Transport & Trucking Australia issue 118

www.truckandbus.net.au Issue 118 2018

$8.95 incl. GST

100 NOT OUT SRV’S 100TH CUMMINS POWERED KENWORTH

AVOIDING THE PITFALLS OF BUYING USED PILBARA HEAVY HAULAGE GIRLS A YEAR ON VOLVO’S PARTS RECYLING OPERATION – MAHINDRA PICK UP AND LDV T60 – RENAULT MEGANE WAGON COMPANY CAR

ALL NEW HINO 500 SERIES WIDE CAB. IT’S A GAME CHANGER.

XAVIER_HINO35219_0317

THAT’S ANOTHER HINO

The Challenge: to redefine what to expect from a hard working truck.

The Solution: the astonishing all new Hino 500 Series Wide Cab. With unrivalled build quality encompassing next level chassis, suspension and axles, a range of engine and transmission options, and a cabin with unsurpassed driver comfort. The all new Hino 500 Series Wide Cab boasts the most comprehensive active safety package of any Japanese

hino.com.au

truck in the medium duty truck category – in an Australian-first for this class, Vehicle Stability Control is now fitted as standard across the new wide cab range. Plus at Hino, we’re driven to do more for you with Hino Advantage, our innovative new range of support solutions. So make sure you check out the all new Hino 500 Series Wide Cab today.

It’s a game changer! To find out more visit hino.com.au

CONTENTS CONTACT DETAILS

FEATURES

PO Box 7046 Warringah Mall NSW 2100

14 TRAIN DRIVERS

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

Just over 12 months ago we took the chance to head to Karratha to visit Pilbara Heavy Haulage Girls to see exactly what this little organisation was doing. A year on we are here to report that Pilbara Heavy Haulage Girls is steadily building its credentials, training capable drivers of the future, as Jon Thomson discovered when he visited recently.

22 GET USED TO IT

Many single operators and some fleets buy used heavy trucks, but there are some tricks of the trade you need to be aware of, Allan Whiting reckons.

28 100 NOT OUT

It is fair to say that Errol Cosgrove has put his faith in the combination of Kenworth and Cummins, if he hadn’t had that faith he probably wouldn’t have purchased 100 Cummins powered Kenworths over the past 17 or so years. We take a look at the SRV fleet to see why they are rusted on fans of the combination.

34 WASTE NOT, WANT NOT

Volvo Group Australia did something a bit different 20 odd years ago by establishing a used parts business under its own control. It was an investment that has certainly paid off as Jon Thomson discovered when he visited VMR Parts recently.

40 DIG’IN IT

For Valley Earthworks owner and co-director, Mark Mitchell, making decisions about purchasing vehicles can be distilled down to dollars and cents. What’s going to make the most money for the business?

We take a look at this growing Northern NSW company.

Art Director Fiona Meadows kududesign.com.au

46 COMPLIANCE WITHOUT COMPLAINTS

Advertising Sales Zara Kilfeather Mob: 0404 883 249 zara@motozedmedia.com.au

50 ME OLD CHINA PLATE

Editorial Contributors Barry Flanagan, Mark Bean, Glenn Torrens, Peter Barnwell

56 GET IT INDIA

Transport industry training professional, Glen Lewis, has developed a software program that keeps track of driver and staff training and competence levels. Allan Whiting checked out the system.

Anyone who watched the dramatic Hobart Yacht Race start and finish scenes is familiar with the LDV ute logo on Comanche’s mainsail. This new Chinese ute is well priced, but will need some tweaks to emulate Comanche’s success, Allan Whiting reckons.

The Mahindra Pik-Up might look a little strange to some but it works well and is very economical.

Now it has more grunt it impressed the editor.

60 COMPANY CAR: HOT LITTLE WAGONS

The world, it seems, has become obsessed with SUVs. However the Euro makers have not entirely given up on traditional station wagons and publisher Jon Thomson had the chance to sample a couple of Renault’s superb Megane wagons recently.

