20 minute read
EVOLUTIONARY KENWORTH
EVOLUTIONARY KENWORTH Paccar Australia has unveiled its latest Kenworth, the T410SAR, describing it as “yet another example of the benefits of local Australian applicationengineering”
ACCORDING to Paccar Australia, the newest member of its product line – the T410SAR – is the result of “continuous innovation and product development process”, not to mention influence from customer and driver feedback.
“Combining classic Kenworth styling with modern enhancements, the T410SAR complements the existing Kenworth product range and provides Australian and New Zealand customers with additional solutions for their application needs,” says Paccar Australia sales and marketing director Brad May.
Paccar underlines that the new model combines the best attributes of both a cab-over and conventional truck, particularly in terms of manoeuvrability, visibility and a minimal overall length, along with the serviceability, ease of cab access and low-tare weight of a bonneted truck.
“Of paramount importance in delivering new product is the need to maintain the exceptional performance, quality, durability and productivity for which Kenworth is renowned,” Paccar Australia chief engineer Noelle Parlier says.
“Our extensive testing and validation process supports this, as does our own research and development, further enhancing product as innovations come to hand.
“First released in 2016, the T410SAR is the latest evolution of the T610 platform with 2.1m wide cab.
“Further development of the platform has enabled us to refine and enhance many key elements in the T410SAR.
“This development has allowed us to bring a product to market with all the Kenworth hallmarks and more.”
Paccar has sought better weight distribution through a set-forward front and insists the T410SAR delivers “bigger payloads, a superior driver environment, improved fuel economy and a greater choice of options”.
The design aims to maximum payload under Australian regulations for 19m B-double, most 19m quad dog applications and car carrier specifications.
This sees, the T410SAR offers a bumper-to-back-of-cab (BBC) length of 2,850mm.
It is available in rigid, single and multi-trailer combinations and is currently available in a 6x4 configuration, with car carrier and 8x4 configurations confirmed for release later this year.
Rated at up to 70 tonnes GCM, Paccar says it is ideal for local and interstate distribution and suitable for PBS and other heavy-duty applications.
“To develop a new product that meets the needs of our customers, consultation is paramount and is the foundation of its development,” May adds.
“Sharing many of the same attributes as the T410SAR, feedback from customers on the performance and handling of the T410 has been positive, including feedback received from customers with an integrated Paccar powertrain, incorporating the Paccar MX-13 engine and 12-speed transmission.
“The same combination being made available in the T410SAR.”
The cab comes with a choice of traditional diamond pleat
trim in a range of contemporary colours, or the new fleet spec trim.
The T410SAR also boasts four sleeper cab options, a 600mm aero, 760mm mid-roof, 860mm aero and for car carrier specifications, a new 600mm flat-roof sleeper due for release early in 2021.
Engine and transmission
T410SAR is available in either 460hp or 510hp (343kW or 380kW) variants.
“The 12v MX-13 provides exceptional levels of refinement and service simplicity,” Paccar says.
“No longer requiring 24v-12v inverters, the electrical architecture is even more simple, durable and cost-effective to service and maintain.”
The T410SAR comes with the choice of the Paccar 12-speed or Eaton 18-speed automated transmissions.
The Paccar 12-speed, with a torque capacity of 1850ft-lb and rated to 50 tonnes GCM, features an aluminium main case, internal sensors and wiring, and helical cut gearing.
Like the Paccar 12-speed transmission, the Eaton 18-speed UltraShift Plus transmission is available with 1,850ft-lb or 2,050ft-lb (2,508Nm or 2,779Nm) of torque and a rating of up to 70 tonnes GCM.
Both automated transmissions are operated via a transmission stalk controller mounted on the right of the steering column.
“Moving the transmission controller away from the dash has provided more space in front of the dashboard to allow easier movement around the cabin,” Paccar says.
The T410SAR also comes optioned with an 18-speed Eaton manual transmission. the T410SAR cab’s ease of entry and broad lines of sight.
The latter comes courtesy of broader and better positioning of windscreen, doors and mirrors in the 2.1m cab’s design.
“Large, aerodynamic, multi-way power adjustable mirrors with high strength cast break-away brackets reduce mirror vibration and offer an optimal rear view of the vehicle,” Paccar says.
