PowerTorque Magazine Issue 38

AUSTRALIA’S LEADING TRUCK AND ENGINE MAGAZINE

www.powertorque.com.au

ISSUE 38 December/January 2010 - 2011 RRP: $7.95 (NZ $8.95)

CORONADO COMES TO TOWN

PLUS

CAT ATTACK DETROIT DIESEL LAUNCHES IN OZ VOLVO HITS 700 HP MACK AND VOLVO FOR EURO V

The Love of Rubber Realising that there’s strength in numbers, the Michelin Service Centre (MSC) network has been launched throughout Australia to operate as Michelin’s premium truck and bus distribution network of independent tyre dealers in Australia.

First to join the network were MSC Fast Freddies Tyres at Healesville and MSC Tuff Tyres in Cairns. Michelin Service Centres offer truck operators professional service solutions, expert product knowledge and the highest quality range of tyres in the country.

THE MSC network is already a success on an international scale, particularly in the Asia Pacific region, where the Michelin Service Centre is a one-stop-shop for truck and bus tyres, as well as related services which include wheel balancing, professional tyre repairs and regrooving – saving customer’s time and expenditure on maintenance and servicing.

Diagnosing Problems VDO’s new gauge tester enables technicians to determine whether automotive, commercial and marine electrical instruments fitted to a vehicle or boat, are functional and accurate without the need to remove them.

Three digital hand held tachometers in the range offer an easy solution for any workshop requiring the RPM of any engine, machinery, driveshaft, electric motors etc.

Running Lights It’s a proven safety gain to fit daytime running lamps to increase visibility and safety for oncoming traffic during daylight hours.

Narva has just released four styles of L.E.D Daytime Running using one Watt high powered L.E.D’s with multi-voltage circuitry to ensure long life expectancy and low current draw over the extended periods they are in operation, providing significant advantages over Halogen equivalents.

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Making an Impact More news from Kincrome with the release of an entire new range of impact of sockets and accessories. This range includes 3/8, 1/2, 3/4 and 1” drive sizes in a massive range of metric and imperials sizes, from the smallest 4mm to the largest 95mm socket, this range has the lot! The range includes standard, deep and in-hex style sockets.

The accessory range includes adaptors, universal joints, extension bars, clip rails, right down to ring and pin sets for pneumatic and power tools.

Vinyl on Display Kenworth’s new T700 with a 2010 PACCAR MX engine got the benefit of a colourful, vinyl wrap prototype at the recent Great American Trucking Show in Dallas.

Developed in conjunction with Sirlin Enterprises, the prototype wrap was shown to customers visiting the Kenworth booth during the show.

“We wanted to show customers a new, unique way of spec’ing their Kenworths to further emphasize their commitment and passion for The World’s Best(R) trucks,” said Judy McTigue, Kenworth director of marketing planning and research.

Kenworth plans to launch the Kenworth Wrap Programme in the near future.

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FEATURE

There’s

no doubt that Mercedes-Benz Australia Pacific has found life tougher since the demise of the Sterling brand in Australia. Just as the product was starting to achieve its own reputation, the financial strings for this vocational truck were cut by the corporate reaction to the GFC in the USA, and the brand that owed its history to the Ford Louisville ceased to exist.

Now, for 2011, the Freightliner brand is trying to reinvent itself as the sole North American truck in its Australian division, distancing itself from its sibling Western Star. This alternative brand remains a thorn in the side of MBAP, due to its common ownership by Daimler but its independent distribution for our market through Trans Pacific Industries.

Through 2010 (YTD October), Freightliner has managed to hold onto its market share of 2009, achieving 6.2 percent of the over 15,000 kg segment and overall sales of 457 units (down from 6.3 percent for the same period of 2009).

Considering its product range represents both conventional and cabover variants, with Argosy and Columbia, the division has not performed to its full potential when compared to the performance of Western Star’s conventional-only line-up, which holds 8.8 percent market share and sales of 649 units.

Fortunately, for MBAP, the Mercedes-Benz brand has itself improved its performance, gaining market share of five percent with sales of 366 units, an increase of 22 percent over 2009.

Talking to PowerTorque, Carlo Beltrame, Senior Executive for truck marketing for Freightliner in Australia, outlined the extensive reorganisation plans the company is currently undertaking to bring the brand back to prominence.

Projecting a timescale of a minimum of two years to get the brand on its feet, Beltrame said that the coming year would see a major revamp of Freightliner product, not only with the arrival of Coronado, but with a major styling change with Argosy and the introduction of a totally new engine range from Detroit Diesel.

