Mack values in mind, as a reminder of the “good old days”. The sound, feel and, of course, the Bulldog on the bonnet, are all reminders of where their current lineup has come from. The engineers have done a great job of retaining the essence of the past, while still keeping up with the expectations of modern day operators. The Trident Axle-Back is a prime example of old fashioned Mack values combined with modern day technology, and a little hint of Volvo influence, to deliver benefits for the operator.
distance, line haul prime mover, with all the comforts a driver needs. The short, sloping bonnet not only provides excellent visibility, but allows the Trident AB to tow a 34-pallet B-double combination and still fit in under 26 metres overall length. Having the front axle positioned slightly back from the bumper improves weight distribution and reduces the turning circle, two important factors when operating B-doubles. Power is provided by the 12.8-litre Mack MP8 engine, available in either 500 hp/1840 lb ft or 535 hp/1920 lb ft ratings. To meet Euro 5 emissions requirements, this engine uses SCR technology (DEF or Ad- Blue), with a 200-litre tank fitted to the passenger side of the vehicle. Power is then fed through either a Mack 18-speed manual, an mDrive 12-speed automated manual, or Eaton 18-speed manual gearbox. In this case, I drove the 535 hp/1920 lb ft version mated to the 12-speed mDrive automated transmission. This is a directdrive transmission, and was paired with lower ratio 3.07 differentials. This combination worked very well, and with the MP8 producing peak torque from 1050 to 1500 rpm, there really wasn’t any need for more than the 12 gears on offer. The mDrive automated manual did a very neat job of selecting the right gear at the right time.
The Trident Axle-Back, as I tested, is Mack’s offering for the 26-metre B-double market. With an integrated 40” bunk and 1400 litres of fuel capacity, this is a genuine long
EASY
Dave Whyte takes to the highway with Mack’s new MP8-engined Trident and mDrive
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EASY DOES IT
The Trident cab provides a very driver friendly workplace. A far cry from the R model Macks that I’m familiar with, this is a working environment built for the driver – quiet, spacious and comfortable. Some of the old-time Mack features are evident, even when trying to enter the cab, with steps set into the fuel tank and narrow doors that open to around 70 degrees. A fulllength grab handle runs up the outside of the cab, behind the door, with another smaller one inside at the rear of the door frame. There is also a small platform on top of the fuel tank, just outside the door, offering a stable first step when exiting the cab. The true Mack influence was also evident in the use of dash mounted switches, as opposed to steering column mounted wands, for things such
as windscreen wiper operation. An interesting contradiction to this is the stalk used to operate the driver information display, which has come straight from the Volvo parts catalogue. One feature that doesn’t fit the old-time Mack image is the Isri driver’s seat. I have no qualms in saying that Isri makes the best drivers seats available, for comfort and safety. With a host of adjustments available, including shock absorber resistance, and comfort features, like seat heating and inbuilt seatbelt, even the fussiest driver should be able to ride in comfort. That’s not to say that all Isri seats are the same, and, in this case, the “Big Boy” version was fitted, with larger and deeper seat cushioning than that found on units fitted to Euro or Japanese trucks. Also fitted is a slide-out fridge unit under the bunk, saving floor space while still providing easy access, even while driving. The bed itself has an innerspring mattress, increasing the chances of good quality sleep. Vision was excellent, with no cars disappearing in front of the truck at the lights, and the usual flat mirrors with spotters on each side giving good rearward vision. The raised air intakes did create a small blind spot each side, but with their position being in line with, and close to, the A pillar on each side, two blind spots have really been reduced to one.