Transport & Trucking Australia is published under licence by Transport Publishing Australia. and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

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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

HINO 500 SERIES WIDE CAB. WITH A GAME CHANGING ACTIVE SAFETY PACKAGE. THAT’S ANOTHER HINO

XAVIER_HINO35820_0118

VEHICLE STABILITY CONTROL - STANDARD

The Hino 500 Series Wide Cab redefines what to expect from comprehensive vehicle safety in the medium duty truck category. In an Australian-first for this class, Vehicle Stability Control is now fitted as standard across the range. Another class-leading active feature is the standard inclusion of a reverse camera. The Hino safety package also includes ABS, traction control, driver SRS airbag, ADR84/00 Front Underrun Protection System (FUPS), Easy Start, Cruise Control and Fog Lamps. All that’s on top of the 500 Series’ unrivalled build quality, safety features, driver comfort, and innovative range of Hino Advantage business support solutions.

The Hino 500 Series Wide Cab. It’s a game changer! Visit hino.com.au

ALLAN WHITING THE COST OF ROAD SAFETY

A

fter every major truck crash there’s a nation-wide outcry and well-meaning people come forward with suggested cures for this appalling waste of human life.

I’ve been involved in the road transport business for the past 50+ years and, despite millions being spent on various programs and legislative intervention I have to report, sadly, that nothing has changed.

After every major truck-crash, road transport industry professionals, academics, health professionals, engineers and politicians make speeches, have meetings and implement ‘solutions’, but the carnage continues.

Here’s what I wrote 22 years ago and you tell me if it’s not as apt now as it was back then: ‘When computers were in their infancy, their proponents told us that they’d soon be doing all the boring jobs, freeing people to enjoy more leisure. But what actually happened?

‘Sure, computers took over all the routine stuff, even running machine tools with unheard of accuracy, but how much extra leisure was created? Bugger all.

‘It’s much the same story with new trucks and roads.

‘New city trucks have improved out of sight, with horsepower that used to be considered looxury for an interstate rig and interiors that are more like a passenger car’s.

‘A run down Sesame Street in a new B-Double is an easier, quieter, safer proposition than sweating a four-axle semi combination with 150hp and a spread-bogie trailer down the Old Hume Highway.

‘Bigger, new combinations do the job in around half the old trip times, using the same amount of fuel, but does today’s driver have an easier life than his predecessors?

‘We doubt it: hours are at least as long and the financial pressures are much, much higher.

‘Everyone we know in the road transport 004 www.truckandbus.net.au

business is flat out, working at least 5-6 days per week and many never get a full day off.’ (The mobile phone has made things worse in 2018.)

‘We used to hear the theory that modern tools, be they computers, trucks or roads, would ease our workloads so much that we’d be job-sharing: working 3-4 days per week and enjoying more family time.

‘Why hasn’t that happened?

‘I think that the reason is deep-seated, in our human nature: having no predators, humans compete with each other.

‘War used to be the pinnacle of competition, but in this financial cost control age it’s too expensive, except for ideologues, who never count the cost of anything they do and, of course, for countries in the arms business.

‘For the most part, however, today’s battle ground is the field of international commerce and the Great Warriors are in business suits, presiding from their glassfronted towers.

‘While ever people compete as seriously in business as they used to do on the battlefield and, as more and more employment-hungry people add to the pressure, there’s not going to be more leisure time: probably less.’

On a less gloomy note, there are some product changes that we’ve highlighted in this issue and safer trucks and light commercials are positive steps.

The editor has compiled a helpful story for those buying in the used heavy truck

market and also spent some time in the latest ute efforts from China and India.

Also in the first T&TA for 2018 we have a feat of great reading. Publisher Thommo ventures back to the Pilbara to revisit the Pilbara Heavy Haulage Girls and the mighty driver training program Heather Jones is running delivering experienced and well trained pilots into an environment when truck safety is in sharp focus.

On a totally different bent and in a time when as a society we are prone to lots of waste we take a look at buying used trucks and in another story we visit VMR Truck Parts, Volvo Groups own used and recycled parts operation in Brisbane.

Compliance is something on everyone’s lips, thanks partly to the horrid truck safety record do late and so in that vein we take a look at industry veteran, Glen Lewis’ new software package to track driver and staff training and competence levels, it’s a pretty good thing too!

