TTA 117 magazine

www.truckandbus.net.au Issue 117

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EXCLUSIVE!

TTA SCORES FIRST AUSSIE DRIVE OF NEW INTERANTIONAL PROSTAR

FIRST INTER-VIEW FUSO’S NEW ECANTER HINO’S NEW 300 SERIES 4X4 UD’S NEW QUON TOKYO MOTOR SHOW WRAP

NEW ISUZU N SERIES WITH TORQUE

THE TRUCK FO

NEW ISUZU N SERIES

models* that can be driven on a car licence

This latest TC-AMT has been designed for Australian

THE INTELLIGENT TRUCK

now feature a new Torque Convertor

driving conditions, incorporating revised gear ratios

Automated Manual Transmission (TC-AMT),

and a kick-down control switch on the accelerator

Just because you need a truck doesn’t

making them a whole lot more responsive

which means when you put your foot down, the truck

mean that you want to feel like you’re

and sharper off the mark. In fact, you could

automatically selects a lower gear for more controlled

driving one. So most of Isuzu’s new N Series

forget you’re driving a truck at all.

exits from roundabouts, corners and intersections.

*Most NLR, NNR models up to 4,500kgs GVM. #Available most models. F•S•A/ISZ11098

CONVERTER AMT.

R EVERYBODY.

The other advantage of the AMT is that while

comes standard with Isuzu’s Digital Audio Visual

To find out more about the new N Series, head to

it’s still a two pedal operation you can choose to

Equipment (DAVE) unit, ready for sat-nav and telematics

isuzu.com.au or visit your nearest Isuzu Truck Dealer.

shift gears manually or drive it like an automatic,

at extra cost. And to keep you safe, there’s four-wheel

offering both good fuel economy and reduced

disc brakes#, side intrusion bars, driver and passenger

maintenance costs.

airbags and Isuzu Electronic Stability Control (IESC)#.

The smarts don’t end there, though. The N Series

So now your choice of new truck is too easy!

CONTENTS CONTACT DETAILS

FEATURES

PO Box 7046 Warringah Mall NSW 2100

14 ELECTRIC DREAMS BECOME REALITY

www.truckandbus.net.au admin@truckandbus.net.au Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews Follow us on Facebook at Truck and Bus Australia

Publisher Jon Thomson admin@truckandbus.net.au Editor in Chief Allan Whiting nofibspublishing@bigpond.com Art Director Fiona Meadows kududesign.com.au Advertising Sales Zara Kilfeather Mob: 0404 883 249 zara@motozedmedia.com.au Editorial Contributors Barry Flanagan, Mark Bean, Glenn Torrens, Peter Barnwell

While most of the trucking world’s attention was focused on the November announcement of the much anticipated Tesla semi, Daimler’s Fuso actually produced a real electric production truck – the e Canter – and Allan Whiting went to Japan to drive it and critique the truck.

22 TO THE FOUR

With current annual sales of around 600 units the light duty 4x4 sector is not huge. So Hino’s entry into this niche isn’t likely to bring a huge sales boost, however it is still attractive. Editor Whiting went along to the launch to find out all about Hino’s 300 series 4x4.

28 FIRST INTER-VIEW

At last, after a long gestation period, International has been reborn in Australia and TT&A was able to arrange an exclusive first drive of the new ProStar. Allan Whiting scored a drive in a demonstrator configured as a tipper dog and Came away impressed.

34 QUON-TUM LEAP

It was previewed at the 2017 Brisbane truck show; we saw it again at the Tokyo Motor Show and now Allan Whiting has had his hands on what UD justifiably claims is ‘the best Japanese truck in the market’ the new Quon.

40 TOKYO ELECTRIC

If you didn’t feature something with electric drive at the 2017 Tokyo Motor Show you just didn’t rate, there were a sufficient number to confirm that the battery-based powertrain is the way of the future and Editor Whiting was there to take a look.

46 HARDEN UP

Gold Coast concrete transport company has built a reputation around the frenetic building industry in the holiday capital where high rises seem to go up every day. After 30 years in the business the not immodest company says it’s the best in the business and its truck of choice is the isuzu FYJ which has cut a big reputation in the concrete game. We take a look at Interhaul and what makes it tick.

52 HIGHLY VAN-ERABLE

Iveco’s daily has become the Italian company’s staple in Australia and the sales winner has been given a minor facelift and had some features added. TT&A went along for a drive at the launch of the belated 2017 Daily.

56 TOW TRUCK

A trip down the Hume with a car trailer saw our Coach & Bus editor Peter Barnwell hitch his load to a Holden Colorado and while he was no fan before the trip, the hard to please Barnwell came away with a new respect for Holden’s one tonner.

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Holden is addressing any perceived negatives by leaving the past behind and launching a swag of new models including the new five seat Chevrolet sourced Mexican built Equinox. Equinox refers of course to that day which happens twice a year when the day and night are of Even length and we reckon its an even money bet for SUV buyers as Peter Barnwell reports.

22

34

DEPARTMENTS 04 BACK TRACKS

Musings from the Editor

06 HIGHWAY 1

News and info from all over

64 MONEY

Paul’s latest advice on finances

hino.com.au

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ALLAN WHITING DRIVING CHANGE

A

s an industry observer of 40+ years standing I don’t get worked up by transport innovations that are billed as, ‘threats to the future of truck driving’.

Despite dire warnings and predictions made over the past four decades we still have a very healthy Australian road transport system whose road-linehaul component is by far the most efficient in the world.

Road freight forecasts have always suggested there won’t be enough drivers to handle the growing road transport task, but somehow it seems to happen. If the money is right the boys and girls turn up.

In the news at present are the proposed Inland Rail Link between Melbourne and Brisbane, the Tip Top owner-driver situation and innovations that include drone deliveries and autonomous trucks.

All these developments have been reported as possible threats to truck drivers’ jobs.

Back when I worked for Grace Bros Removals there was panic among the company drivers and owner-driver contractor ranks when the piggy-back rail link was established between Port Augusta and Kewdale (Perth). The reality was that the cost of East Coast to West Coast freight rates went down and there was more work for company drivers and owner-drivers.

When that rail link expanded to Parkes (NSW) to Kewdale, there same concerns were raised, but freight rates dropped even more and work increased accordingly.

Sure, if the Inland Rail project goes ahead there will be fewer trucks on the Newell Highway, but I’ll bet there will still be plenty of work for existing drivers.

The owner-driver situation has changed little in my time in the industry: as with any contractor deal, potential ownerdrivers need to be very careful with whom they sign. Some companies look after their contract drivers very well, but many do not.

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Any work situation that requires a seven-day-per-week commitment from an owner-driver is obviously untenable, because there’s no provision for holidays and sickness, let alone R&R. The lure of the open road and ‘being your own boss’ is very attractive, but the correct approach is to treat any ownerdriver proposition as a business venture, not a lifestyle choice.

There’s no doubt that the autonomous truck will come, but the process is gradual. The two imminent avenues are so-called ‘platooning’ of linehaul trucks on motorways, where a driver is still an essential part of the equation, and fixedroute, pilotless trucks.

The latter system requires dedicated routes and will most likely come in the form of a service to purposedesigned, autonomous-vehicle-access zones, not a replacement for current truck delivery routes.

As for attracting young blood into the road transport industry, the modern truck is a plus, with an easy to operate powertrain and improved comfort, but there’s still some old-fashioned, negative thinking out there.

The new generation won’t tolerate the

sometimes offhand or abusive behaviour that is common in many transport depots.

Some fleet owners still turn a blind eye to illegal scheduling and, as one of my colleagues colourfully put it: ‘They wear driver-skin boots!’

Another initiative that’s as certain as death and taxes is electric propulsion. It was an epoch-changing experience to get behind the wheel of E-Fuso’s new eCanter electric light truck in Japan.

In an exclusive Transport & Trucking is the first magazine to get a crack at the new International ProStar thanks to a friendly Sydney dealer who gave us its demo truck for a day long tipper dog test.

It’s a good truck but its success will rest on how willing returning distributor Iveco and US based Navistar are prepared to get behind the brand Down Under and what they are.

Also in what is a very Japanese oriented issue we take a look at UD’s new Quon, Hino’s new 300 Series 4x4 and visit the recent Tokyo Motor Show where there was a plethora of new truck offerings.

There is a whole lot more in the book so have a read and enjoy your Christmas break. From the team here at Transport Publishing all the best for the festive season and see you in 2018.

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ALL THE LATEST NEWS AN

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IN 2018

NEW SCANIA TO LAND HERE IN MARCH SCANIA AUSTRALIA boss Mikael Jansson has revealed the launch date for the Swedish truck maker’s new generation truck, telling the Australian truck media that the new Scania will be launched here on 14th March 2018.

Speaking at an end of year briefing and lunch for local truck press, Janson said the launch of the new truck will come on the back of the company’s best ever year in terms of sales performance, recording a 40 per cent increase in sales across compared with 2016, 15 per cent ahead of the strong upward market trend which has seen truck sales surge 25 per cent in 2017.

While the new truck will be launched in March it will be followed by a national road show ahead of the truck going sale for deliveries in the second half of next year.

“Our initial focus will be on long haul but it will be a rather quick ramp up with model roll out moving rapidly in Europe,” said Jansson.

“The heavy duty range was the initial roll out in 2016, the construction models were launched earlier this year and just last week the new urban trucks were launched giving us a completely new range across all sectors,” he said.

Scania has also enjoyed its best

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year globally as well with sales performance up 15 per cent for the first nine months of 2017 and its order intake up 25 per cent while revenue for the first three quarters of the year hit 9 billion Euros.

Jansson who arrived in Australia in August to take over from the retiring Roger McCarthy has clearly inherited a strong balance sheet and order book but is not resting on the company’s strong performance and is moving to bolster the overall value proposition for Scania.

“My observation is that this is a very tough market, I am used to the European market where European makers dominate. But here there are so many competitors, from Europe, the US and Japan, customers are very demanding and there are so many different needs to adapt to, huge distances, a massive country to cover and to provide a support network for,” he said.

“My focus has been getting to know the market and understand how it all works, meeting customers and visiting dealerships and I have to say feedback has been very positive,” he added.

Jansson has travelled widely in the four months since he arrived, visiting most mainland states including WA as well as heading across Bass Strait

to the Apple Isle where he says the weather was better than he had been warned about.

Jansson believes one of the biggest challenges facing not only Scania but other truck makers in Australia is a dire shortage of technicians/ mechanics to provide the service for the growing truck fleet in a strong economy.

“We are putting some strategies in place including increasing our intake of apprentices, but that will take some time to fulfil and it is a big problem for Australia I believe, ” he said.

Jansson believes that something should be done about Australia’s ageing truck car park believing that some incentives should be offered to get older trucks off the roads.

“One of the surprises for me is that sustainability is not as important her as it is in Europe while I was also surprised that safety is seen as very important here and I think it is at a higher priority than it is even in Europe,” Jansson added.

“Old trucks are not as safe and are also not as clean so there are a lot of good reasons why we should be looking at incentives to get the older trucks off the roads, ” he added.

Scania has sold 870 trucks in Australia to the end off November this

year and will claim around 7 per cent of the market and gaining.

“It is a nice time to be here but the reasons we have performed this well are our value proposition, high quality trucks, excellent fuel economy, driver friendly trucks and a strong organisation,” said Jansson.

“Our aim is to continue to grow volume and grow our value proposition but you need more than value to grow your sales opportunity, you need feet on the streets and to have a dedicated sales focus and we now have our new sales director, Martin Toomey onboard and he is driving that,” he added.

Jansson said. Scania would also have a number year in bus sales and will deliver around 250 retail bus sales to private operators this year. Well up on 2016 while government sales were a bit down. The company’s truck rental and used truck sales have also performed strongly in 2017.

As well as the new generation truck on the near horizon Jansson says there are some exciting developments in the pipeline.