“Intelligent mirror placement, sitting low on the cab also allows for an effective forward line of sight, both over the mirrors and between the mirror and A-pillar making for exceptional crosstraffic visibility.
“The use of asymmetric mirror arms place the mirror heads in optimal position for rearward vision, while minimising any obstruction.”
The T410SAR is available with collision avoidance and mitigation technology.
The suite of technologies include active cruise with braking and lane departure warning working in harmony to take safety to the next level. It builds on existing critical active and passive safety design elements and overall ergonomics designed for comfort and control.
Inside the cab
The 2.1m cab, introduced with the release of the T610, was designed with driver comfort in mind, Paccar says.
“The instrument panel, switches and controls have been positioned intuitively with dashboard instrumentation visible at a glance.
“Everything has been situated to allow drivers to maintain concentration and reduce fatigue.”
Toggle switches provide full control of systems such as engine brakes, engine fan, driver-controlled differential locks and suspension dump valves.
An optional 7-inch (17.8cm) display provides access to satellite navigation systems, radio and media functions and virtual gauges, unique to Kenworth. For enhanced ease of operation, cruise control and audio controls are on the steering wheel.
Heating and air-conditioning system come with automatic climate control, specifically designed for the variable extremes of the Australian climate.
There is access to the service items in the HVAC system.
“LED interior lighting provides either bright or subtle lighting to reduce fatigue, using red lights and soft dash lights to minimise distracting glare when driving at night,” Paccar says.
“A door-mounted floodlight allows safer ingress and egress of the cab and a rear cabin wall LED strip light provides a safe well-lit when connecting air lines and light coils in poor light conditions.
“To quickly identify non-functioning lights, a light check function is provided and can be activated via either the dash or button on the key fob.”
Above: Premium spec interior
Left: The 860mm Aero sleeper cab
Specifications
Make/model: T410SAR Kenworth Engine: Paccar MX-13 – 460hp (1700ft-lb torque) or 510hp (1850ft-lb torque) Transmission: Paccar 12-speed; Eaton UltraShift Plus 18-speed AMT; Eaton 18-speed manual (optional) Suspension: Front – Taper Leaf; Rear – Airbag Cab option: Day cab; 600mm Aero; 760mm mid-roof; 860mm Aero; 600mm flatroof sleeper (due in 2021)
Asset write-off extension welcomed
TRAILER MANUFACTURER MaxiTrans has commended the federal government’s plan to extend the stimulus package until the end of the year in address to the economic impacts of the COVID-19 outbreak. MaxiTrans says the extension of the package, announced on June 9, will continue to build confidence, through on-going employment and business continuity for its brands and suppliers alike.
“The combination of the government programs, including JobKeeper and the accelerated depreciation incentive, have been a blessing for Australian business and the transport industry,” says Dean Jenkins, MaxiTrans managing director and CEO.
“Importantly, what it has meant for MaxiTrans is that we have been able to keep our operations going in support of our customers, so that they can continue to keep food on shelves. Also just as important is that we have been able to keep people employed, which is a really fundamental thing at this point in time.”
Jenkins praised the efforts of MaxiTrans’ employees, customers and suppliers for how hard they have worked in support of communities following the effect COVID-19 has had on the industry.
“It has been a tough time and will continue to be a tough time. However, we’ve all shown just how important this industry is for our community and Australian manufacturing.”
With the federal government announcing an extension to the $150,000 instant asset write-off scheme through to the end of 2020, it allows customers to invest in their business as restrictions around the country begin to ease.
“We appreciate the efforts of our industry partners, the Australian Trucking Association (ATA) and the Heavy Vehicle Industry Australia (HVIA) for their collaborative efforts in lobbying the federal government on behalf of the transport industry,” Jenkins says.
“What this extension means for our customers is added confidence to continue and to know that the government is aware of what the instant asset write off is positively doing for proud Australian businesses like MaxiTrans.”
Jenkins reminds customers that the instant asset write-off and depreciation rules are available for multiple units across both new and used trailers, not just a one off purchase.
“Customers may also wish to invest in capital asset upgrades, including upgrading their suspension or fridge plants on existing trailers via our service network, which too fall within the write-off and depreciation rules.”