“We shall be replacing the Freightliner CST 120 and Columbia 120 with the latest version of the Coronado, and also replacing the Classic, the old Coronado and the FST models,” said Beltrame.

“We shall be projecting a new face progressively through 2011, introducing new engines from Detroit Diesel in the 13-litre and 15-litre bracket to completely replace the Series 60. The Cummins ISX will also be available as an alternative engine option.

“The Columbia will feature the DD13 engine, and we are discussing a new power option of 470 hp with Detroit Diesel to suit our market requirements. The ISX will also be available at 470 hp in this weight range.

“The DD15, at 15-litres, will offer 560 hp and 1,850 lbs ft of torque, and this will be matched by the Cummins ISX with a maximum rating of 625 hp for the Coronado, in higher weight ranges, with GCMs up to 140 tonnes,” he added.

“We see the Columbia being our offering for single trailer work with B-double and Road Train demands catered for by the Coronado,” added Carlo.

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Ru

Expect to see both the Cummins and Detroit Diesel engine options matched to Eaton transmissions, both as a fully manual Roadranger application and the new two-pedal Ultrashift Plus. It’s known that the PowerShift II fully automated manual transmission used in the Mercedes-Benz products, such as Actros, has been engineered for matching to the DD13, DD15 and DD16 engines, but this option will not be available immediately in the Australian market.

“Globally, we have to assume it will probably make sense to think about the introduction of Powershift in the future,” said Beltrame.

“The chassis configuration for the Coronado is similar to that of the Columbia but there are changes to items such as engine mounts.

Although specification options will include cruise control, a driver’s side airbag, ABS (anti-lock brakes) and disc brakes, in certain applications, the Coronado platform does not offer EBD systems such as roll stability. It’s not something that the American operators seem to want, and, therefore, it hasn’t been engineered for our market,” he added.

Considering the depth and breadth of electronic control and safety systems available in Mercedes-Benz products, and the fact that all the European sourced vehicles conform to Euro V emissions levels with the introduction of SCR and Diesel Exhaust Fluid (DEF/AdBlue), the decision to opt for an interim technology with Freightliner product is open to question.

The Detroit Diesel DD13 and DD15 models, available for the next two years of Coronado introduction and Columbia continuance, will feature EGR-only technology.

This means Australian operators will have to accept further change within the space of two years even though this advanced technology is already available, and in production, in all the North American products. It also precludes Australian operators from embracing SCR and, what DTNA calls, its BlueTec advances using DEF, earlier than is currently mandated for our region. While some might be content to stay with the earlier technology, it’s worth considering that the latest US versions are claimed to bring fuel economy advances of up

RUGGED, YET REFINED

ugged, Yet Refined That’s how Freightliner describes its latest version of the Coronado in the North American market. But will it bring the US arm of Daimler trucks to market leadership?

Chris Mullett reports

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FEATURE

CAT

Acclaim CAT and NC2 pulls a new rabbit out of the hat.

Can it succeed in Australia? Chris Mullett reports.

At

first sight, the suggestion of a new brand of truck trying to make it in Australia, one of the toughest and most competitive markets in the world, seemed patently ridiculous. All major brands from Europe and North America already challenge each other for market share. Even the most successful are talking small numbers, by global comparisons.

And yet, here was CAT and its joint venture with Navistar, forming a new company, called NC2, and contemplating taking on the world.

The overall business case for success wasn’t helped

by Navistar effectively cutting all ties with the traditional Australian distribution chain of International Truck dealers, nor by CAT walking away from the on-highway engine supply to Original Equipment Manufacturers (OEMs), without so much as a cheery wave or sincere thank you to all its loyal supporters in the on-highway market.

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Now, fast-forward to today, and in Tullamarine, Melbourne, there’s a complete truck building operation producing trucks with a CAT badge for the Australian market. In a factory that once built graders, CAT Australia, under the auspices of NC2 Global, is building trucks and getting ready to bring its new products to market.

PowerTorque was invited to visit the production facility, months ahead of the official brand reveal and launch, to see at first hand the progress made by the fledgling company, to talk to the production line workers and to discuss with senior management the company plans for its global future.