“Renewable fuels, truck platooning, autonomous trucks, electric and hybrid buses, it is a very interesting time and exciting to be in the transport business,” Jansson concluded.

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2018

60000TH KENNY ROLLS OFF AUSSIE LINE AND DAF TO BE BUILT HERE KENWORTH HAS ANNOUNCED it has delivered the 60,000th Australianbuilt truck from its plant in Melbourne while at the same time revealing that it will commence assembly of trucks from PACCAR’s European subsidiary, DAF, at the Bayswater factory.

MD of PACCAR Australia, Andrew Hadjikakou, handed the keys of the T610SAR prime mover to Kenworth customer Peter Wickham, co-founder of Wickham Freight Lines at an event at Kenworth’s head office and factory in the outer eastern suburbs of Melbourne.

It has been reported in another media outlet that PACCAR will start production of DAF models at Bayswater in the second half of next year but did not elaborate on which models would be involved.

Hadjikakou believes that the move will allow the company to include more local customisation of DAF models to make them more suitable for Australian conditions. Truck and Bus News hopes to get more details when we can speak with the PACCAR MD. Hadjikakou said manufacturing 60,000 trucks was a major milestone for Kenworth, not only for the company and its dealers but for its suppliers, the vast majority of whom are local.

“Celebrating key production milestones is a Kenworth tradition, one that began in April 1974 when we handed over the keys to truck number 1,000. Since then we’ve celebrated each major milestone, leading to today, when we hand over the keys to the 60,000th truck that’s rolled off the Kenworth production line since we began designing and manufacturing uniquely Australian

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trucks in 1971,” Mr Hadjikakou said.

“The heavy-duty truck market in Australia is one of the most competitive in the world,” he stated. “In an industry with no tariff protection, no government financial assistance and often volatile exchange rate movements, Kenworth successfully maintains its status as the market leader against imported brands from the US, Europe and Asia.

We continue to successfully deliver high value-added manufacturing – that is, world-class trucks, which provide distinct business advantages,” he said.

He said Australia had a diverse range of operating environments unlike anywhere else in the world.

Trucks must deal with extreme heat in remote, dusty mines and across deserts. Others must haul loads that are two or three times heavier than overseas, and on rough and unmade roads. Often trucks are required to perform an inordinate amount of hours, some as much as 24 hours a day.

Hadjikakou said It’s critical for this country that it has a local manufacturer that understands the challenges facing transport businesses. PACCAR claims it is the only local truck manufacturer offering full design capability, technical expertise and resources to application-engineer trucks for the most extreme on and off-road operations.

“Our trucks are designed to satisfy these unique needs. They feature higher cooling capacities to handle heavier weights and hotter conditions, more robust construction to manage the roughest roads, and embody a design philosophy that means costeffective maintenance and reliability,” he added.

Mr Hadjikakou said Kenworth’s more than 45 years of local manufacturing have a significant ripple effect that has benefited many Australian industries and Australians.

The company currently employs more than 1,000 staff in Melbourne, the majority of whom are directly

or indirectly involved in the manufacturing operations. It also supports the industry’s best nationwide network of PACCAR dealers who employ about 3,000 people throughout Australia. In addition, the company supports a variety of local suppliers who provide the majority of the parts and materials which make a Kenworth.

As part of its manufacturing commitment, PACCAR has made a substantial investment in design engineering. This enables it to purpose-build trucks with short lead times – a feat imported trucks cannot match. This will clearly help the plans to build DAFs here as well “Local design and manufacturing remains the driving force behind our business, and we’re in it for the long haul. We are continually reinvesting in expanding our operations, continually refining our techniques and introducing new technologies.

Most importantly, we listen to our customers and we meet their needs,” he added.

ACHIEVE SIGNIFICANT FUEL REDUCTIONS.

GREG GOODCHILD

GREG’S MEAT TRANSPORT

“Scania driver training is excellent. A guy who’d been

working here for 26 years did the course and straight off his fuel economy was 10% better.”

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

VICTORIA Scania Campbellfield Tel: (03) 9217 3300 Scania Dandenong Tel: (03) 9217 3600 Scania Laverton Tel: (03) 9369 8666 SOUTH AUSTRALIA Scania Wingfield Tel: (08) 8406 0200

NEW SOUTH WALES Scania Prestons Tel: (02) 9825 7900 Scania Newcastle Tel: (02) 9825 7940 K&J Trucks, Coffs Harbour Tel: (02) 6652 7218 NJ’s of Wagga Tel: (02) 6971 7214

QUEENSLAND Scania Richlands Tel: (07) 3712 8500 Scania Pinkenba Tel: (07) 3712 7900 Spann’s Trucks, Toowoomba Tel: (07) 4634 4400 RSC Diesels, Cairns Tel: (07) 4054 5440

WESTERN AUSTRALIA Scania Kewdale Tel: (08) 9360 8500 Scania Bunbury Tel: (08) 9724 6200

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2018

TESLA ‘HYPER’ SEMI FINALLY UNVEILED IN USUAL ELON MUSK STYLE, the hype was supercharged as the technology entrepreneur finally took the wraps off his much vaunted Electric prime mover at a glitzy ceremony held at the company’s design centre in Hawthorne California on Thursday night California time.

Musk has chalked up more than a decade as a niche car manufacturer and purveyor of solar panels and batteries but now wants to take on the heavy truck market with a vehicle that will, if it lives up to the hype, really shake the market up.

Originally scheduled to be unveiled in September the Tesla Semi Truck finally emerged with some bold claims for its performance and capabilities on Thursday 16 November.

First up the question on everyone’s lips was what sort of range will the Tesla Semi have. Musk told the gathered crowds and the millions watching on web feeds that the semi will capable of traveling around 800 kilometres on a single charge when loaded to 36 tonnes or about six tonnes short of a single semi maximum weight allowed in Australia.

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Musk also boasted that it will cost less than a diesel semi considering fuel savings, lower maintenance and other factors.

He went on to say that customers can put down a $5,000 deposit for the semi now and production will begin in 2019.

“We’re confident that this is a product that’s better in every way from a feature standpoint,” Musk preached to the crowd of Tesla believers gathered for the launch however like all good salesmen Musk didn’t reveal the price.

Despite this Tesla says it has already received advanced orders for the truck. US retail giant Wal-Mart, the world’s largest retailer, issued a press release late last week saying that it has pre-ordered five Tesla trucks for its U.S. division and another 10 for its Canada operation. Another retailer Meijer based in the US Midwest said it had reserved four trucks while Arkansas based trucking company J.B. Hunt has announced it has reserved “multiple” trucks for deployment on the West Coast but didn’t specify how many.

Like its cars the Tesla truck will come

equipped with the Tesla Autopilot system, which can maintain a set speed and slow down automatically in traffic. It also has a system that automatically keeps the vehicle in its lane. Musk said several Tesla semis will be able to ‘platoon’ in a convoy.

Musk also announced Tesla plans a worldwide network of solar-powered “megachargers” that could get the trucks back up to 600 km of range in only 30 minutes.

Musk’s stated aim has been for his company to accelerate the shift to sustainable transportation and the Semi clearly fits with this.

The bottom line is however that the launch of yet another ambitious Tesla project puts more pressure on an already chaotic and overloaded operation at the Tesla HQ in Palo Alto, California.

It is way behind on production of the Model 3 lower-cost sedan, with some customers facing waits of more than 18 months.

It’s also ramping up production of solar panels after buying Solar City Corp. last year. Tesla is working on a pickup truck and a lower-cost SUV and negotiating a new factory

in China. Meanwhile, the company posted a record quarterly loss of $US619 million in the last quarter.

If that is not enough Musk also used the launch on Thursday night to surprise fans with yet another product, an updated version of its first sports car, the Roadster. Tesla says the new Roadster will have 1000 km of range and a top speed of 402 kp/h and will arrive in 2020 with a base price of $US200,000.

Elon Musk is also focussed in many directions including leading rocket maker SpaceX while also having interests in several other projects, including high-speed transit, artificial intelligence research and a new company that’s digging tunnels beneath Los Angeles to alleviate traffic congestion.

“He’s got so much on his plate right now. This could present another distraction from really just making sure that the Model 3 is moved along effectively,” said Bruce Clark, a senior vice president and automotive analyst at Moody’s.

Tesla’s semi is venturing into an uncertain market. Demand for electric trucks is expected to grow

over the next decade as the U.S., Europe and China all tighten their emissions regulations. Electric truck sales totalled 4,100 in 2016, but are expected to grow to more than 70,000 per annum by 2026, according to Navigant Research.

But most of that growth is expected to be for smaller, medium-duty haulers like garbage trucks or delivery vans. Those trucks can have a more limited range of 160 kilometres or less, which requires fewer expensive batteries. They can

also be fully charged overnight.

Long-haul prime movers trucks, on the other hand, would be expected to go greater distances, and that would be challenging. At this point in time charging infrastructure is sparse on global highways. Without Tesla’s promised fast-charging, even a mid-sized truck would likely require a two-hour stop, cutting into companies’ efficiency and profits, says Brian Irwin, managing director of the North American industrial group for the consulting firm Accenture.

Irwin says truck companies will have to watch the market carefully, because tougher regulations on diesels or an improvement in charging infrastructure could make electric trucks more viable very quickly. Falling battery costs also will help make electric trucks more appealing compared to diesels.

But even lower costs won’t make trucking a sure bet for Tesla. It faces stiff competition from long-trusted brands like Daimler, which unveiled its own medium duty prototype in Tokyo last month.

“These are business people, not fans, and they will need convinced that this truck is better for their balance sheet than existing technology. It probably is, based on the specs provided, but this isn’t necessarily a slam dunk,” said Rebecca Lindland, an executive analyst at Kelley Blus Book.

Musk said Tesla will guarantee the semi’s powertrain for one million miles to help alleviate customers’ concerns.

Only time will tell if the Tesla Semi is everything it is cracked up to be or just an over hyped pipedream.

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BENZ PREVIEWS

NEXT GENERATION SPRINTER

MERCEDES-BENZ has provided a sneak peak of its plans for the 2019 Sprinter van in the USA this week, revealing it is positioning the new vehicle as a digital platform that will enhance the movement of goods and people as cities grow denser and traffic woes increase.

Head of Mercedes-Benz Vans, Volker Mornhinweg cited recent research

by Massachusetts Institute of Technology’s Megacity Logistics Lab that indicated that automakers need to ‘design commercial vehicles with the internet and connectivity in mind to meet the increasing demands of urban delivery’.

“The completely reconceptualized Sprinter will be a unique, holistic transport solution: a completely networked van as part of the Internet of Things, where we have already written connectivity into the vehicle’s DNA,” Mornhinweg said.

Matthias Winkenbach of the Megacity Logistics Lab at MIT indicated that vehicles will have to be connected to shippers and fleet managers to arrange deliveries and they will have

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to be able to adjust routes in real time to avoid traffic.

“They must become part of an ecosystem for so-called last-mile delivery, the distribution of goods from a central warehouse or depot to the customer an they will have to work more as a device to communicate with all the players,” Winkenbach added.

Volker Mornhinweg echoed those findings saying that is exactly Mercedes’ goal with the new Sprinter.

The new Sprinterwill be unveiled in February, but sales won’t start until later in 2018 in Europe while U.S. deliveries will begin closer to the end of next year. Other markets, including Australia will follow in early 2019.

The new Sprinter will be the third generation since its introduction in 1995 and Daimler has sold more than 3.3 million globally in that time.

Globally, the new van will have options for front-wheel drive, rearwheel drive and all-wheel drive. It will be offered as a regular cab chassis or crew cab chassis and as a van or bus. Mercedes revealed there will be

four different body lengths and three roof heights.

The new version will have some autonomous safety features such as adaptive cruise control and automatic emergency braking of Mercedes passenger cars.

Benz revealed there will be a batteryelectric version and while it didn’t provide details it will have a 41.4 kilowatt-hour battery pack and a range that will probably equate to around 200 km.