We have a couple of strong operator stories in the form of SRV Roadfreight and its Kenworth fleet along with Isuzu fleet Valley Earthworks from Northern NSW. And in the light commercial realm we test the latest offerings from India and China with the updated Mahindra Pik Up and the new LDV T60 ute, cheap cheerful and both quite capable.

Hope you enjoy the issue as much as we did putting it together , see you next time and drive carefully!

YEAR

warranty

5

12 months free insurance on 2017 plated trucks.

Fuso. all day.

Take advantage of Fuso’s end of year clearance deals and start your business off strong in 2018. Plus, roll into the new year with 12 months free insurance at no extra cost*.

For value that doesn’t stop, contact your local Fuso dealer or visit fuso.com.au

fuso.com.au *This offer is available from par�cipa�ng Fuso dealers on orders for 2017 plated trucks and Rosa buses placed between 1 January and 31 March 2018, unless extended and while stocks last. Excludes na�onal fleets, government and rental buyers. Excludes vehicles modified or fi�ed with concrete agitators, concrete pumps or fi�ed as tow trucks used in accident or breakdown situa�ons. Insurance arranged by Fuso Financial, a registered business name of Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 AFSL 247271 (MBFS) as an agent of the underwriter QBE Insurance (Australia) Limited ABN 78 003 191 035 AFSL 239545. Insurance cover cannot be exchanged for cash or a discount off the purchase price of the vehicle. Terms and condi�ons apply. Please consider the Product Disclosure Statement and Policy Wording booklet available from par�cipa�ng Fuso dealers or www.fuso.com.au. Warranty terms and condi�ons apply. See an authorised Fuso dealer or our warranty policy at www.fuso.com.au/service for full details.

ALL THE LATEST NEWS AN

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PACCAR LOGS RECORD PR OFIT /

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JANUARY TRUCK SALES ON THE BOIL / VOLVO GOING EL ECTRIC / BENZ DEBUTS NE W SPRINTER

PACCAR LOGS RECORD GLOBAL PROFITS PACCAR, the maker of Kenworth, Peterbilt and DAF trucks globally has reported record revenue and the second-highest annual profit in company history for the year ended 31 December 2017.

The results come in the back of improved North American market share along with a strong European truck market and solid numbers from Paccar’s parts business and other global units including here in Australia, PACCAR CEO, Ron Armstrong revealed the result in a call with investors in early February addressing fourth quarter and year of end earnings.

The sheer growth of Paccar trucks on the roads as well as investments in technology and distribution bolstered its annual profits, said Armstrong.

PACCAR earned the equivalent of $AUD728.5 million in the fourth quarter of 2017, after taking into account recent US corporate tax changes amounting to more than$AUD 214 million. This means the company more than doubled

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the profit result for the same period in 2016 when it logged a profit of $AUD356.98 million.

PACCAR’s profit result for the full year in 2017 produced an astounding earning of $AUD 1.8 billion almost quadruple its result for 2016 and was PACCAR’s 79th consecutive annual profit.

A large fine imposed by the EU for price fixing in Europe depressed the company’s previous year results while revenues for 2017 were up 14 per cent with a record $24.06 billion, While the earnings beat analysts’ expectations, some expressed concern about lower-than-expected gross margins in the quarter.

In a research note, Goldman Sachs analyst Jerry Revich said the result raised “questions on production ramp-up costs and pricing.” When asked about it on the call, Armstrong referenced higher material costs and fewer production days during the holiday season.

Last year, Peterbilt and Kenworth grabbed two per cent more market

share in the U.S., giving it to a record 30.7 per cent share of heavy truck sales in the States.

Although market share in 2017 was up, Michael Baudendistel, an industry analyst with Stifle Financial, said it could come down. “We suspect some of that market share gain was related to strength from vocational customers.”

This year, a majority of trucks sales will come from the return of large fleets to the marketplace, Baudendistel said.

The company has benefitted from a strong economic climate boosting freight demand, said PACCAR executive vice president, Gary Moore.

Moore expects the growth to continue in 2018, and projects North America will sell between 235,000 and 265,000 trucks.