The production line is compact, and trucks are literally built out of the box. Chassis rails arrive pre-drilled from the US and ready for assembly, and cross members are huck-bolted into the rails as the chassis forms and travels, upside down, along the start of the assembly line. Axles, suspension, drive shafts, fuel tank mounts, air lines and electrical couplings all

CAT ACCLAIM join the chassis as it heads for the paint spray booth and bake oven. After initial painting of chassis rails and components the chassis is flipped over to stand on its own wheels, before moving back into the assembly line for the mounting of the engine and transmission, fuel tanks and, of course, the cabin.

Axles and chassis are laser aligned to ensure accuracy, and then the huck bolts receive a further check for the correct torque. Once the production process is completed, all units then receive an on-road drive check before final sign-off.

At this early stage in production, the cabins all arrive fully assembled and also fully trimmed with glass and all interior items such as dashboard, gauges, door trims and floor covering already included in the build.

In setting up the production facility in Tullamarine, at Caterpillar’s traditional Victorian centre, NC2 Global has leveraged off the equipment already installed and available from its days of building graders and heavy earthmoving equipment. The roof structure and framework of the building was already equipped with travelling cranes to move heavy components.

To make the concept of truck production work, the advanced engineering and manufacturing team from truck maker, Navistar, had to work out a way to fit truck production into the already existing infrastructure. Even the paint spray booth and air extraction system was already in place.

The result is a simple production line that winds its way around, under the existing cranes and infrastructure. It’s a blend of CKD manufacturing, (Completely Knocked Down) and SKD (Semi-Knocked Down) manufacturing, with just about everything coming out of a box or crate, loaded into the production line and then assembled.

The Tullamarine operation is the first global roll out of products for NC2, which has recently announced similar operation starting up in Brazil, South America, and Johannesburg, South Africa.

This is where the blending of the CAT brand, and that of Navistar, becomes slightly fused together, as the Brazilian market will initially launch with the International 9800i heavy-duty truck chassis by the close of this year, followed in 2011 by the semi-heavy-duty DuraStar.

The engine choice in the South American market centres on an 11-litre, 417 hp engine with 2010 Nm of torque, to operate at gross weights ranging from 57 to 74 tons. Transmissions include an Eaton FTS-20112L synchronised 13-speed. It uses Meritor MT46-160 and MS23-185 rear axles with four (6x4) or six channel (6x2) ABS braking systems as standard. The DuraStar, available in 4x2, 6x2 and 6x4 versions, is powered by a MaxxForce MWM Brazilian manufactured engine of 7.2 litres, and rated at 260 hp with 900 Nm of torque.

We mention these models specifically because, at this stage, NC2 Global, through its partner Navistar, has indicated that, in time, other models will join the CAT branded product for the Australian market. However, it won’t be these powertrains, as the Brazilian market is currently taking the MaxxForce in Euro III compliance.

While all this is going on, NC2 has also launched into South Africa, having acquired the assets and existing dealership group of Navistar International Trucks of South Africa. In this market, the entry of NC2 is clearly aimed at introducing both the CAT brand, and International brand, and running them as PowerTorque ISSUE 38

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FEATURE

The

past year has been 12 months that Volvo globally would rather forget. Although Australia as a country has emerged from the GFC in fine shape, the European industry has been on its knees, and the Scandinavians have not fared any better.

Massive slumps in global sales did nothing to inspire buyers to invest and ignore the financial markets.

But, as any old timer worth his gold watch knows only too well, what goes down, usually goes up, even if it needs a little stimulus to help its ascent.

In Europe, Volvo Trucks’ deliveries in August were 100 percent higher than the corresponding month of 2009.

Demand in the South American and Asian markets, in August, rose by 78 percent and 94 percent (August 2010V2009), respectively, and deliveries in North America totalled 1,210 units, up 151 percent compared with the previous year.

In Australia, Volvo (YTD September 2010) managed a market share of 3.4 percent with a volume of 728 units, slightly above the figure for the first nine months of 2009 of 686 units.

Volvo annual sales seem to have stuck to the ceiling of the 1100-1400 mark since 2003, even though the overall heavy truck market has risen from 24,133 units for 2003, through to 37,231 for 2007, before dropping back in 2009.

So, what does any proud marketer do when the spotlight has drifted off its products? It launches something bigger and, hopefully, better than any other competitor to gain valuable column inches of publicity, and hopefully inspire some new orders along the way.

And they don’t come much bigger than this. A 16-litre, 700 hp (515 kW), six-cylinder diesel, with a torque rating of 3150 Nm, that’s called the D16G. Maximum power comes in from 1,550 – 1,800 rpm with the peak torque rating from 1,000 – 1,550 rpm. The dry weight of the base engine is approximately 1,325 kg.