Mornhinweg said it will be fully capable and will come with consulting services to help customers discern whether electric drive will work for their businesses and routes.

In the US and Europe there will be a rapid-charging system that will be capable of charging the battery in 30 to 60 minutes.

“We don’t simply want to build a battery on wheels,” Mornhinweg said.

“In a densely urban place like Manhattan it makes a lot of sense,” Mornhinweg said to his American audience at the reveal.

“Deliveries there are in a small geographic area and don’t require a lot of range,” he said.

To support U.S. sales, Mercedes corporate parent Daimler is building a new plant in North Charleston, South Carolina, that will start producing the new Sprinter next year.

Making the new van “intelligent” will be the key to its success, Mornhinweg said.

“The market for courier, express and parcel services is characterized by tight delivery deadlines, flexible delivery windows and high cost pressures,” he said.

“This gives rise accordingly to a growing scope of applications for intelligent vehicles, which are required to play an even greater role in helping to keep companies with corresponding transport needs competitive and successful.”

The vans, for example, will be used for both the delivery and return of goods. Functions such as analysing a repair technician’s service calls can digitally fine-tune the loading and mix of parts inventory that will be required for the route.

There is already not enough capacity to meet parcel delivery demand in much of the U.S. and Europe, Mornhinweg said.

Much of the technology that Mercedes is packing into the new van is designed to fill that gap.

Creating a vehicle that can deliver “more parcels in a time frame was our goal,” he said.

Building vehicles that can be connected to route optimization technology will be increasingly important for builders of commercial vans such as the Sprinter, Winkenbach said.

He cited a UPS study that found that an average reduction of one-mile on its 55,000 daily delivery routes translates into an annual cost savings of more than $AUD75 million.

“A minute gain in efficiency can lead to enormous economic effect,” Winkenbach said.

Logistics systems will have to become more autonomous and intelligent.

“We have to avoid sending a variety of vehicles through town half empty,” he said.

NEW MODEL HINOS HEADED HERE IN 2018 HINO AUSTRALIA has given the local media a hint that it will launch the smaller narrow cab 500 Series and possibly the new 700 series heavy-duty range locally in November 2018.

Hino Australia’s general manager of franchise and brand development, Bill Gillespie indicated to Australian truck journalists at the recent launch of the brand’s 300 Series 4×4, that it would be hoisting an important launch on 21 November 2018.

While not giving away exactly what would be launched, Truck and Bus News has attempted to join the dots and believe that either or both the new 700 heavy-duty range and the lighter ‘remaining’ models in the new 500 series would be the possibilities.

Hino used the recent Tokyo Motor Show to launch both models to the Japanese and world media, a fact that some how alluded the rest of the Australian truck media in Japan for the show.

The new 700 at the Tokyo Show has undergone a comprehensive model change with both new interior and exterior styling and a downsize in the engine department eschewing the old 13-litre power plant for Hino’s brilliant

new nine litre AO9C which will be tuned to produce 380hp. This would still be a bit light on in Australia.

However while it is part of the overall downsizing in engines amongst the Japanese makers, indications are that Australia will get a version that is powered by the 13 litre as it is now.

The smaller nine litre is part of the move to reduce fuel consumption and emissions under Japan’s 2016 emission standards. Hino also indicated the use of the nine litre means a significant weight saving for the truck as well.

Hino says the new 700 is equipped with advanced safety equipment including its PCS pre-collision damage mitigation braking system which it says is capable of detecting pedestrians and a lane departure warning system provided as standard equipment.

The new 500 Series debuted in Tokyo is the smaller version of the model stream which saw the larger ‘Wide Cab’ models launched here early this year. The smaller FC, FD, FE and GT 4×4 models available in Australia still use the old cab and design and are the prime contenders for a model update next year.

Stay tuned for more info on the updated Hino models.

PACCAR TO ADD NEW BRISBANE PARTS DISTRIBUTION CENTRE

PACCAR Parts has announced the opening of a new parts distribution centre in Brisbane to increase parts availability for PACCAR Australian customers.

“This demonstrates our standing commitment of being a worldclass leader in aftermarket parts distribution and international parts sales,” said David Danforth, PACCAR Parts general manager and PACCAR vice president, “Our excellent logistics capabilities and world-class distribution centers drive customer uptime by providing them with the highest product availability, exceptional service and unmatched value in the industry.”

The new PDC in Brisbane expands the Australia distribution network to two locations. Along with the Bayswater PDC, in Melbourne’s eastern suburbs the addition of the Brisbane PDC will support increased dealer service levels across Australia.

“The strategic location of the Brisbane PDC supports 25 per cent of parts sales in Australia and equips us to increase our next-day deliveries,” said Chris Scheel, general manager of PACCAR Parts Australia, “We will increase customer uptime by adding a greater breadth of product and increasing our availability to service customers within 24 hours.”

The new location in Brisbane is a part of PACCAR Parts’ growing global parts distribution network, which now includes 18 PDCs worldwide.

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New Model

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WHILE MOST OF THE TRUCKING WORLD’S ATTENTION WAS FOCUSSED ON THE NOVEMBER ANNOUNCEMENT OF THE MUCH ANTICIPATED TESLA SEMI, DAIMLER’S FUSO ACTUALLY PRODUCED A REAL ELECTRIC PRODUCTION TRUCK – THE ECANTER – AND ALLAN WHITING WENT TO JAPAN TO DRIVE IT AND CRITIQUE THE TRUCK.

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I

t’s not so long ago that we were sure there was a robust future for diesel propulsion. Vehicle makers across all weight classes assured us that their products complied with global emissions regulations and we all felt happy about that.

Then came the VW scandal in the USA and the attitude to diesel passenger vehicles in that country changed overnight. In Europe the diesel backlash took longer, but after several independent tests in real world conditions revealed that no vehicles complied with the law, the authorities’ gloves came off.

Several European countries and major centres in India declared that they would ban the registration of new diesel vehicles by 2025. In central New Delhi older diesels had their registrations cancelled overnight.

Global tests of in-service diesel trucks

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showed that while compliance rates were much better than with small diesels, around one-third of new trucks did not meet their emissions targets.

Clean-air lobbies around the world have since had a field day, quoting the numbers of premature deaths that can be sheeted home to vehicle emissions, so the message for auto makers was clear: tidy up now or face massive fines and market resistance.

The more forward thinking makers were already some way down the clean-up track: Daimler among the leaders. We drove a Fuso Canter Hybrid in Australia, back in 2006 and we had a Tokyo briefing on hybrid progress in Japan in 2013, but it now seems that the full-electric truck will leapfrog the diesel hybrid and we think we know why.

It seems that the recent spotlight on diesel emissions has caused a rethink on vehicle

power systems – particularly in the case of city-based distribution trucks. A hybrid has definite fuel-saving advantages and can operate for very short distances on battery power alone, but it still has the cost and complexity of a diesel engine, with its emissions control equipment, plus the electric kit.

The diesel hybrid combines all of the costs and disadvantages of an emissions controlled diesel engine with the cost of an electric system that has very limited electric-only range.

In contrast, a battery electric vehicle has no more electrical complexity than a hybrid and completely eliminates the cost of an internal combustion engine.

Operating range is the principal issue, which is why Fuso’s initial electric truck release is a short-haul city-distribution vehicle.

VOLTS ’N’ BOLTS At some stage the second eCanter iteration will occur and that vehicle will differ significantly from the current eCanter in the design of the driveline.

It will also have more battery storage capacity.

The first edition eCanter retains the diesel model’s rear axle, differential and suspension, with the electric motor driving a shortened propshaft.

Six chassis-mounted boxes house the 13.8kWh capacity, 420V lithium-ion battery packs: two on each side of the chassis and two inside the rails.

Claimed operating range between battery charges is 100-120km, with a payload of three tonnes. Depot-based eCanters can be recharged overnight, in the same way that electric forklifts are.

With present technology it’s possible to provide an 80-percent battery charge at a roadside EU EV outlet in around 40 minutes, but Marc Llistosella told us that he has 200 engineers working on a project to reduce that charging time to five minutes.

The second edition eCanter will have an electric transaxle replacing the current rear axle, with transversely mounted electric motor and reduction gearing.

That layout will reduce tare weight and allow for more battery space between the chassis rails.

In European trials the present eCanter has been shown to save around €1000 in running costs every 10,000km, in comparison with a diesel-powered Canter.

E FUSO The new eCanter is the first product of a completely new division of Fuso Truck and Bus Corporation (MFTBC). E Fuso is the company’s electric vehicle brand and its mission is to develop electric versions of virtually every model in the Fuso truck and bus range. No doubt, some models will be available only as electric vehicles in the years to come.

E Fuso chose the 2017 Tokyo Motor Show to unveil two new products: the series production eCanter and the futuristic Vision One medium-heavy truck (see breakout).

The eCanter is already being delivered to selected customers in Japan and the USA, but Vision One buyers will have to wait for a couple of years.

Both vehicles were presented to the

Australian trucking press before the Japanese and global press, so we can read into that a commitment to have eCanters running Down Under in the near future.

The E Fuso presentations were led by MFTBC’s president and CEO, Marc Llistosella, who was passionate about the E Fuso venture.

“At a time when everybody is talking about electric trucks, we are the first to commercialise a series production allelectric truck,” said Mr Llistosella.

“Our E Fuso eCanter comes with years of customer testing and the assurance of parts, service and warranty through our global Fuso dealership network.”

E Fuso’s eCanter is initially being produced at Daimler’s Tramagal truck plant in Portugal. The production plan

is integrated with diesel-powered Canter production and E Fuso expects to deliver around 150 vehicles by end 2017. The plan for next year is around 500 vehicles.

The first major customers are UPS in the USA and 711 in Japan.

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DRIVING THE ECANTER A small group of Aussie journos went to Fuso’s test track at Kitsuregawa, in Japan, to experience the electric-truck future.

By way of introduction, Hironoku Ando, the head of the test facility, pointed out that eCanter testing had been rigorous.

“This is a most important vehicle for me and my staff to develop correctly,” he said.

“It was essential that the truck be fun to drive and although I expected some performance compromise, there is none, as you will soon experience.”

Testing not only considered performance and optimising range, but also the safety aspects of the electric powertrain.

For example, the battery packs were tested for security in a static crush test, simulating a side impact.

One test that proved no problem was static and bypass drive noise measurement. The eCanter obviously has no idling noise emissions and in the bypass test it recorded an unprecedented 71db(A), compared with a diesel Canter’s best of 77db(A). Those who understand

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the (A) scale measurement system know that’s a huge drop in noise level.

Other testing included solving some unique electric-truck issues, such as neutralising electromagnetic radiation from the inverter.

After Ando-san’s presentation it was time to get onto the test track.

As a warm-up we drove the diesel model and then climbed aboard the eCanter. The diesel was loaded to only 4.5 tonnes and the eCanter, to around 7.5 tonnes GVM. The drive was very short: along a flat bitumen strip, up a variable grade slope and down another, before a return run along the flat bitumen.

The eCanter looked almost exactly the same as the diesel model and the interior was also similar. However, there was a forward-reverse direction lever, not a gear lever, on the dashboard and a current-flow gauge replacing a tachometer.

Getting mobile was simply a matter of engaging ‘forward’ and pressing the loud pedal, which in this case was the ‘quiet’ pedal. The eCanter took off, almost

literally, far surpassing the much lighter diesel model in acceleration.

One of our crew – a motorsport fan – clocked it at 0-50km/h in 10 seconds – not bad for a 7.5 tonnes truck. It also managed a 10-percent-grade hill start without any fuss.

The silence was eerie, broken only slightly by some gear reduction whine and wind noise.

I expected plenty of retardation when I activated the regeneration lever – the same wand as a conventional exhaust brake one – but there wasn’t much at all. The main satisfaction was seeing the ‘fuel’ gauge pointer enter the recharge zone, showing current running into the batteries.

My experience with other electric vehicles suggests that much more retardation is possible and the second generation model with its transaxle may provide that.