Truckzone in the zone
THE SMP GROUP has announced the rebranding of three of its successful truck parts distributing businesses into a new single entity, Truckzone.
Gleeman Truck Parts, Coburg Truck Parts and PartsPeek, the Japanese parts specialist, will be consolidated to create a unique and strong business that SMP Group says will allow it to leverage the combined parts volumes across all the stores, increase efficiency in operations and reduce costs for the customers. It will also support further growth of product range that will result in a broader offering and better value for customers.
“I am very excited about the potential this unlocks for Truckzone in the years to come,” SMP Group CEO Mick Henderson says.
“Our strategy is to offer high-quality products to cater for the extreme and unique conditions of Australian roads. We have been providing truck and trailer parts for years in Australia, we know what is needed and we know how to do it well for our customers’ safety and finance.
“Truckzone has a wide range of American and Japanese truck parts with one of the industry’s best reputations for product availability. The in-stock parts inventory approaches some 30,000 products. Truckzone 10 branches nationwide are open six days a week, from 8am,” Henderson adds.
“The new name provides a new national identity to the market while internally it brings a single focus with clear direction and purpose. Our relationship with our customers is our priority and we will continue to offer the highest value for money products and services available in the market.
“The fact that we are now a single entity with a national footprint allows us to offer our larger national customers a true truck parts onestop shop with national pricing and consistent product range and stock levels.”
According to SMP Group, some of the highlights of the move include: • A unique customer account number that will assist customers to buy centrally across any of the Truckzone stores nationally • A national pricing policy that will ensure customers get the products at the same
price at any location • A generous price discount reward when buying larger quantities from Truckzone • As a direct benefit of Truckzone’s increased buying power with its vendors it will allow the business to offer new and attractive deals to its customers • A reduced transaction time for faster product delivery • Improved branch footprint that will help customers find the exact products they need irrespective of their location • Increase in stock levels across all stores • A single website that includes an online store and product catalogue to help customers make informed decisions on their parts and accessories purchases.
The rebranding will occur on all the stores across New South Wales, Victoria, Queensland and Western Australia in a staged process throughout 2020.
“Our goal today and in the future remains to keep our customers safe on the road, making sure they can easily purchase a broad range of quality parts for their truck or fleet, when and where they need it. This is what drives me daily, and I know my team shares the same passion,” Henderson says.
SMP Group CEO Mick Henderson
Western Star eyes collision avoidance
WESTERN STAR TRUCKS has announced the introduction of the ‘Mobileye 6 Series’ collision avoidance solution for all its truck models from the 4700 to the 6900.
The Mobileye 6 Series solution is said to incorporate a forward-facing camera that continually monitors the road, identifying potentially dangerous situations and providing alerts, and the ‘EyeWatch’ dash display, which delivers visual alerts.
“We are very excited to be partnering with Mobileye and are confident that this offering will be favourably received by ownerdrivers and fleets alike,” says Dale Christensen, brand manager – Western Star Trucks, Penske Australia.
“An active collision avoidance solution, the 6 Series package not only warns drivers with audio and visual alerts of potential hazards, but has also been shown to typically improve driver performance as drivers become accustomed to alerts and begin to anticipate them.
“For example, global studies have shown that collision avoidance systems, like Mobileye, could reduce rear-end collisions by up to 80 per cent.
“In addition to reducing collisions and thus costs associated with repairs and downtime, transport operators can also receive Mobileyerelated data for training purposes when integrating Mobileye into third party telematics or fleet management systems.
“The Mobileye product is very flexible and is available to be retrofitted on Stars produced from 2011 onwards or installed on new units at the dealership,” Christensen says.
“And for keen customers who purchase the Mobileye solution before the end of July, the installation cost will be completely waived.”
The Mobileye 6 Series solution is reported to incorporate various alert features including pedestrian and cyclist collision warning, headway monitoring and tailgating warning, forward collision warning, lane departure warning, and speed limit indicator.
ISUZU ADDS MORE PAYLOAD
ISUZU is upgrading its light-duty NLR 55-150 models with a brand-new NMR 60/45-150 N Series range.