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TRAILER TORQUE
TRAILER TORQUE
Brisbane’s Truck Show provides the perfect venue to showcase Australia’s trailer industry
Any
doubts concerning the staying power of the Global Financial Crisis were well and truly dismissed by the high interest rate of visitors attending the Brisbane Truck Show. Exhibitors from the trailer, tanker and bodybuilder industry all reported an excellent enquiry rate, with one company actively quoting on an order for 20 B-doubles, making the trip to Southbank potentially very worthwhile. The list of exhibitors in this category read like a veritable Who’s Who of the industry, with all the major brands presenting their latest technology. Companies present included Byrne Trailers, Marshall Lethlean, Drake trailers, Tefco Trailers, Freighter Maxicube, Hamelex White, Holmwood Highgate, Lusty EMS, Graham Lusty Trailers, O’Phee Trailers, Moore Trailers, Rhino Trailers, Krueger and Vawdrey, showing a wide cross section of solutions for operators in all categories. Brisbane based, O’Phee Trailers, showed its professionalism and standing in the industry by taking out two awards at the show, accepting the honours for Risk Management Excellence presented by Worklaw Health and Safety, and the Outstanding Vehicle Component & Equipment Display presented by German manufacturer, and even cosponsor, MAHA. Company director, Sharon O’Phee, told PowerTorque of some of the problems experienced by the manufacturer as a result of the recent flooding, which caused a total shutdown for two months. Although all production ceased with the premises inundated by two metres of water, the workforce remained employed and knuckled down to commence a major clean-up. The support of O’Phee’s for its workforce at this difficult time illustrates how private ownership respects the abilities of its employees, despite considerable financial hardship experienced by the company and others affected by the floods. This privately owned Australian company has a unique reputation for light tare, high quality manufacturing, with a broad range of skeletal, retractable skeletal, drop-deck flat tops, flat tops, convertible trailers and curtainsiders in its product portfolio.
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O’Phee’s latest release, the BoXLoader, was demonstrated at the Truck Show. This swinglift design of container loader adds the European-design abilities of one of the world’s leading sideloader manufacturers to the trailer manufacturing expertise available from O’Phee. Graham Lusty Trailers is another privately owned manufacturer with an excellent reputation for its designs for bulk grain transport, with both slide and rollback lead versions in wide body and standard body configurations. The company also specialises in flat top aluminium trailers and 19 metre B-doubles for the brick and paver industry, as well as side tippers, drop-deck trailers, bottom dump trailers and truck rigid and dog trailers. Graham Lusty, himself, was on the stand, demonstrating his development that enables end-over tipping of the A-trailer over the drawbar with a jackknifed B-trailer, where the B-trailer is held in stationary position by the brake application through the ABS system. Visitors to the Freighter exhibit were the first in the country to get an exclusive demonstration of Freighter’s unique, new, patent pending AutoHold™ curtain. With no buckles or gates, this system is a real advance in trailer load restraint curtain systems, is extremely simple to both use and maintain, and significantly cuts loading and unloading time as well as the effort required from the driver in securing the load or opening and closing the curtain. Not having buckles and straps also reduces tare weight by up to 200 kg. The AutoHold design eliminates the need for conventional buckles and straps, and also the gates. The vertical locking, unlocking and release of the curtain is completely automatic via a simple push button control. The air-operated mechanism swings all the pultrusions at once to lock/unlock them into the coaming rail.
Because the load restraint system is built into the curtain, in most cases gates are unnecessary. Freighter AutoHold has been certified to meet the NTC Load Restraint Guidelines for a unitised load of 1,250 kg per pallet space. The AutoHold is currently on field trials and will be available for sale later this year. Freighter also showcased a customised skel B-double, featuring a retractable tag skel and a roll-back lead skel trailer, which have been built for Queensland based operator, Rogers Transport. JAT Refrigerated Road Services were the proud owners of a new Maxi-CUBE Classic C-Series Reefer refrigerated van, which incorporates a full-length chassis from bumper to skid plate. Suitable for all types of road conditions and loading operations, the C-Series inherits all the class leading thermal efficiency and features BPW D36 airbag suspension, Alcoa aluminium wheels and Narva LED lamps. Built to carry frozen products, the van has been superbly finished with the transport company’s name being laser cut into the toolbox, adding that personal touch.
AutoHold is a new load restraint curtain development by Freighter that replaces buckles and straps. PowerTorque ISSUE 41
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FEATURE
billed as the world’s largest gathering of building and construction equipment suppliers and, with over 1,000 new products on display from 2,500 exhibitors, there’s every reason to believe that Conexpo-CON/AGG Exhibition was this year living up to its expectations. The gambling centre of the world hosts many major exhibitions and conventions and this year it was markedly noticeable that this entertainment oasis in the Nevada desert has an economy that is badly hurting as a result of the GFC knock-on effects. With the unemployment rate approaching 40 percent, worse than that of Detroit, domestic housing prices have slumped throughout the region, from an average of up to $400,000, five years ago, to an availability level ranging from $75,000 to $150,000 today for houses in the same category.