We’ll follow the development of the eCanter and its successors closely over the next 12 months and hopefully there’ll be an Australian customer within that timeframe.

“ IT WAS ESSENTIAL THAT THE TRUCK BE FUN TO DRIVE AND ALTHOUGH I EXPECTED SOME PERFORMANCE COMPROMISE, THERE IS NONE, AS YOU WILL SOON EXPERIENCE”

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VISION ONE E Fuso chose the Tokyo Motor Show to preview its Vision One, medium-heavy electric truck, but there was no opportunity to investigate this vehicle in detail.

Marc Llistosella pointed out that this vehicle was a ‘B’ production sample, not a prototype. It’s scheduled to be supplanted by ‘C’ and ‘D’ samples before series production begins in late 2019.

As presented at the Show, Vision One was a 23.26-tonnes GVM truck, with a payload of 11.11 tonnes – around 1.8 tonnes less than its diesel-powered equivalent.

It had a claimed operating range of 350km on a single charge and was fitted with specially developed tyres – necessary to handle the unprecedented low-speed torque of the electric powertrain.

Vision One sported a futuristic interior that looked somewhat impractical for day to day distribution work, but this was a show truck, after all!

We’ll keep you up to date with Fuso’s electric vehicle developments during 2018.

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1 9 4 6

New Model

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TO THE FOUR

WITH CURRENT ANNUAL SALES OF AROUND 600 UNITS THE LIGHT DUTY 4X4 SECTOR IS NOT HUGE. SO HINO’S ENTRY INTO THIS NICHE ISN’T LIKELY TO BRING A HUGE SALES BOOST, HOWEVER IT IS STILL ATTRACTIVE, DELIVERING GOOD FLEET CONNECTIONS, PARTICULARLY WITH RURAL FIRE SERVICES AND MINING OPERATIONS, AS ISUZU AND FUSO HAVE PROVED. EDITOR WHITING WENT ALONG TO THE LAUNCH TO FIND OUT ALL ABOUT HINO’S 300 SERIES 4X4. www.truckandbus.net.au 023

H

ino chose the 2017 Brisbane truck show to preview its new 4x4 light truck competitor, the 300, so by the time the launch came around in November we were chomping at the bit to try it.

Hino’s chosen model for Australia is the 300 Series 817 and that model number roughly indicates eight tonnes GVM and 170hp. However the actual GVM is 7.5 tonnes and the output is 165hp.

The Hino 4x4 is available in single cab and crew cab configurations, both powered by the 165hp (121kW), 464Nm, four-litre diesel engine mated to a six-speed manual overdrive manual transmission and a dualrange 4x4 transfer case.

The Hino N04C engine is Euro 5 ADR 80/03 emission compliant and utilises a Diesel Particulate active Reduction filter (DPR), which has proven its reliability in Australian applications over the past 10 years.

The Hino DPR is said to capture 95 per cent of exhaust particulates and is designed to be automatically self-cleaning (regenerating) without the need for driver intervention.

The Hino transfer case comes from the larger GT 4x4 model and, with low range

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gearing of 2.2:1, the Hino 300 series 4x4 has the widest spread of ratios and the lowest crawl speed in its class. Overall reduction in low-low is 65:1.

A bonus of using the GT’s air-shift transfer case is an on-board electric air compressor that can be upgraded to act as a tyre inflator and to power air tools.

Free-wheeling hubs are standard and are manually locked. Once the hubs are engaged 4x4 can be selected on the move by the driver, via a button on the dashboard.

Standard equipment includes Vehicle Stability Control (VSC) – a first for a Japanese-built truck in this category – fourwheel disc brakes, driver and passenger SRS airbags and a reversing camera.

Working in conjunction with the brake and engine control systems, VSC helps prevent the truck from rolling over after entering a corner too fast by monitoring the steering angle, wheel rotation speed, yaw rate and lateral G forces. VSC can take the appropriate action: reducing engine power and/or applying individual brakes with the intent of keeping the vehicle upright.

VSC is also able to enhance vehicle stability on loose or slippery surfaces by

reducing engine power and applying the brakes to individual wheels.

The new Hino 4x4 uses a novel chassis layout that features a straight-rail ladder frame, with a supplementary frame bolted underneath it from around the mid point all the way to the rear. The rear suspension bolts to this lower frame.

This unique layout provides straight upper rails, for ease of mounting bodywork and accessories; a high-set forward chassis to accommodate a drive axle underneath it and rear suspension hangers that don’t need to be complex and heavy dropped types.

As a result, the 817 has the highest tare weight in its class, but the upside should be great inherent strength. It gives away around 300kg to the Isuzu NPS 4x4 and that may be critical in such vocations as fire-fighting, where every litre counts.

Although there’s no plan for a factorybuilt, single-tyred version to tackle the burgeoning 4WD motorhome market the prototype had inbuilt front hub spacers, to widen front axle track to better match the wheel track of the rear duals.

Although Hino has pulled up short of providing a wide-single-tyre package,

wide-singles will be available as a dealerfit option, probably using All Terrain Warrior wheels.

Likewise, there’s no rear axle differential lock in the specification, but an Eaton No Spin self-locker is also a dealer-fit option.

The extensive Australian testing that the Hino 4x4 has undergone underpins its ‘Made 4 Australia, Made 4 Work’ positioning.

Developed specifically for the Australian market, the 817 4x4 has undergone extensive testing in some of the country’s most rugged operating conditions.

Selected Hino customers have been evaluating prototype trucks on and offroad in some of the harshest Australian bush-tracks, trails and roads since 2014.

“In addition to developing the truck on test tracks in Japan, three prototype 300 Series 4x4 vehicles have also undergone years of real-life infield testing,” said Daniel Petrovski, the manager of product strategy for Hino Motor Sales Australia.

“The test vehicles have operated flawlessly across various types of terrain from the deserts of Australia’s interior to the rain forests of Queensland’s Cape York.

“Given the success of the Hino 500 Series FT and GT 4x4 models and the record breaking results we have seen by Hino at the Dakar Rally, the new 300 series 4x4 models come with a champion 4x4 pedigree.

“With this and the extensive Australian field testing, we are extremely confident

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that it will be a popular choice for our customers,” concluded Mr Petrovski.

The Hino 300 Series 4x4 comes with a three-year/100,000km warranty.

Getting in and out of 4x4 trucks can be an awkward climb, but Hino has made the task relatively easy. The three access steps are arranged in a ‘staircase’ layout that puts the bottom step outboard of the upper ones. The front tyre can also serve as an additional step. Two grab handles flank the door opening, so it’s always possible to have three contact points when getting in and out.

A standard suspension seat with magnetically variable damping is standard, but, unfortunately, a singlepassenger suspension seat to replace the standard two-place bench is not. That’s another dealer-fit option.

Ergonomics are generally good, but we reckon the 4WD and High-Low range switches are too far from the driver. There’s vacant switch space nearer to the steering column and that’s where they should be.

The heated, power-adjustable rear vision mirrors are ‘big truck’ types that give excellent flat-plane and spotter images.

The swing-away brackets are strong and

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easy enough to fold in while on the move, to reduce the chance of mirror damage from tree branches.

The Hino six-speed main box is stirred by a stubby lever that has short throws.

The test trucks were brand new, so shift action was a tad tight. We like the gate layout that puts first gear and reverse directly opposite - essential for quick shifting when ‘rocking’ a stuck vehicle out of rut hollows.

The four-litre diesel did its job quietly, with mechanical noise evident only with revs above 3000rpm. That red band was useful only for engine braking, because the torquey donk did its best from around 1400rpm up to 2800rpm, climbing most highway grades in fifth or sixth cog.

Ride quality isn’t the strong point of Japanese 4x4 trucks, but the loaded Hinos we drove rode better than their Japanesemade competitors, thanks to their longer front springs. A set of top-quality dampers should improve that even further.

Obviously, the driver’s suspension seat damped out more bump action than the fixed passenger perches, but ride quality in the passenger perches – without suspension seating – was acceptable.

Fatter, lower-pressure tyres would improve it even more, but there are payload compromises with the single-tyre option.

Handling was flat and steering was accurate with good road feel on bitumen surfaces, but the skinny front tyres showed some side slip and understeer on pea gravel roads.

The ABS disc brake system worked effectively on sealed and dirt roads, but the ABS function was deactivated when 4WD was selected.

Selecting 4WD and low-range was done with the simple press of dashboard buttons and the action was instantaneous.

High-range-4WD could be selected on the run, provided the front free-wheeling hubs were locked. The system is part-time4WD, so it’s not intended for full-time use on high-friction surfaces. For low-range selection the truck needed to be stopped and in neutral.

With overall reduction of 65:1 the Hino 300 4x4 climbed and descended very steep grades effortlessly, including a testing 1:1.5 concrete ramp.

We’ll have a test vehicle for a week’s evaluation in the very near future. Watch this space.

ALL NEW!

BIGGER PAYLOADS BETTER FUEL EFFICIENCY BEST JAPANESE TRUCK Being the best is a big claim to make. But when you have created a truck like the All New Quon, you know you can back it up. Features that redefine the Japanese truck market and ultimately keep you on the road longer, like bigger payloads, improved safety, smarter fuel efficiency and better driver comfort.

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

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

Road test

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AT LAST, AFTER A LONG GESTATION PERIOD, INTERNATIONAL HAS BEEN REBORN IN AUSTRALIA AND TTA WAS ABLE TO ARRANGE THE FIRST DRIVE OF THE NEW PROSTAR. ALLAN WHITING SCORED A DRIVE IN A DEMONSTRATOR CONFIGURED AS A TIPPER DOG AND CAME AWAY IMPRESSED.

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INTERNATIONAL PROSTAR TRUCK RANGE HAS ALREADY HAD A GOOD SHAKEDOWN AND HAS PROVED ITSELF IN THE AUSTRALIAN MARKET.

I

veco inherited the ‘Inter’ legacy when it took over the crippled International Trucks Australia organisation in 1992. Since then Iveco has rationalised the product line-up from top to bottom, but two areas remain critical to the brand’s survival: the waste collection business and linehaul.

The venerable ACCO is still holding its own in the waste collection business, but you can bet that Iveco is working away in the background at an ACCO replacement – particularly given the Euro 6 customer push in that environmentally sensitive segment.

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In the meantime, the Euro 5 ACCO is still selling well.

The linehaul position for Iveco is not so good. When B-Double regulations favoured COEs over bonnets in the 1990s Iveco’s prime mover range wasn’t up to the 60+tonnes task and then, when the rules were relaxed to allow bonneted trucks to compete, the Australianassembled, part-Euro, part-USA Powerstar just didn’t capture the market’s attention.

Despite its driveability the PowerStar didn’t have the market appeal that earlier US-origin International S-Line and Transtar models did. With what we

can imagine was some reluctance Iveco Australia went shopping at Navistar in the USA. In 2004 the Australian company began producing locally assembled RHD versions of the bonneted Navistar 9000, with some success, but this cab was well past its use-by date, having been around since the 1970s.

Then came the shock introduction of the Cat Truck brand, in a joint venture between Caterpillar and Navistar that put paid to the Iveco/Navistar bonneted truck deal in Australia.

The base for the 2008 Cat initiative

was a completely new Navistar cab.

The Cat Truck brand was doomed only a year later when Caterpillar decided to withdraw from the highway engine business, but Cat Trucks continued to be sold in Australia until quite recently. The last ones went at bargain-basement prices.

The almost identical cab is now available with its original brand – International - emblazoned on the front.

Iveco is importing CBU Internationals at present, but we’re sure the company is looking to reset its Dandenong plant to assemble Inters, just like it did with

the 9000 Series.

The Cat Trucks debacle has been a development windfall for Iveco, because what is now the 2018 International Prostar truck range has already had a good shakedown and has proved itself in the Australian market.

Our introduction to the Prostar range was with a short-cab tipper-spec’ rigid.