Responding to what the Japanese maker says is “an increasing demand for a light-duty, narrow cab, cabchassis truck models with increased payload capacity and ease of driving”, the new model adds an additional 500kg payload and the availability of a two-pedal option to the model it replaces, the NLR 55-150.
The NMR model is available in 4,500kg and 6,000kg gross vehicle mass (GVM) ratings.
The former is car licence compatible “enabling businesses to utilise a range of driving abilities”, Isuzu says.
“Operators will also enjoy additional payload capacity with the 6,000kg GVM NMR variant, adding a 500kg payload up-tick on Isuzu’s popular NLR 55-150 model.”
The NMR is powered by the Isuzu 4JJ1-TCS diesel engine rated at 110kW/2,800rpm and 375Nm/1,600–2,800 rpm.
It is available in both short (2,490mm) and medium (3,360mm) wheelbase formats and offered with Isuzu’s torque converter–automated manual transmission (TC-AMT).
“Long renowned for its excellent driver visibility and safety, Isuzu’s narrow cabin design delivers again on the NMR format, offering exceptional ergonomics, class-leading frontal and sideways driver visibility, as well as the driver comfort features and safety features operators expect from Isuzu,” the company says.
“Like all other 4×2 configuration Isuzu N Series models sold in Australia, the new NMR 60/45-150 range features standard driver and passenger side airbags, seatbelt pretensioners, ECE-R29 compliant cab, electric and heated mirrors, front cornering lamps, four-wheel disc brakes with Anti-Lock Braking System (ABS), Isuzu Electronic Stability Control (IESC) and anti-skid regulator (ASR).”
Also included is independent front suspension (IFS) with coil springs.
“Driver fatigue, road shock and bodyroll are all proven to be significantly reduced with the addition of IFS, a trait often sought after by ute drivers looking to upgrade.”
Western Star’s ‘Eye Watch’ dash display
COOL RELIEF FOR DRIVERS
TRUCK DRIVERS globally could soon have access to state-of-the-art temperature control in their cabins that reduces windscreen condensation and improves comfort.
An international research team involving Monash University, Zhejiang University (China) and the University of Pennsylvania (US) have spent the past two years investigating the air inlet mode, temperature, relative humidity and flow speed of ventilation of air conditioners in truck cabins, and how this impacts dewing and driver comfort.
The study, published in Applied Thermal Engineering, found highest anti-dewing efficiency was achieved when the air conditioning airflow was set to speed above 0.6 metres per second, a relative humidity of 20 per cent and temperature above 46.85 degrees Celsius within 200 seconds.
However, the optimal zone – where the combined requirements of occupant comfort, energy efficiency and safety were met – was when the relative humidity was within the range of 20–60 per cent and the temperature was between 19 and 25 degrees.
Researchers have collaborated with automobile manufacturers in Australia and China on thermo-fluid problems, such as vehicle aerodynamics, drag reduction, and thermo-fluid flows in engines. Findings from this study could influence the future design of automotive air conditioning systems.
The problem of vehicle window dewing not only affects the occupants comfort, but also interferes with the driver’s sight and potentially threatens the safety of driving as well as electronic equipment in the vehicle.
Vapour condensing is caused by the differences in temperature and relative humidity (moisture) in the air. The problem can be resolved by adjusting the inside temperature to avoid the dewing point and reducing the relative humidity through the ventilation system.
But, in order to reach maximum defogging capacity, cabin temperatures could soar to nearly 50 degrees – making drivers extremely uncomfortable and distracted while on the road.
Researchers simulated 33 different working conditions of air conditioners – including temperatures, humidity and flow velocities – to improve cabin defogging and maximise driver comfort in a retrofitted truck cabin.
Results showed that reducing humidity could not only effectively control condensation, but also optimise the distribution of the internal airflow and increase the heating effect.
FOR THE OWNER-DRIVER Frank Black
Hush! It’s the ACCC!
‘The power of unity’ doesn’t mean stopping truck drivers from speaking out
WHEN RICH multinational retailers sitting in boardrooms overlooking city skylines squeeze transport to line their own pockets, it is the truck drivers and owner-drivers tearing through the streets below just to get the job done that bear the brunt of that decision. When paying drivers for loading and unloading would put a transport operator out of business because their margins are so tight, it is truck drivers that are pushed to make up that unpaid time on the road.