With Selective Catalytic Reduction requiring Diesel Exhaust Fluid (DEF /AdBlue), it’s not only big and beefy, it’s cleaner and greener than we’ve previously seen at this high horsepower level.

With a DEF capacity sufficient to cover off 6,500 km between refills, there’s really no area for even the most ardent hater of technology to complain that adding DEF is tantamount to using the devil’s fluid.

The Volvo D16G conforms completely to Euro V certification requirements and is also available in power outputs of 600 hp and 540 hp, with torque ratings of 2,800 and 2,650 Nm, respectively. But even at its maximum 700 hp level, the new engine produces cleaner exhaust emissions with a reduction in nitrogen oxide that’s 40 percent lower than in the previous engine.

The Volvo D16G is equipped, as standard, with a new, electronically controlled exhaust brake (EPG) with an output of 230 kW at 2200 rpm or VEB+ with 425 kW at 2200 rpm.

Electronic control makes it possible to reduce the number of moving parts, promoting simpler operation, higher reliability and lower weight. There is also the option of the Volvo Engine Brake, VEB+, with 425 kW braking effect.

In Europe, Volvo recommends oil drain intervals of up to 100,000 km, or once a year, but that’s not something Australian operators will either be offered, nor expect, due to our higher ambient temperatures and heavier gross weights.

Volvo’s new 700hp engine will increase brand appeal for heavy haul applications.

Like all Volvo Euro 5 models, the new FH16 also has the upgraded ‘D version’ I-shift gearbox, which provides better performance and fuel efficiency.

For 2011, Volvo has brought all its truck models into compliance with ADR80/03, the Euro V emissions standards that have been part of the European scene since October 2009. Included in this technology is what Volvo calls EEV (Enhanced Environmentally Friendly Vehicle) ratings to D7, D11 and D13 engines - to further reduce emissions to the lowest levels ever seen on Australian roads.

If you buy Volvo in 2011, you buy SCR (Selective Catalytic Reduction) technology exclusively throughout the entire model range. It’s a direct contrast to some other engine manufacturers and OEMs that are persisting, at least for the next two years, to bring EGR engines onto the Australian market, and refusing to step straight to SCR innovation.

Big, Bigge

Volvo struts its stuff with 700 Horsepower 30

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BIG, BIGGER, BIGGEST

Staying with EGR (Exhaust Gas Recirculation) requires the costly addition of a DPF (Diesel Particulate Filter) but the overall cost of the engine is lower than an SCR equipped alternative. The downside, though, of staying with the older EGR technology is that emissions are not as low as they could be, and, in the long term, resale values of an EGR-engined vehicle are not going to be on a par with those of an SCR vehicle.

With the exception of American-based Navistar, all engine manufacturers have adopted SCR, or a combination of SCR and EGR, for their long-term engine treatment strategies.

The benefits of SCR technology to an operator are better fuel efficiency, cooler running engines, longer service intervals and increased horsepower and torque.

Despite the higher power outputs of Volvo’s Euro V engine range, fuel consumption remains the same as in the previous engine generation.

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FEATURE

Heir

The Detroit Diesel Series 60 has stood the test of time for a quarter of a century. With its successor to the throne now on sale in Australia, is it a case of, “The King is dead, long live the King”?

Apparent

We’ve

been reporting on the Detroit Diesel Heavy Duty Engine Programme for several years now as we’ve monitored its development as the ultimate replacement for the venerable Series 60. After five years of development, and a commitment of US $1.5 billion in research and development, the waiting is over, and the first two engines in the four-engine range are now available in Australia.

The tightening of corporate control by Daimler over its trucking empire means that Detroit Diesel doesn’t have the freedom to sell its engines to any truck manufacturer it may choose. In much the same way as Volvo and Scania practise vertical integration, keeping its engines and drivelines in the one corporate colour, Daimler executives want customers

The DD13 and DD15 engines in EPA07 emissions trim for the Australian market.

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for the new Detroit Diesels to come to them to buy the whole package, rather than see independent companies such as PACCAR or Navistar profit from their development.

There are four truck makers running under the Daimler global nameplate, and these are Mercedes-Benz, Freightliner, Western Star and Mitsubishi Fuso. So, it stands to reason that each of these brands will provide the retail opportunities for Detroit Diesel.