As with the extended-cab and sleeper models the standard specification is first class: 90-tonnes GCM rating; 112-inch (2850mm) bumper to back of cab (BBC) dimension; Cummins X15 SCR engine, rated at 550hp (410kW) and 1850lb

ft (2508Nm); Eaton RTLOF-20918B 18-speed transmission, with an UltraShift automated manual option; Meritor RT46 160GP tandem with aluminium hubs and wheels, power divider and across-axle diff locks; Hendrickson Primaax-EX air/leaf tandem; Meritor wide-track steer axle on taper-leaf springs; 720-litre twin step fuel tanks, 90-litre AdBlue tank; ABS drum brakes with traction control; hill-start aid with UltraShift transmission; three-point cab suspension; tilt/telescopic steering column, leather upholstery; suspension seats; LED headlights and daylight running lights.

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FIRST DRIVE

T&TA was the first Australian truck magazine to get behind the wheel of a Cat Truck demo model and we did it again with the International Prostar.

We liked the Cat Truck and we certainly liked the Prostar.

Our International Prostar test vehicle was built on a five-metre wheelbase and topped with a Sloanebuit body.

It was coupled to a matching four-axle dog trailer.

The truck was kindly lent to us for a day-long test by Sydney Iveco, who also decorated the rig with a cab and trailer wrap. I didn’t pass through truck traffic unnoticed!

Time was tight, because this active dealer has a string of potential Prostar buyers, so I didn’t need to do pre-trip checks: the Sydney Iveco mechanics had already done that and also checked the trailer connections.

A quick familiarisation showed that the cab ergonomics were similar to the Cat version, but the fitment of an optional UltraShift meant more left leg room, thanks to the absence of a clutch pedal. Those who take a Prostar with the manual 18-speed will find left foot room somewhat compromised.

From western Sydney’s Arndell Park I did an empty run to catch up with local earthmover, Ray Barbagallo, who was happy to fill the tippers with gravel.

During the empty leg I took a wrong turn and discovered how manoeuvrable

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the Prostar could be. I had to perform a tight U-turn in an industrial estate intersection and the short-bonnet, tightturning-arc Prostar handled the job like a COE would do.

Tippers spend plenty of time empty and I was impressed with the ride quality of this combination.

Automated shift quality from the UltraShift Plus was excellent, even without a load to provide momentum for smooth shifts. It wasn’t as smooth or as quiet as Euro self-shifters, but it worked!

The only downside of the empty run was the intrusion of loud, reverberating exhaust noise from unmuffled twin stacks, on the back wall of the cab. Do tipper operators really want twin vertical stacks?

Loaded to a gross mass just under 50 tonnes the Prostar and trailer obviously felt heavier, but performance from its brand new engine was outstanding.

The Prostar easily kept up with truck traffic while the flat-plane and spotter mirrors provided an excellent rear and side view of other road users.

Left to its own programming the box skip-shifted and let revs build up progressively as road speed increased.

It grabbed a half gear upshift on an eightpercent grade without any driveline shock, in a situation where I’d have let a manual box stay in the lower gear.

On most highway climbs the automated box kept the engine in a ‘sweet spot’ around 1400-1600rpm, providing wind-

resistance horsepower to maintain road speed along with grade-conquering torque.

The Cummins X15 SCR engine was more responsive than previous EGR efforts.

On descents I used manual mode to hold gears, while checking out the threeposition engine brake that held back the 50-tonne combination reassuringly.

The service brakes weren’t so userfriendly, having a very firm pedal that made it easy to over-brake in traffic situations.

The cab felt very well made and had no bonnet shake or interior trim vibration.

However, noise intrusion from the transmission and the aforementioned exhaust stacks needs to be addressed.

An underframe exhaust should rectify the latter and some underfloor sound deadening would reduce mechanical noise, I reckon.

Our test circuit, taking in stop-start traffic, sharp grades, a mountain climb and freeway running wasn’t designed to produce headline-grabbing fuel economy, but was more representative of real-world tipper operations.

Nonetheless, this brand new truck returned an impressive 50L/100km (2km/L) at around 50 tonnes GCM. As tested, the Prostar Tipper cab/ chassis came in well under the magic 300 grand mark – around 14 grand less without the UltraShift – and should find some eager customers.

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New Model

IT WAS PREVIEWED AT THE BRISBANE 2017 TRUCK SHOW; WE SAW IT AGAIN AT THE TOKYO MOTOR SHOW AND NOW ALLAN WHITING HAS HAD HIS HANDS ON WHAT UD JUSTIFIABLY CLAIMS IS ‘THE BEST JAPANESE TRUCK IN THE MARKET’

T

he latest iteration of the UD Quon family integrates more of the Volvo Group technology than any of its predecessors. Despite that, the new Quon is hopefully more than just a cut-price Volvo.

UD once stood for Uniflow-scavenging Diesel, back in the marque’s two-stroke-diesel days and then became renamed as Ultimate Dependability. It will be interesting to see if this traditional reliability carries over into the new range.

The Quon range sits at the top of the UD family in Australia and is powered by Volvo Group eight-litre and 11-litre engines. The latest Quon 11-litre sixes are Euro 6 compliant and then some, meeting Japan’s pPNLT regulations.

As is the case with Fuso, UD can plug into its parent’s R&D results, giving it a distinct features advantage over less fortunate competitors.

Also out of the Volvo Group goodies bag are all-wheel disc brakes, electronic stability control, 12-speed automated transmission (still called ESCOT), advanced electrical system, lane departure warning, adaptive cruise control and driver alert.

UD has more than doubled its market share in the last 18 months, by selecting market niches and filling them with ideal products, rather than trying to be all things to all customers.

However, there’s an obvious need for an eight wheeler and UD has a plan to release eightlitre and 11-litre Quons with load-sharing twin-steer front ends within the next 18 months.

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ON THE ROAD IN THE NEW QUONS UD Trucks put on an excellent drive program for the release of the 2018 Quon range. Based at the UD dealership in Pinkenbah, Brisbane, the routes were a mixture of metro roads and freeway, over which the trucking press could drive seven different vehicle specifications.

The test trucks were all 11-litre GH11powered, with outputs from 390hp to 460hp; all 12-speed AMT (Automated Manual Transmission) equipped and with gross masses from 17 tonnes to 60 tonnes.

All features were standard equipment, except for the Driver Alert function that is optional.

One truck was kitted out with a leatherbound steering wheel rim and woodgraineffect dashboard and cabin trim. All the testers liked it and reckoned this package should be made optional across the Quon range.

My first mount was a rigid 6x2 CD25 390, with 287kW at 1600rpm and 1750Nm at 900rpm, and loaded to 17.5 tonnes. It was fitted with a 3.36:1 final drive ratio and felt a little weird on the metro section, where the transmission selected the appropriate gear for economy, but the box had to shuttle up and down

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to achieve response and gradeability in varying traffic conditions.

It felt more comfortable with the transmission in ‘power’ setting, where the box hung onto revs before upshifting.

However, on the freeway sections this truck was right at home, cruising at low revs at legal highway speeds.

My next drive was in the same rigid configuration, but with a curtain-side body, loaded to 22.5 tonnes. Significantly, this truck was fitted with a 3.70:1 final drive ratio and, despite the additional payload compared with the ‘quick-diff ’ truck, felt much more suited to the metro task. It was happy to run in ‘economy’ mode and felt responsive at all times.

The next steer was in a similarlypowered Quon rigid, but it was a 6x4 CW26 390 model, fitted with a tipper body and hauling a tri-axle plant trailer.

It was loaded to 34.2 tonnes and had stump-pulling 4.50:1 diffs.

Performance was impressive and, with the GCM at a reasonable level, I had the opportunity to check out the four-stage exhaust/engine brake that gave smooth, progressive retardation.

The Quon range has brake blending that

automatically brings in exhaust and engine braking when the footbrake is depressed.

Alternatively, the exhaust/engine brake can be brought into play by using a fourposition steering column wand.

Then it was time to move up the horsepower scale: into a single-drive GK17 420 prime mover, with 309kW at 1600rpm and 1900Nm at 950rpm. This truck was coupled to a tri-axle curtain-side trailer, loaded to 31 tonnes GCM. The extra power and torque let this prime mover happily pull 3.70:1 diffs and it felt at home on the metro and freeway sections, suggesting it should fit in nicely as a short-haul highway truck, as well as being an ideal town distribution machine.

Back into a rigid for my next drive: in a 6x4 tipper, hauling three-axle dog trailer at a GCM of 38 tonnes. The new 460hp at 1800rpm and 2200Nm at 1200rpm engine setting made this 11-litre-powered combination more than viable.

With 4.50:1 diffs the 460 was aimed at short-haul tipper work and it did the job easily. To make the 338kW engine work a little harder I diverted form the normal route and took it both ways over the steep Gateway Bridge climb. It held 55km/h in

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one direction and 60km/h the other way: impressive for a brand new ‘green’ engine.

The engine brake held legal speed on both descents, without recourse to the alldisc service brakes.

A similar-specification 460hp 6x4 prime mover was my next drive and its performance reinforced my growing impression that the new Quon lineup is destined for market success. At just under 40 tonnes it loped along happily in all conditions.

I’d deliberately saved the heavyweight, 59.8-tonnes B-Double combo until last, because I doubted the GW 26 460 would make a viable B-Double prime mover.

I was wrong, with some qualifications.

Almost 60 tonnes didn’t faze the Quon in the metro and freeway drive sections and I didn’t feel the need to button into ‘performance’ mode at any time.

A typical Brisbane Friday afternoon traffic snarl dictated a diversion through some tight, twisty intersections and the

sharply-turning UD made light work of tricky manoeuvring. That nimbleness should also be handy when backing into loading docks.

UD Trucks isn’t pitching the 460 at the B-Double linehaul market, because the Volvo Group obviously wants to reserve the upper end of the HD market for its highly developed Volvo and Mack brands.

However, there’s a growing amount of intrastate, regional and metro B-Double work, feeding warehouses, factories and shopping centres, and the Quon 460 should be ideal for those tasks.

While driving these widely different Quons it was apparent that the brand has benefitted greatly from Volvo Group technology: Engine performance was ideal and there was a marked ‘snarl’ in response when the ‘power’ mode was selected. My previous suggestions that Volvo needed to give UD the Group’s 13-litre have been largely answered by the 460hp addition

to the 11-litre lineup.

All-disc braking was smooth and progressive, and blended with engine braking.

The automated 12-speed – still branded ESCOT (Easy Safe Controlled Transmission) – is way ahead of former efforts and I didn’t have a single incident where the box couldn’t find the right gear, or neutralised unexpectedly.

Ride quality, steering feel and ergonomics were excellent.

All the test trucks were equipped with the Volvo Group’s safety kit, including Traffic Eye Braking, Traffic Eye Cruise, Lane Departure Warning, Stability Control and Driver Alert. It’s obviously difficult to evaluate systems that come into play only in the event of accident avoidance, but I did get to play with the adaptive cruise control and lane departure warning: both very useful backups for those moments when a driver might be distracted momentarily.

CONCLUSION UD Trucks has managed to improve a market share that was becoming depressingly small three years ago. The method has been to select market segments and spec’ perfectly to satisfy them.

The upgraded 11-litre engine range now broadens that scope and makes the new Quon the best-specified Japanese heavy truck.

The opposition is on notice.

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Truck Show

TOKYO ELECTRIC IF YOU DIDN’T FEATURE SOMETHING WITH ELECTRIC DRIVE AT THE 2017 TOKYO MOTOR SHOW YOU JUST DIDN’T RATE, THERE WERE A SUFFICIENT NUMBER TO CONFIRM THAT THE BATTERY-BASED POWERTRAIN IS THE WAY OF THE FUTURE AND EDITOR WHITING WAS THERE TO TAKE A LOOK.

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T

he Japanese event was held against a backdrop of recent global government policies that reject internal-combustionengined vehicles in the near future. The most influential of these pronouncements was the Chinese Government’s imminent release of a timetable to end the ‘production and sales of traditionalenergy vehicles’.