But despite the empty building blocks, and with a regular supply of for sale signs evident in housing estates, this was a year for the members of the building industry visiting Vegas to regain optimism for future growth. Leading the upbeat atmosphere was engine maker, Cummins, as it released what it calls Tier 4 Final, the latest generation of the QSL9 engine, capable of meeting near-zero emissions levels. This 9.0-litre engine achieves EPA 2014 levels by combining the Cummins Compact Catalyst (CCCSCR) with selective catalytic reduction. With up to 400 hp (298 kW), the QSL9 improves on fuel efficiency levels of the Tier 4 Interim engine previously available. The CCC-SCR aftertreatment system, previously used for ratings below 174 hp (130 kW) has been up-scaled for the 9.0-litre platform. The same system will also be used on QSB 6.7, QSB 4.5 and QSB 3.3 engines, to offer a common treatment solution for power outputs across the range from 75400 hp (56-298 kW). “The CCC is significantly smaller than a particulate filter, offering space saving benefits for installation. At Tier 4 Interim levels, the QSB 6.7 and QSL9 engines achieved five
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BUILDING FOR TOMORROW Cummins QSL9 with the CCC-SCR aftertreatment system and (below) Tom Linebarger, President and Chief Operating Officer of Cummins Inc.
percent improved fuel efficiency over Tier 3 levels. The Tier 4 Final development improves fuel efficiency by a further 2-3 percent,” said Jeff Weikert, Vice President of Cummins’ MidRange Engineering Division. Meeting Tier 4 Final, in 2014, results in a 90 percent reduction of both PM and NOx, compared to Tier 3, with particulate matter reducing to 0.02 g/kWh and NOx to 0.40 g/kWh. The system incorporates a copper zeolite-based catalyst capable of up to 95 percent conversion. Dosing levels of Diesel Exhaust Fluid (DEF/AdBlue) are minimised with enhanced mixing in the decomposition pipe. In higher horsepower requirements, the 15-litre Cummins QSX 15 engine increases its rating to 675 hp (503 kW), with the QSX 11.9 engine also increasing its output to 525 hp (392 kW). Both engines achieve EPA 2014 certification using an aftertreatment system that combines the Cummins particulate filter with SCR. This system uses a diesel oxidation catalyst and wall-flow filter to reduce active regeneration cycles to below one percent of equipment operating time. Meanwhile, in Navistar land, Jim Hebe, the company’s Senior Vice President, North American Sales Operations, announced the availability of the MaxxForce 15-litre big bore diesel, the final addition to an engine range that includes the MaxxForce 11, MaxxForce 13 and MaxxForce 15. Available for on-highway use from July this year, the MaxxForce 15 is available in the PayStar range of severe duty on/off highway trucks, with up to 550 horsepower and 1,850 lbs ft of torque. Based on the CAT C15 block, and with the fuel systems, air management and electronic controls of the MaxxForce 13 EGR system, it’s this engine that will also be branded as a CAT CT and available in the future range of CAT Trucks. CAT Trucks launched its CT660 into the North American market with the product range being significantly different from that of the Australian CT610 and CT630. Whereas, for our market, the CAT truck comes with a CAT C13 or C15 ACERT Euro IV technology engine, the non-compliance of these engines to current and future exhaust emissions legislation in the US means that, right from launch, what is called a CAT CT engine is actually a MaxxForce 11-litre or 13-litre engine painted yellow, with a black CAT-identified rocker covers on the top. Once NC2 Global, the CAT and Navistar joint venture that forms the CAT Truck operation in Australia, disposes of its current stock of CT610 and CT630 Acert engined vehicles into our domestic market, the next round of production will feature these MaxxForce engines as the only option available.
Las Vegas forms the background for the greatest construction expo in the world
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