The four different versions are the DD11, DD13, DD15 and DD16, offering 11-litre, 13-litre, and 15-litre and 16-litre engines to cover all forms of truck requirements. For the Australian market, the initial launch programme confines itself to just two engines, the DD13 and the DD15. The launch date

HEIR APPARENT for the DD11 has yet to be determined for Australia, but we can reveal the DD16 is not expected to appear in our market for another two years.

The DD11 is actually a downsized version based on the 13-litre. Badged as a Mercedes-Benz product it will be built in Mannheim, Germany, and also Brazil, South America. The DD13 and DD16 engines for introduction into Actros and Atego models will also be manufactured in Mannheim and will launch in Europe in 2011.

The DD13 and DD15 engines for Freightliner and Western Star products heading to Australia will be manufactured in Redford, a suburb of Detroit, Michigan. There are also some developments ahead scheduled for the Japanese market, where the 13-litre and 15 litre engines have been available in FUSO products since 2009. The new DD11 will be launched into Japan in 2012.

The US emissions requirements are far tougher than those in Australia, and although there are engines available and running in the US that conform to lower emissions levels, the Australian truck companies selling North American products have refused to jump forwards in technology. Both Cummins and Detroit Diesel can supply cleaner engines today, but the truck makers and importers of North American products to Australia have taken the decision to move as slowly as possible, seemingly with the sole intent to avoid additional costs that come with improved technology and lower emissions levels.

It’s this “head in the sand” attitude of the truck makers that dictates to the engine suppliers just what they will be able to bring to market. And without any form of Federal Government incentive to move forwards into the lowest emissions level engines available, that’s the way it’s going to work for our market. More a case of, save the world, but only if it doesn’t impact on our bottom line.

The truck makers, commonly known as OEMs (Original Equipment Manufacturers), will support their refusal to adopt the best technology levels available on the grounds of cost, the added complexity and tare weight of exhaust treatment systems, and the need for Diesel Exhaust Fluid (AdBlue or Urea). Meanwhile, the truck operator misses out on the opportunity to use engines with SCR (or EGR and SCR systems combined) that run at lower engine temperatures and return further fuel economy improvements of up to three percent. That’s on top of the already quoted advantage of five percent reduced fuel burn when compared to a Series 60. At the same time, the community misses out on the best technology to combat global warming.

Caught in the trap, set by the truck makers to resist implementing the lowest emissions levels in order to postpone price rises, are the engine makers themselves. They have the products available now, but they can only sell what the OEM wants to buy. And remember, these are the same OEM’s that in 2013 will be espousing the virtues of the next generation of reduced emissions engines.

The first of the Detroit Diesel HDEP engines to launch in the US was the 13-litre, followed shortly after by the 15-litre.

Because these were EPA07 designated engines, they started their career in service using EGR alone, to reach the desired level of exhaust emissions, and it’s this level of technology that is being released in Australia. As development continued and the emissions requirements for the US moved from EPA 07 to those of EPA010, the after treatment requirements of both the DD13 and DD15 shifted up a notch, and both engine platforms moved to EGR with SCR to achieve compliance.

The 16-litre engine followed at a suitably respectable distance and was never engineered to conform to EPA07 requirements, being aimed at a launch date that would only ever see it being on sale to match the requirements of EPA010.

Consequently, there was never an EGR-only version of the DD16, and the technology level supporting this engine was exclusively that of EGR and SCR to reach the 0.2 gms/hphr exhaust emissions requirements. It’s for this reason that Australia will not see the DD16 until 2013.

The DD13 and DD15 engines now available in Australia feature the first of the after treatment options, staying with EGR only, and, subsequently, their introduction should not be accompanied by an additional pricing slug of around $9,000 per engine for compliance to EPA010 levels.

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DRIVEN

Staying Focused

operating profit of $300 billion (AUS), a considerable increase of nearly 100 percent over 2008/9 figures.

It’s a figure that Yuki Morata, Isuzu Australia’s Managing Director and CEO, is justifiably pleased about, and testimony to his deep commitment to the Australian market, the largest of its global network.

Holding number one spot for 25 years doesn’t come from being complacent. The company has never stopped focusing on its achievement, and, even today, there is no room for complacency within its leadership team. A prime example of this ongoing attitude to win can be illustrated by the introduction several years ago of the Isuzu Care customer service programme.