China is the world’s largest car market, accounting for around one third of global car sales.

The Chinese have followed the Netherlands, Norway, India, France and Great Britain in implementing policies to phase out the sale of new passenger vehicles that rely solely on internal combustion engines.

Presumably, these countries will have to accept some degree of heat-engine participation, in the form of hybrid powertrains and range-extenders for battery electric vehicles, unless there’s a radical battery breakthrough that allows for three-minute charging and 600+km range.

As regular attendees of overseas motor shows the Transport & Trucking Australia team is accustomed to sifting through showbiz glitz and glamour, to report on nuts, bolts and electronic innovations.

We’ve now had to add ions and volts to the mix!

Electrification was obvious on nearly every vehicle-maker’s stand and powertrain exhibit.

FUSO This Daimler-owned Japanese brand has been re-inventing itself since its 2004 acquisition by the world’s largest truck maker and is now the leading electrification brand in the truck world.

Fuso launched the world’s first seriesproduction battery-electric truck in Tokyo, presenting the eCanter light truck model. This vehicle will be sold in relatively small numbers in Europe and the USA, during 2018 and a 2.0 edition is expected in 2019.

The 2018 model uses an in-line electric motor, driving through a standard Canter live rear axle, but the 2020 edition should feature an across-axle motor and transmission unit, reducing weight and increasing efficiency.

The eCanter featured six lithium-ion battery packs and had a range of only 100-150km at launch.

OTA was given a brief drive of a loaded

eCanter and we can assure you that it lacked nothing in performance: easily out-accelerating standard diesel-powered model. Performance was delivered in almost complete silence.

Engine braking was powerful, actuated by engaging a regenerative program that not only slowed the vehicle but put some amps back into the battery pack.

We eagerly await a twin-motor, 4WD version!

Star of the Fuso stand was its nextgeneration electric vehicle: the Vision One battery electric vehicle (BEV). The 23-tonne GVM medium truck on display was a ‘B’ sample, indicating that it’s well on the way to series production. ‘C’ and ‘D’ pre-production vehicles are scheduled for 2018 and the series production Vision One should be ready for release in 2020.

HINO Hino played a safe straight bat at this year’s Tokyo Motor Show with not even the hint of an electric truck anywhere in sight, although the Toyota owned commercial vehicle maker did have an electric version of its Poncho midi urban bus on its diesel dominated stand.

Headlining the Hino display was its new flagship 700 series, the first update for the Hino heavy hitter in 14 years.

Hino says the 700 has undergone a first comprehensive model change with both new interior and exterior styling and a downsize in the engine department eschewing the old 13-litre power plant for Hino’s brilliant new nine litre AO9C which will be tuned to produce 380hp, which might still be a bit light on in Australia, but is part of the overall downsizing in engines amongst the Japanese makers, looking to reduce fuel consumption and obviously emissions under Japan’s 2016 emission standards.

Hino also says the use of the nine litre means a significant weight saving for the truck as well.

Hino says the new 700 is equipped with advanced safety equipment including its PCS* pre-collision damage mitigation braking system which it says is capable of detecting pedestrians and a lane departure warning system provided as standard equipment.

Along with the 700 Hino featured its new 500 launched in Australia earlier this year as well as the Poncho EV bus and a 300 series Hybrid and the perennial Hino Team Sugawara Dakar rally truck.

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VW Volkswagen has been pulling out all the stops in the last year to repair its damaged image, so it was no surprise to see the oddly named ‘I D Buzz’ electric battery van on display in Tokyo. This twin-motor battery electric vehicle (BEV) is a zeropollution machine, in strong contrast to VW’s law-breaking diesel passenger cars.

This retro-styled eight-seater made its global debut at the 2017 New York Motor Show and is scheduled for series production in 2022.

The ID Buzz has electric motor outputs of up to 280kW and a claimed driving range of 600km.

NISSAN The Serena e-Power people mover is Nissan’s second model to feature e-Power technology that was introduced in November 2016.

The electric drive system borrows from the technology in the Nissan Leaf, the world’s best-selling electric vehicle, but e-Power also includes a small gasoline engine that charges the battery, eliminating the need for an external charger.

The latest iteration of ProPilot, Nissan’s single-lane autonomous driving technology for highway use, will also be available in the Serena e-Power, when it goes into production in mid-2018.

We don’t know the outputs yet, but Nissan’s electric-motor range currently runs to 160kW and 350Nm, so up to 320kW and 700Nm from twin motors is possible.

Another Nissan release at the Tokyo Show was the e-NV200 all-electric, BEV van. The front wheel drive show vehicle was fitted with an integrated fridge body: cooled by a refrigeration unit with its own lithium-ion battery pack.

DAIHATSU The Toyota subsidiary has for a long time concentrated on compact vehicles: particularly the tax-encouraged sub-700cc minivan and mini-people-mover market.

The Tokyo Show release was the DN U-Space van, with three-cylinder 660cc petrol power and sliding doors on both sides.

A hint of future electrification of this market came in the form of the DN ProCargo concept vehicle, with a low, flat floor and 1.6-metre headroom throughout.

Daihatsu’s DN Trec made its world debut. This compact SUV featured a 1.2-litre petrol-hybrid powertrain.

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SUZUKI Suzuki previewed its XBEE range of small SUVs, powered by 1.0-litre turbo petrol engines, with mild hybrid electrification.

The company also showed two Spacia mini-van concept vehicles that looked production-ready.

TOYOTA The global market leader had several way-out concept vehicles on display, but the most practical was the cubist TJ Cruiser SUV. This wagon looked almost productionready and may be powered by a two-

litre petrol-hybrid powertrain.

Toyota is backing fuel cell technology and displayed the FCV SORA city bus and JPN taxi that are expected to be in production before the Tokyo Olympic Games in 2020.

Toyota Body displayed an interesting LCV van and people mover concept, featuring teardrop side windows and dual sliding doors.

ELECTRIFICATION COMPONENT MAKERS There was a raft of suppliers ready to provide auto makers with electric bits and pieces.

CONTINENTAL The Europe-based conglomerate showed off its latest electric transaxle assembly, combining motor and reduction gearing in a chassis-mounted module, with halfshafts to the wheels.

Interestingly, this display included brake discs mounted to the wheel rims, not the hubs.

MAHLE Best known for its piston business the German maker introduced a 48-volt mildhybrid package, with twin motors. The integrated unit was a plug and play design, with 40-60kW and 80-160Nm outputs.

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BOSCH

NSK

NUTS ’N’ BOLTS

Bosch displayed a schematic chassis with integrated electric motor and reduction gearing, driving to half shafts.

This local supplier displayed a production motor-in-wheel assembly and a way-out Flex Corner Module concept. This active display showed that the wishbones and steering arms were telescopic and able to vary steering arcs, track width, toe-in and toe-out and camber.

The mechanical side of the auto business continues to innovate, because even with electrification there’s still a need for reduction gearing, constant velocity joints, bearings and brakes.

SCHAEFFLER This components-manufacturing giant displayed an electric motor that demonstrated clearly the simplicity and weight-saving potential of electric propulsion.

The electric motor was a permanentmagnet, synchronous motor from a Formula E racing car. The specifications were most impressive: 500-700V DC input for 220kW and 440Nm, from a weight of only 27.5kg.

NTN This Japanese supplier displayed a number of electric drive components, including production-ready motorin-wheel units, a prototype compact example and a chassis-mounted motor and transmission for the rear wheel drive function on SUVs.

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JATCO This specialist transmission maker released its CVT8 model at the Show.

This new continuously variable transmission combines the seamless gear reduction of a CVT with hybrid electric integration.

NTN The company’s latest development on display was a new, low-vibration CV joint that boasted a 30-degree operating angle and with a claimed reduction of 50-percent in shudder value. This has been achieved by employing a tripod design.

AKEBONO A name best known for prowess in the Sumo world is also one of Japan’s best known brake manufacturers. Concerned with the considerable amount of dust emissions from conventional friction brakes, this company is developing alternatives.

On display was a prototype magnetorheological fluid brake that used electrical current to alter the viscosity of internal fluid, to create a braking effect inside a sealed hub housing.

The global commercial vehicle market is undergoing change at a rate unseen since the introduction of the motor vehicle.

Exciting times are ahead and T&TA will report on developments as they occur.

\ Paul Jukes Victorian State Manager, Hertz Truck Rental

Efficiency for hire Australian Truck and 4WD Rentals, the Hertz Truck Rental franchisee for South Australia, NSW and Victoria, has decided to replace all of the manual trucks in its fleet with Allison fully automatic equipped trucks.

Paul Jukes, Victorian State Manager, Hertz Truck Rentals, reckons that since adding Allison equipped UD Trucks to the Hertz fleet they have delivered lower maintenance and repair costs as well as saving money when it comes to operating costs.

“Our Allison automatic trucks are easier on clutches and brakes and that means we save money, not to mention the reduced down time,” says Paul Jukes.

Hertz customers can now enjoy improved productivity through full powershifts, with faster acceleration and increase fuel efficiency in city, and suburban applications thanks to Allison.

Fully integrated, sophisticated electronic controls enable precise, smooth shifts and provide expanded prognostics and diagnostic capabilities which reduce driver fatigue, enhance safety and make the truck more reliable and efficient to operate.

Make the smart choice…. Allison automatics

© 2015 Allison Transmission Inc. All Rights Reserved.

Operator

GOLD COAST CONCRETE TRANSPORT COMPANY INTERHAUL HAS BUILT A REPUTATION AROUND THE FRENETIC BUILDING INDUSTRY IN THE HOLIDAY CAPITAL WHERE HIGH RISES SEEM TO GO UP EVERY DAY. AFTER 30 YEARS IN THE BUSINESS THE NOT IMMODEST COMPANY SAYS IT’S THE BEST IN THE BUSINESS AND ITS TRUCK OF CHOICE IS THE ISUZU FYJ WHICH HAS CUT A BIG REPUTATION IN THE CONCRETE GAME. WE TAKE A LOOK AT INTERHAUL AND WHAT MAKES IT TICK.

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R

eady-mixed concrete is one of the toughest materials to transport and freight companies have to overcome difficulties such as the weight of the load and strict temperature requirements to keep it in the optimum pouring condition, not to mention the threat of solidification and contamination.

Leftover residue from a previous delivery, or a slight leak in the concrete mixer bowl

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have the potential to ruin an entire load.

Given the potential issues, experience is a highly regarded attribute when choosing a company to deliver concrete.

That’s why Interhaul Transport, based on Queensland’s Gold Coast, is always in high demand.

Interhaul has been transporting concrete since 1988, and subcontracting concrete deliveries for industry-leading Nucon Concrete since 2003. Its founder, John

Polites, doesn’t tip-toe around their capabilities.

“We’re the best,” John said. “We stand out because of our experience and commitment.

“Interhaul sub-contracts ready-mixed concrete deliveries across Queensland, and my drivers are some of the hardest workers in the business.”

John’s praise is reinforced by one of his delivery drivers, Mike Smith, who has

worked for Interhaul for two years and said the company is so busy he rarely has any downtime.

“I work flat out but I enjoy it,” Mike said.

“My shifts vary but I regularly drive 10 hour days.”

John believes that upholding Interhaul’s impressive reputation and demanding workload requires tough, reliable delivery trucks, so when he was in the market for a new rig, he chose an Isuzu FYJ 2000 8x4

Agitator spec model.

The FYJ 2000 has a GVM rated at 30,000 kg, 257 kW @ 2,000 rpm and 1,422 Nm @ 1,400 rpm, making it a powerful, purpose built truck suitable for a wide variety of applications and the agitator model has been specified to suit the particular demands of concrete agitator work.

The FYJ’s power is generated by Isuzu’s turbocharged and air to air intercooled SITEC III 350 6-cylinder, 24 valve engine,

which maintains Isuzu’s renowned reliability while offering enough grunt to navigate rough terrain.