Owner-drivers are the ones who have to calculate to the dollar whether a job will give them any profit at all, whether it is worth the wear and tear of their equipment to travel the country for pocket change.
There is a human cost to the greed at the top of transport supply chains. It is the high number of truck drivers killed at work – far higher than any other profession in Australia. It is the parents and children and siblings and friends mowed over by an out of control truck with faulty brakes because the owner couldn’t afford their last service, or the driver that’s had a micro sleep because they’ve been working so hard to put food on the table. drivers shouldn’t be forced to accept even lower rates by companies taking advantage of the COVID-19 pandemic.
I don’t need to be reminded that truck drivers, particularly owner-drivers operating independently, are vulnerable to the unfair system that allows the rich and powerful to dictate what happens in transport. Hundreds of transport businesses go bankrupt every year. It weighed heavy on me that if the ACCC decided to build a case against me, they are far more resourced to win an unbalanced fight, even if the ethics are on my side.
Just like the directors in their penthouse offices are ignorant to the dog-eat-dog life of a truck driver, the ACCC also has no idea what it’s like inside the cab of a truck. On their lunch breaks, they can choose from a huge selection of food from the supermarkets and cafes, made available by truck drivers. We take our breaks in crowded truck stops with a small, overpriced selection of unhealthy food. Our working lives are at opposite ends of the spectrum.
ASSOCIATION ACCUSATIONS
Coincidentally, my opinion column has also got the backs up of the Australian Trucking Association (ATA), of which I’m
FRANK BLACK has been a long distance owner-driver for more than 30 years. He is the current ownerdriver representative on the ATA Council.
the owner-driver representative on the general council. In March, I wrote an honest piece about my concerns that the ATA serves to represent only businesses and not individual drivers, including owner-drivers. The ATA responded with accusations that I do not take part in council meetings and therefore should not have an opinion, which in the first place is false as I have only missed one meeting this year.
I have for years been calling for more representation for drivers at the ATA, at the very least one representative from each state. One individual for the whole country is simply not enough to counter the desires of bigger profit-driven companies and the associations that represent them.
The ATA has further proven my concerns by coming out in support of the ACCC’s accusations condemning me for speaking out on behalf of truck drivers being paid properly. If the ATA represents truck drivers, as it claims to do, it should be just as outraged that a regulator would come down on a truck driver like a ton of bricks while ignoring the crisis in our industry driven by cost-cutting at the top of the supply chain.
That the ATA suggests I should speak only to them about my concerns that truck drivers are under even more pressure during the pandemic, and not to my fellow truck drivers in an opinion piece, when the ATA has proven time and again that the issues I raise on behalf of owner-drivers fall on deaf ears shows just how little respect they give to our concerns.
In their response to my column, the ATA talks about ‘the power of unity’. They use this expression while failing to acknowledge that truck drivers are the hardest hit in our industry and are expected to bear the brunt once again.
This is absolutely a time for unity. That does not mean we should be unified in being silenced. The ACCC and the ATA want us to be quiet. Now more than ever, we need to stand together, voice our concerns and fight for a fair go.
EXPERTS IN OUR FIELD
I hear associations claiming trucks are not at fault in accidents, but does it really matter who is at fault when there is the loss of a life? Do these associations take into account that perhaps a fresh and alert driver may possibly avoid a crash even if the other vehicle was doing the wrong thing? After all, we are professionals in our industry and should be treated like the experts that we are in our field.
You’d think there’d be some sort of regulator to ensure this imbalance doesn’t happen, and there is. It’s called the Australian Competition and Consumer Commission (ACCC). And yet this deadly corporate greed is allowed to happen every single day.
But when I, a truck driver of over 30 years, dare to mention in an Owner//Driver opinion column that we shouldn’t be forced to accept rock bottom rates because of some companies seeking to profit from a pandemic, the ACCC threatens me with 10 years in jail.
As a one-man trucking business just trying to make a living, I was of course shaken by the letter I received from Catherine Pavey, director of Cartels, accusing me of trying to fix rates and threatening jail – particularly when I said nothing of the sort. What I said, was that