Isuzu maintains its eye firmly on the ball when it comes to playing to win no mean feat for Isuzu to state that it has been the number one seller of trucks throughout Australia since 1989. That’s a 25-year history of recommendation, reputation, reliability and value for money, which becomes even more impressive when you consider the breadth of competition that increases every year.

Its

The company has come through the GFC in relatively good shape, showing a consolidated sales revenue for the first quarter of this year of $4.5 billion (AUS) and an

Isuzu invested heavily in personnel and resources to ensure its customers have a permanent link with technical advisors through a freecall 1800 number. It provides a three year, 24/7 roadside assist package, as standard, on all its products, and the new truck warranty can also be extended to six years, providing considerable peace of mind to small and large operators alike.

As well as service agreements tailored to suit a particular vehicle application, Isuzu also offers its own vehicle insurance products, in association with NTI, that extend cover from a commercial vehicle policy through to public and product liability, accident assist and access to NTI premium repairers.

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STAYING FOCUSED The service agreements can range from simple general maintenance right through to total cover of all parts replacement, labour and service costs, on a fixed price basis.

Isuzu has always held the reputation of being a quality engine builder, and this is one area where the company has maintained its distance from some of its competitors.

Australians have been buying the Isuzu brand since 1980, but the company has been making trucks for our market since 1972 when they were badged as Bedford, and, consequently, there’s a long history of trust involved with its customers.

The change in emissions legislation for 2011 has resulted in the company introducing its new range of Euro V rated trucks – Isuzu’s cleanest ever, and among the most environmentally friendly of any make on Australian roads.

In addition to the impressive ‘green’ credentials of the new range, which includes four carry-over compressed natural gas (CNG) models, Isuzu has introduced six new truck models to give buyers even greater choice across the N and, higher weight, F Series.

While all N Series SiTEC Series III engines comply with Euro V emissions standards, power and torque figures remain unchanged from the previous models.

Two new tipper models (NLS 200, NLR 275) have been added to the N Series range, while the NLS 200 is now also being offered in crew cab configuration for the first time.

Isuzu’s engineering team has continued its work to provide safer cabins, and this has resulted in the fitting of passenger airbags, as standard, on all new N Series models. All cabs also conform to ECE-29 regulation cabin strength standards.

Other benefits include the introduction of a standard fluorescent cabin light in N Series trucks, and the adoption of taper leaf front springs (NPR 250/300/400 and NQR 450 models) for a smoother ride with up to 30 percent greater load capacity.

Mention also needs to be made of the availability of Isuzu’s CNG model range, which is a viable alternative to conventional diesel-powered trucks during a time when many businesses are considering ways of reducing their carbon footprint. The CNG range not only meets current emissions requirements, but already conforms to proposed Euro VI standards.

The Euro V Engine Range The heart of the new trucks for 2011 is based on three Euro V-rated engines, beginning with the four-cylinder, 3.0-litre SiTEC SERIES III 150. This engine is fitted to all NLR and NNR models and produces 110 kW @ 2,800 rpm and delivers torque of 375 Nm between 1,600 and 2,800 rpm.

The second engine is the four-cylinder, 5.2-litre SiTEC SERIES III 155 providing power of 114 kW @ 2,600 rpm and torque of 419 Nm between 1,600 and 2,600 rpm for all NPR and NPS models.

Providing power for all NQR 450 models is the four-cylinder SiTEC SERIES III 185. This engine also has a capacity of 5.2 litres, but has been tuned to produce 139 kW @ 2,600 rpm and 510 Nm of torque between 1,600 and 2,600 rpm.

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FEATURE

HANOVER Round Up The

63rd International Motor Show (IAA) for commercial vehicles at Hanover, Germany, is Europe’s way of showcasing that there is new life to be found in the truck business. With 1,731 exhibitors from 41 countries there’s little chance of covering every newsworthy item, but, with an eye for the unusual, here’s PowerTorque’s take on this year’s event.

Kicking off with Scania, as a starting point, this long standing Swede has been busy in the engine department, using Hanover to showcase the new high-output V8 platform and a new range of 9.3-litre gas engines.

The new R-series made its debut with the latest version of the Scania Opticruise automated manual transmission.

New interior fittings bring fit and finish to a new level, and the innovative pull-out bed offers up to 900 mm of luxury accommodation.

Big power comes from high horsepower, and, at 730 hp, they don’t come much bigger in the on-highway market.

While most buyers will opt for the 620 hp engine based on the 15.6-litre V8 platform there’s no getting away from the R 730 and its 16.4 litres Shown as a 4x2, the R730 Topline V8 boasted full airsuspension, rear mounted batteries and 1,500 litres of fuel.