“The FYJ’s cab’s very comfortable, the truck always offers enough power and its capacity suits us perfectly,” Mike said.

“Overall, the Isuzu is an excellent truck to drive.”

For the transmission, the FYJ has a smooth-shifting Allison 4430 series 6-speed automatic, while driver comfort is ensured

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by features like cruise control and an Isri 6860 air-suspension seat with pneumatic lumbar support.

“The truck operates in mostly metropolitan areas,” Mike said. “But it does some off road driving around worksites and handles it brilliantly.

“It negotiates heavy traffic, roundabouts, narrow streets and poorly prepared, tight access worksites with ease. The truck’s turning circle is fantastic.”

With safety a top priority for Isuzu,

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the FYJ also features a driver’s side airbag with seatbelt pretensioner, Antilock Braking (ABS) and Isuzu Electronic Stability Control (IESC), which can automatically detect and help correct a loss of control on the road.

Isuzu’s focus on the driver extends to a range of other features inside the cab, including a 12-volt power outlet, in-cab fire extinguisher and a Digital Audio Visual Equipment (DAVE) unit with DVD/Mp3/CD playback, a 6.2

inch LCD touchscreen, digital radio and fully integrated Bluetooth with voice recognition.

“My favourite feature is the truck’s visibility, it makes driving so much easier,” Mike said.

“The heating, ventilation and airconditioning system are also stand outs.

Isuzu compares very favourably with other truck brands that I’ve driven.

“The FYJ has had a really positive effect on my daily work.”

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New Model

HIGHLY

VAN-ERABLE IVECO’S DAILY HAS BECOME THE ITALIAN COMPANY’S STAPLE IN AUSTRALIA AND THE SALES WINNER HAS BEEN GIVEN A MINOR FACELIFT AND HAD SOME FEATURES ADDED. TTA WENT ALONG FOR A DRIVE AT THE LAUNCH OF THE BELATED 2017 DAILY.

I

t might have been the last six weeks of 2017, but it seems it is never too late to introduce a 2017 model year update, at least not for Iveco.

TTA went to the launch in Melbourne of the facelift 2017 Iveco Daily van and cab chassis range which has seen some cosmetic and functional enhancements to lift the appearance and usability of the range.

Without the Daily Iveco’s sales figures would be looking fairly ordinary across its truck range so it is a critical element in the Iveco sales arsenal in Australia.

The 2017MY Daily range boasts a number of features including having the largest volume (19.6 m3) of any van on the market, highest horsepower rating (205hp) of any van, the largest GVM of

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any van with a GVM of seven tonnes and the only van with an eight - speed full automatic transmission, the ZF sourced self shifter. However at the launch the highest horsepower and largest capacity Daily wasn’t available because some of the journalists on the launch did not have the required licence, seemed strange to us that the most significant van in the updated line up wasn’t available for a test.

Hold the front page but Iveco saw the revised front grille as the biggest feature of the facelifted model.

Iveco claims it is more than just a cosmetic move with the grille claimed to improve air flow onto the radiator and engine bay area for improved cooling performance.

On the inside all models receive two-

tone seating trim and on some models a two-tone colour dash. The revised dash also features a new central open storage area with USB sockets.

Iveco also claims the new Daily range has interior noise reductions of 4dB over previous models, while vibrations have also been minimised – this has been achieved through the use of increased insulation, redesigned B Pillar swabs and a shape modification to the side mirrors which allows for quieter airflow.

The human ear is simply not equipped to notice a 4dB reduction in noise, so discerning such a difference was hard for us to grasp, particularly when there was no back to back with the previous incarnation, so we will take Iveco’s word for it and vouch that both the new and

old model are reasonably quiet for a goods carrying van or light truck.

Drivelines for the latest Daily range have remained unchanged with three Euro5 engine options plus a Euro6-rated powerplant used exclusively in the Daily 4×4 and large 70C 4×2 van.

The Euro5 engine range comprises two core direct-injection Iveco diesel engines, a 2.3 and a 3.0 litre.

The 2.3 litre powerplant features turbocharger with wastegate and intercooler producing 126hp / 93kW @ between 3000-3600 rpm, torque is rated 320Nm @ between 1800-2500 rpm.

The 3.0 litre offering is also turbocharged but uses a variable geometry system and intercooler to produce power of 170hp / 125kW @ 2900-3500 rpm and torque of

430Nm @ between 1500-2600 rpm.

Also available is a twin turbo version of the 3 litre which offers increased power of 205hp / 150kW @ between 3100-3500 rpm and hefty torque output of 470Nm @ a low 1400-3000 rpm. In the Daily 4×4 and 70C van, the new Euro6 variant of the 3.0 litre engine is adopted, with output of 180 hp and 430 Nm of torque – emission control comes courtesy of SCR (Selective Catalytic Reduction) system using Adblue. As we mentioned the high horsepower Euro 6 version was not offered on the launch which was a huge pity for those with a truck licence capable of driving it. We will endeavour to drive the Euro 6 some time in the near future and report back.

The Daily’s extensive list of standard

equipment includes a range of active safety equipment including Electronic Brake force Distribution, Electronic Stability Program, Anti Slip Regulator and other driving aids.

Also standard are front and rear disc brakes with ABS, four airbags and Daytime Running Lights.

New to the 2017 range is an optional Lane Departure Warning (LDW) system which uses radar to warn the driver if the vehicle is moving from its lane, reducing the chance of collision. LDW can be chosen as part of the Daily ‘Efficiency’ Pack (see accompanying media release for Pack details) or selected as a standalone option across all models.

In other new additions, a ‘run lock’ option is now available for applications

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including emergency service work and refrigerated transport. The function allows the vehicle to continue operating to keep the fridges running and emergency equipment on stand-by while occupants are away from the vehicle.

All models feature a 4-speaker audio system with FM/AM tuner, CD/mp3 player with USB and AUX input, Bluetooth connectivity and radio and phone controls on the steering wheel. The unit also includes an integrated 4×20 W amplifier.

For those wanting additional in-cabin tech, the 7.0” IVECONNECT multimedia system with GPS and rear-view camera is available as part of the ‘Business Premium’ Pack or can be optioned separately.

From TTA’s perspective we were particularly impressed with the cab chassis versions which offer a really strong alternative to the market dominant light duty Japanese models, from Isuzu, Hino and Fuso. The semi bonneted Daily with

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the passenger compartment set back from the front axle offers superior ride and occupant security compared with the little cab over alternatives, without compromising load carrying capabilities.

IVECO ANZ Product Manager, Marco Quaranta, said introductions as part of 2017MY Daily range seek to further build on the previous model’s already high features and benefits.

“The previous Daily range introduced many market-leading features and benefits to the van and light truck market, setting new standards in terms of payload, power, torque and drivability – with the 2017 Model Year vehicles, we’ve further honed the product offering to even better suit Australian customer requirements,” Mr Quaranta said.

“The Daily range has made strong inroads into the Australian van and light truck market over the past two years as prospective buyers have become more aware of the safety, comfort, fuel

efficiency and payload benefits the Daily can provide.

“IVECO is confident that the latest specification upgrades will further increase the Daily’s appeal to prospective customers across a wide range of applications.

“And when combined with the availability of three different option packs, there’s even greater value across the new Daily range, with customers able to select the most relevant specifications for the application.”

The Daily is a strong contender in the van market and that is reflected in its performance in the market, without it Iveco would be in deep trouble down under. The new model bolsters its credentials and makes it an even stronger contender – we can’t understand why it isn’t called the 2018 Daily given 2017 was just about done and dusted when it landed here. That aside the updated Daily is well worth a look.

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LCV

TOW TRUCK A TRIP DOWN THE HUME WITH A CAR TRAILER SAW OUR COACH & BUS EDITOR PETER BARNWELL HITCH HIS LOAD TO A HOLDEN COLORADO AND WHILE HE WAS NO FAN BEFORE THE TRIP, THE HARD TO PLEASE BARNWELL CAME AWAY WITH A NEW RESPECT FOR HOLDEN’S ONE TONNER.

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A

ussies love to tow, just look around next time you’re driving and you’ll see what I mean, and they will tow with pretty much anything – sometimes with less than perfect results.

If you want an excellent vehicle for towing, check out the Holden Colorado one tonne ute.

Recently upgraded with far more input from Aussie Holden Engineers, the Holden Colorado LTZ I took on a towing test ranks as one of the best tow vehicles I have driven, ever and we’ve done plenty of towing over decades of driving.

Holden made fairly radical changes to Colorado late last year to make it more civilised with better chassis and body mounts, a relocated engine balance

shaft, better noise suppression package, suspension upgrades and more responsive electric power steering.

The auto gains a diesel passenger car style torque converter that is smoother and quieter in operation as well as offering throttle blip on the down change.

There’s more safety equipment, better tyres and thicker front stabiliser bar to make Colorado more refined.

The dual cab LTZ 4×4 driven goes for a touch over $50 grand but has plenty of kit to justify the price including climate control, Holden’s MyLink infotainment system with embedded satnav, an 8-inch touch screen controller, cruise control, auto headlights and wipers and heated exterior mirrors. However it misses out on a ute tray liner though.

Some advanced driver assist technology is provided and it rolls on 18” alloys.

The Holden has a potent Duramax 2.8 litre turbo diesel engine with variable geometry turbo that’s good for 147kW/500Nm output and fuel economy of 8.7L/100km.

It’s rated at 3500kg towing capacity with trailer brakes and has an auto down change facility on downhills to slow the vehicle using engine braking.

Trailer sway control modulates the brakes to keep everything on the straight and narrow while manual adjust headlights (from inside the cabin) prevent dazzling oncoming traffic.

We hooked up a car trailer with a small car on it for a 2000km towing round trip on highways and B roads.

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Total weight of the trailer and car was about two tonnes and there was about 250kg of gear in the tray.

The Colorado is rated at 6000kg GCM which is Gross Combined Mass (vehicle, payload, trailer and trailer load combined) so our rig was close to 4500kg fully fuelled.

On the move, we could barely feel the trailer’s presence, just a slight tug over big bumps and a slight drop off in acceleration, though the Colorado has no problems in the performance department with 500Nm on tap, even with a load on board.The ride is outstanding and really feels like a passenger car.

It used 12.3 litres/100km over the towing distance which rates as one of the better vehicles tested under similar conditions.That corresponds to a range of about 600km at a time from the big Colorado.

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On the run up from Melbourne, on the Hume Freeway, the Colorado only changed back to fifth gear just three times on steep hills and it never fluctuated from the speed set on cruise control.

It’s smooth and quiet so co-drivers can easily have a kip between stints at the wheel, while the cabin is roomy and the load tray measures about 1.5 metres square.

Thankfully Hoilden has changed the front styling this time around making Colorado much easier on the eye than its predecessor.

We have a few favourites for this type of work and until this trip, the Colorado wasn’t one of them however it is now.

Short of spending twice the money on a V8 Toyota LandCruiser ( and twice the amount on fuel as well!) f or ultimate towing ability, the Colorado is now at top of our list for an affordable tow vehicle.

N U T S A N D B O LT S – 2 0 1 7 H O L D E N C O LO R A D O Engine:

2.8 litre four-cylinder diesel producing 147kW and 400Nm

Transmission:

Six-speed auto or six-speed manual

Safety:

Five stars

Warranty:

3yrs/100,000km (seven-years until end of 2018)

Origin:

Thailand

Price:

From $29,490 (two-door/cab-chassis)

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Company Car

EVEN MONEY HOLDEN IS ADDRESSING ANY PERCEIVED NEGATIVES BY LEAVING THE PAST BEHIND AND LAUNCHING A SWAG OF NEW MODELS INCLUDING THE NEW FIVE SEAT CHEVROLET SOURCED MEXICAN BUILT EQUINOX, SMALL/MEDIUM SUV. THE NAME EQUINOX REFERS OF COURSE TO THAT DAY WHICH HAPPENS TWICE A YEAR WHEN THE DAY AND NIGHT ARE OF EVEN LENGTH AND WE RECKON ITS AN EVEN MONEY BET FOR SUV BUYERS AS PETER BARNWELL REPORTS.