Other Scania news includes reinforced transmission components, new hub reduction and progressive parabolic springs.

Also new are 9.3-litre 270 and 310 hp gas engines for trucks, as well as buses. The engines, which comply with EEV, are based on the latest Euro 5 EGR engine platform. The system uses eight chassis-mounted composite gas tanks to provide a capacity of 640 litres on trucks. Scania is also big on Ethanol as an option in a diesel engine, plus its diesel engines are compatible with up to 100 percent biodiesel.

Daimler AG brought all the family together, under one roof, with all its brands. Mercedes Benz, Fuso and Setra on one stand, for the first time, with over 60 exhibits on display. As the world’s leading commercial vehicle maker, the company is also claiming to be back in the black, with truck sales up 33 percent through to August this year, compared to the same period last year.

Andreas Renschler, Daimler Board of Management Member responsible for Daimler Trucks and Daimler Buses, told PowerTorque, “These figures make us optimistic. Our

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incoming orders for August (YTD) are up by 65 percent — this shows that the figures are not a temporary phenomenon.”

Renschler expects Daimler Trucks to once again post around one billion euros in earnings, before taxes, in 2010.

Daimler also expects global truck markets to strengthen further by the end of the year. Here, it forecasts growth of five to ten percent in Europe, 10 to 15 percent in the NAFTA region and approximately 20 to 30 percent in Japan.

With a major focus on the environment, the Daimler AG exhibit included the Atego BlueTec Hybrid, the Econic NGT Biogas, the world premiere of the Vito E-CELL, as well as the Citaro FuelCELL Hybrid and Canter E-CELL. Mercedes-Benz Vans showed off the new-generation Vito alongside the Vito

HANOVER ROUND UP E-CELL, while in the bus and coach division the news centred on the Sprinter City 77 minibus in the compact urban bus range.

The focal points at Mercedes-Benz Trucks were the new Atego and Axor models, the new Active Brake Assist 2, as well as the Actros Edition White Liner/Black Liner. These are limited edition Actros models with custom leather interior trim and a wide range of inclusions.

Fuso’s own spotlight shone on the Canter Eco Hybrid and the first sighting of the new Canter E-CELL. There are now 300,000 trucks operating worldwide with Daimler’s BlueTec technology, along with over 25,000 buses and coaches. Daimler also has more than 14,000 trucks, vans, buses and coaches around the world running on alternative drive systems.

Fuso makes a name for itself with hybrid technology (above) while Scania looks after the heavy haul division with the new R-Series.

Production of hybrid buses from Orion is into four figures as are the numbers of Mercedes-Benz vans and Mercedes-Benz and Fuso light-duty and heavy-duty trucks, plus urban buses with gas-powered drives.

Daimler’s advance of alternative drive systems was clearly evident by the Mercedes-Benz Atego BlueTec Hybrid, the Econic NGT with CO2-neutral biogas drive, the Canter Eco Hybrid of which over 1000 units have been produced to date, a Freightliner Business Class M2e Hybrid truck, a Mercedes-Benz Sprinter Hybrid, and, making its debut, the new Mercedes-Benz Sprinter LGT with liquefied-gas drive.

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TRAILERtorque

Cold Comfort

German trailer manufacturer Krone shows off its innovation at the IAA Show

Leading

German trailer manufacturer Krone showcased its innovative designs at the IAA in Hanover. Heading the display was the company’s new VIP refrigerated semitrailer which uses less energy and produces significantly less noise when cooling.

The term VIP stands for ‘vacuum insulated panel’, and it uses the design principle of a thermos flask in building the vacuum panels that form the construction. Vacuum insulated panels are high heat insulating panels which allow for extremely high insulation at minimum thickness. The core for the insulation plate consists of pressed powder. Its main component is micro porous silicic acid. In a special procedure the powder core is wrapped with high barrier plastic film, from which air is then evacuated (i.e. completely vacuumed) before the core is sealed.

Through the employment of vacuum panels, which is a method being used for the first time by Krone, the K-value of the Krone Cool Liner Duoplex Steel can be improved up to 25 percent. The VIP technique is very energy efficient and requires less cooling than a conventional

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refrigerated trailer. This also leads to reduced CO2 emissions, less maintenance, lower noise emissions and reduced lifecycle costs.