I

t (eventually) replaces the old Koreanmanufactured Captiva and gives Holden a strong contender against the likes of Mazda CX3 and Toyota RAV4.

Out of a GM plant in Mexico, Equinox is a handsome looking vehicle with the credentials to force its way onto your shopping list.

Prices for the base model, LS front wheel drive manual start at $27,990 moving through an extensive front wheel drive range up to the LTZ-V auto all-wheel drive at

060 www.truckandbus.net.au

$46,290. All wheel drive is a $4300 option on the penultimate LTZ model.

Minimal options are available and diesel 1.6 will be available early next year.

Power comes from a 1.5-litre turbo petrol on lower grades or a 2.0-litre turbo petrol, the former good for 127kW and 275Nm the latter 188kW and 353Nm. Both engines have close coupled turbochargers and direct fuel injection for efficiency. The 1.5 engine is good for a claimed 6.9-litres/100km fuel economy on regular unleaded.

Transmission choices are a six speed manual or optional six speed auto with the 1.5 and a nine speed auto on the 2.0-litre.

The diesel is a six speed auto and will be available in front and all wheel drive.

The all-wheel drive system is on-demand and strangely has a lock-in 2WD mode instead of a lock in 4WD mode.

Holden engineers had a hand in calibrating various Equinox functions including the ride and handling, steering and other systems.

Equinox ushers in a so-called `safety alert

www.truckandbus.net.au 061

seat’ that vibrates in the squab (base) on certain sides to alert the driver of various transgressions or safety issues.

This is the first time we have seen a nine speed auto in a Holden and unlike the Jeep nine speeder, top gear in Equinox is actually engaged regularly.

Wireless phone charging also makes an appearance in Equinox along with active aero shutters to control engine heat and aerodynamic efficiency.

A strong point is the vehicle’s towing capacity up to 2.0-tonnes in the 2.0litre model.

Most models have plenty of advanced driver assist technology starting with the LS+ (one from the base) that boasts the sophisticated Holden Eye camera system bringing autonomous emergency braking, lane keeping assist, following distance monitor, forward collision alert, blind spot monitor, cross traffic alert and auto head lights. The base model doesn’t get much driver assist tech’ at all.

GM cut weight from the vehicle through smart design while enhancing strength and safety.

The 2.0-litre turbo engine is the same as in the forthcoming ZD Commodore.

I had the opportunity to drive both 1.5 and 2.0-litre turbo petrol models in various specification and for all intents and purposes, the LS+ 1.5 is all you need. It gets the safety kit you want and has plenty of go running on regular unleaded.

The six speed auto transmission works a treat and really, I can’t see the point in

062 www.truckandbus.net.au

having a nine speed auto – in anything.

Having said that, the top of the range all-wheel drive V model is a sporty vehicle by any measure. The front strut and rear multi-link suspension delivers a responsive yet comfortable ride on all manner of road surfaces. It’s engaging too if you want to push your Equinox a little harder.

It has a large turning circle though.

The line between sporty hatch and sporty SUV is blurring and Equinox is a good example.

With its robust power and torque, the 2.0-litre gets out of the blocks quickly and goes on with it right up into the upper engine revs.

Same applies to the 1.5 which gives willing performance and cruises unobtrusively. It might be a different story with five adults and their luggage on board.

Equinox hasn’t been crash tested here yet but has been engineered for a five star rating.

I enjoyed driving all six variants at the launch event and rate the vehicle at least as good as the Mazda CX-5. It looks the goods too particularly the frontal styling and the interior has a stylish design with splashes of metal look fascia and a wellintegrated large central control screen.

The only issue I have is satnav which must be steamed through your phone.

As a ground up new vehicle, now in generation three in the US, expectations are high for Equinox and prospective buyers/driver’s won’t be disappointed.

80/100.

SPEC S Engines:

1.5 or 2.0-litre turbo petrol four cylinder 127kW/275Nm, 188kW/353Nm Transmissions: 6mt, 6 at, 9at FWD, AWD Fuel economy: 6.9 litres/100km 1/5 LT m Weight: 1526-1732kg Towing: up to 2.0 tonnes model dependent Safety: Not rated, five star engineered

COMING SOON!

AN ALL NEW MAGAZINE AIMED SQUARELY AT BUILDING AND MAINTAINING GRAVEL ROADS IN THIS COUNTRY

WELCOME TO GRAVEL ROADS AUSTRALIA AN ALL-NEW niche publication will be hitting your desk in early 2018 when Gravel Roads Australia arrives on the scene.

Gravel roads make up almost 66 per cent of the nation’s road network with close to 600,000 kms of unsealed thoroughfares across this wide brown land. Many have low traffic volumes while others are vital arteries providing access to some of our most valuable resource assets.

Building and maintaining our unsealed road network is a major industry in itself with Local Govt, Civil Contractors, Mining Companies, Forestry, Farmers and a

myriad of others all involved in ensuring these vital routes are available to industry and travellers alike.

Now, for the first time, this sector will have its own journal featuring interesting stories about road construction practices, new equipment, case studies, planned projects and new techniques - in fact anything that involves the building and maintaining of gravel roads.

Gravel Roads Australia will be a high quality 64-page publication, produced four times a year by Grayhaze Publishing, publisher of Transport & Trucking Australia and Coach and Bus magazine

as well as the highly successful transport website, www.truckandbus.net.au Gravel Roads Australia will feature great writers with features and news produced by some of the best journalists in Australia with high quality photography and design.

The first edition will be published in March 2018 and then in June, September and December each year. The magazine will be direct mailed to more than 3000 Local Govt Works Officers, Civil Contractors, Transport Operators, Machinery Dealers and Manufacturers as well as Mining Companies.

For advertising please contact: Grayhaze Publishing 02 9938 6408 admin@truckandbus.net.au – ads@truckandbus.net.au

MONEY MATTERS PAUL CLITHROE CHRISTMAS SPENDING AND DIGGING FOR A WINDFALL

C

hristmas is a fun time of year but many of us could be left paying festive season bills long after the tinsel is packed away. The thing is, you don’t have to be a Grinch to enjoy an affordable festive season. It just takes a bit of organisation.

I’ve come across research showing one in three Australians spend more than they can afford during the holiday season, and that’s a real worry for families, who can be left cash-strapped in the New Year.

Perhaps this explains why 31 per cent of us plan to cut corners on presents this year, with one in six people scrapping gift giving altogether according to research

by Finder.

Drawing up a holiday season budget is a great way to know what you could be up for in silly season costs, and pinpoint areas where you should go easy on spending.

At a time of year when our wallets get lighter as gift lists get longer, it pays to avoid unnecessary costs.

website, especially if you haven’t used the provider before.

Always look for security features, like website addresses beginning with ‘https’, that show your payment details should be safe. And if you come across an advertised price that seems too good to be true, chances are it probably is.

Online reviews of different suppliers are a great way to gauge the sort of quality you’re buying before parting with your money – as well as highlighting potential problems if you need to return or exchange purchases.

When it comes to cyber shopping, don’t forget to make allowances for delivery fees – they can quickly add up. Buying the bulk of purchases from a single store is one way to reduce shipping costs.

And with that spending in mind we all dream of an unexpected windfall, and there may be no better way to kick start 2018 than with some extra cash to your name.

With a bit of digging around, it can be possible to find some forgotten funds

trustee or state trustee for your state or territory. You could have an inheritance waiting for you from a long lost family member. Some of the amounts waiting to be claimed are nothing short of impressive. In NSW for instance, a number of unclaimed inheritances are worth well over $10,000.

The real cash prize lies in unclaimed super savings. The latest Tax Office figures show there is $18 billion – yes billion – in unclaimed superannuation, spread over 6.3 million different super accounts. Some of it could be yours.

Reuniting with your lost super is easy.

You just need to set up a MyGov account and link it to the Tax Office to run an online search.

Okay, if you’re still drawing a blank on lost money, details of forgotten bank accounts, shares, investments and life insurance policies are held with our money watchdog ASIC. And it’s not nickel and dime stuff either.

Around $1.1 billion is available to

“You don’t have to be a Grinch to enjoy an affordable festive season” If you’re buying big ticket items like appliances and electricals, be prepared for the retailer to try and sell you an extended warranty. The cost will vary depending on the product but consumer groups say extended warranties can be an unnecessary extra.

Under Australian consumer law, you already have extensive rights to a refund, repair or replacement. So don’t be pressured into purchasing extended warranties you don’t need. Do hold onto your sales docket though for proof of purchase if something goes wrong with the item.

If you’re heading online for your Christmas shopping, take a bit of extra care. Australians spend an average of $58 each week online, and chances are, this figure will skyrocket over weeks ahead.

The internet is extremely handy when it comes to comparing prices and tracking down bargains. But in the pre-Christmas rush it’s easy to lose money to a dodgy

you’re entitled to.

To begin with, many state government treasuries are filled with a trove of refunds and overpayments, unpresented cheques and even unclaimed proceeds of sale.

In New South Wales alone, the 2016/17 financial year saw more than 6,000 people reunited with a total of $15.4 million in unclaimed money. And there’s plenty more waiting to be claimed across Australia.

Take a look at the website of your state or territory government – most maintain an online database of forgotten cash. If some of the money is yours, it could mean celebrating the New Year with the sort of windfall we all dream about.

Just this week, a colleague of mine did a search of the NSW Office of State Revenue database and found an unpresented cheque for $173 belonging to her grandfather. That’ll bring some cheer to his Christmas!

Next, head to the website of the public

be claimed, and you can check to see if any of it belongs to you by visiting ASIC’s MoneySmart website. Click on ‘Unclaimed Money’ in the ‘Calculators and resources’ section, and type in your name. You’ll get a result on the spot.

Unclaimed money deposited with ASIC earns interest, so you could have a decent nest egg that you’re not even aware of.

The money can always be claimed – there’s no time limit for the rightful owner to recoup the cash.

But why let a cent of spare money sit idle? Especially at this cash-strapped time of year.

Okay, that’s enough of me being Scrooge, have a very merry Christmas!

Paul Clitheroe is a founding director of financial planning firm, Chairman of the Australian Government Financial Literacy Board and chief commentator for Money Magazine. Visit www.paulsmoney.com.au for more information.

ALL IT TAKES At Kumho, we deliver a smoother, safer ride for you and your cargo – on tyres designed to perform in all Australian conditions. Whether it’s a light load or heavy highway haulage, our commitment to quality will deliver you great value and a safer tomorrow.

And like a circle, it never ends. We’ll continue to look for new ways to make your experience better. It’s just what we do.

KUMHO TYRE. BETTER, ALL-WAYS.

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New

Renault TRAFIC 85 More power to perform

The New Renault Trafic 85 has more power and more torque making it a powerful set of wheels for your business. Right now the New Renault Trafic 85 comes with a 3 year / 200,000km warranty with roadside assist and 3 capped-price services at $349 each. For a mid-sized van that’s easy, safe and fun to drive, the New Renault Trafic 85 is a better option for your business.

For more information visit renault.com.au †Three (3) year/200,000km warranty offer and 3 year Roadside Assistance both apply. Warranty and Roadside Assistance valid for 3 years or 200,000km (whichever comes first) for new and demonstrator TRAFIC models. Roadside Assistance terms and conditions apply. Call our Customer Service Team on 1800 009 008 or view the Terms and Conditions statement at www.renault.com.au/drivingpeaceofmind for details. First 3 scheduled maintenance services capped at $349 per service on new and demonstrator TRAFIC models based on standard scheduled servicing from new and on normal operating conditions. Scheduled maintenance services required every twelve (12) months or 30,000km (whichever occurs first). If vehicle is not presented within three (3) months of when the scheduled service is required, right to that capped-price service under the program is forfeited. ‘Overseas model shown.