The Cool Liner also comes equipped with solar panels on the roof. Krone believes, that in the future, solar technology can support the energy supply of the refrigeration unit. Krone equips the new Cool Liner in the VIP-series, optionally, with a PIEK certificated cooling device and low noise floor. This capability allows for night time deliveries in urban areas, a practice currently prohibited, by law, in parts of Europe.

If the VIP panels are damaged in transit, the K-value will drop back to that of a conventional temperature controlled trailer and is still able to function correctly.

Switching bodies by using demountable cargo systems is a concept that has never been utilised to its full potential in Australia, but in Europe it is a well-established option for keeping trucks running while cargos are being unloaded or loaded.

Krone’s new Duoplex Cool Box is a demountable box body that can be adjusted to suit the high requirements of temperature-controlled transportation. The box is made from the new, strong Duoplex Steel Panels with high density Polyurethane rigid foam core, giving excellent insulation and long life.

The new Cool Box, manufactured by Krone’s specialists, Bruggen, in Lubtheen, features four robust gripper edges, as well as the container corner fittings to guarantee smooth rail loading. The 260 mm high floor assembly has a low-noise

COLD COMFORT

aluminium floor, designed for a forklift axle load of up to 5460 kg, with a 300 mm high internal aluminium socket scouring strip, giving forklift collision protection.

The diesel tank is mounted on the strengthened front wall of the Cool Box, and the fan assisted cooling keeps the load at the required temperature during transit.

Australia’s MaxiTRANS has an association with Krone that has led to the German manufacturer being able to use the Freighter EziLiner curtain securing system. Marketed in Europe under the EasyTarp name, the ability to use a quick release and quick securing system, in place of the more common straps and buckles, cuts down wasted time significantly.

Krone claims that using the EasyTarp system has a positive effect on fuel consumption, while also offering significant time savings due to the smaller number of locking points (four in comparison to 24). Field tests have proven that opening and closing the EasyTarp tarpaulin takes only two or three minutes, while the same action on a conventional curtainsider takes more than 10 minutes.

Besides Krone’s Coil Liner Ultra and the Profi Liner Ultra, the new Mega Liner Ultra stands out amongst high-volume capacity vehicles as a real lightweight. The chassis has been completely redesigned to reduce the weight of the longitudinal beams and crossbeams, without losing any stability.

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FEATURE

Springtime in Kempsey A great day out for truck lovers on the North Coast

The

slogan of the North Coast Trucking Social Club is “Trucking for Charity”, and that just about sums up the whole attitude of helpfulness and fun for the day at the annual Kempsey Truck Show.

With just over 100 trucks and around 40 cars and motorcycles competing for line honours, it’s not the largest show in the country, but it’s certainly one of the friendliest.

Employment around the Kempsey area has had its ups and downs in recent years, but this time around, it was obvious that the economy is starting to turn up and the general situation for jobs and housing is looking better every month.

For many truck operators, the Kempsey township is just a collection of traffic lights in the main street on the trek north or south between Sydney and Brisbane. But for those who live locally, the countryside and scenery of the Macleay Valley provides some of the best views and grazing land that are just part of the overall attraction of the area.

The town, and the local population of around 10,300 people, will eventually benefit from the bypass currently being built as the result of a Federal Government fund of $618 million. The new road will divert traffic from the Pacific Highway onto a four-lane, 14.5 km long divided highway, which bypasses Kempsey and Frederickton. This will form the first stage of the Kempsey to Eungai upgrade project, which comprises about 40 km of four-lane highway from south of Kempsey to north of Eungai Rail.

Situated on the Macleay River, and mid-point between Sydney and Melbourne, the building of the bypass will bring additional business to the town, which will become an excellent staging point for driver changeovers. This has

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SPRINGTIME IN KEMPSEY

previously not been an easy location to complete quick-hitch changeovers or swap drivers due to a lack of a suitable area.

Factoring in a suitable change point on the new bypass could well bring more business and employment to the area.

Currently the major employers are the Akubra hat factory, Mavin and McNamara, the local truck dealership, the local council and Kempsey Hospital, but plans are currently being discussed to locate a new 24-hour truck stop just south of the town at the junction with the new bypass. Once completed, this new truck stop will provide a safe changeover point for trailers and drivers . It will also provide showers, meals and, of course, refuelling facilities.

The Kempsey community is very close knit, and one of its achievements has been the restoration of the original hall and upgrading of the sporting facilities at the showground. It’s now a centre for community functions and an ideal venue for events such as the Kempsey Truck Show.

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