Paccar’s aftermarket parts segment performed well in the quarter, with $AUD194.35 million in profit, up 14 per cent. The parts business comprised just fewer than 20 per cent of Paccar’s portfolio. In 2017,

it added new distribution facilities in Australia and Panama, and plans to open another in Toronto, Canada this year.

Technology also is top of mind for the 113-year-old company. The company is investing in technology with an eye toward the federal government’s next phase of greenhouse gas emissions regulations that will kick in for model year 2021, said Armstrong.

Last year Paccar spent $AUD 327.27 million on research and development of new truck models, hydrogen fuel cell technology, aerodynamic truck designs, connectivity and advanced safety systems.

While it is investing in zero emissions technology, Paccar will only compete in the electric truck space when “those vehicles become economical to our customers,” he said.

Paccar opened a centre in Sunnyvale, California to focus on emerging technologies in July. It plans to grow its research and development investment to between $AUD 346.10 and $AUD 383.18 million in 2018.

HOT TRUCK SALES RESULT IN JANUARY WITH MARKET ON THE BOIL

THE SURGE IN TRUCKS SALES has rolled on through the first month of 2018 continuing the strong 2017 results into January with a total of 2227 trucks sold during the month, coming to within 20 units of the all time record January result set ten years ago.

The Truck Industry Council figures show this year’s first month sales result is more than 200 trucks clear of the January result last year.

The sales successes have been spread across the market with some strong results from Hino, Iveco, MAN and perpetual heavy-duty market leader Kenworth.

Hino has made big inroads into overall market leader and long time rival Isuzu. Compared with January last year Hino was up 103 trucks recording 314 total sales last month, a result that gave it 14.1 per cent market share. This time last year it had 11 per cent while Isuzu had 24.4 per cent of the overall truck market.

Isuzu actually sold nine more trucks this January than it did in the same month last year but with Hino’s surge it meant that it dropped a full three per cent in overall market share.

Hino main gains were in medium duty where it sold 118 units, up 21 on its January 2017 segment result and in light duty where it moved 64 more trucks. It also moved 18 more heavy

duty Hinos for the month.

Hino Australia’s general manager of brand and franchise development, Bill Gillespie, told Transport & Trucking it was a great result and comes on the back of a big order bank for the brand.

“The market is very buoyant and in fact for January we took 100 more orders than we normally do, while our dealers tell us there was no break over Christmas and that business was strong right the way through,” Gillespie said.

“We are now holding the biggest order bank we’ve ever had and we are looking at very strong results this month and also in March and I can’t see it stopping for the rest of the year,” he added.

Isuzu didn’t have a bad month, it still led the market overall and moved 477 trucks for the month, nine more than January 2017 but other makers made bigger gains in a rising market.

Other brands rose including Iveco which sold 119 units up from 68 in January 2017, with gains in heavy duty and light duty but a drop of 2 units in its medium duty performance.

MAN had another strong month, we believe again on the back of the continuing deliveries to the Australian Defence Force, rather than to retail

customers. Market insiders believe the ADF order accounted for about 90 units. The German brand distributed

by Penske recorded 119 deliveries, up from just 41 in January last year, while its Penske stable mate Dennis Eagle continues its rising sales fortunes with 19 deliveries last month after selling just four in the same month last year and follows a 12 truck tally in December 2017.

Hyundai’s bold claims that it would hold a substantial market share by the end of this year, took another hit with the returning brand scoring just six sales in January signalling it will have to make lots of ground if it is to achieve its lofty sales targets this year.

Even returning heavy-duty brand International scored 10 sales for the month.

Kenworth’ had a tremendous performance to rule the heavy duty market yet again while also scoring some big sales gains over the same time last year. In January last year Kenworth moved 61 trucks but last month it recorded sales of 163 units not only giving it heavy duty supremacy but taking it to fourth in the overall market.

In a surging heavy duty market which rose from 4719 units in January last year to a whopping 756 units last month, Kenworth, Isuzu and

Mercedes Benz all made big gains.

The big K ‘s 102-unit improvement trumped everyone, while Benz continues to reap the benefits of its new Actros range up 54 units on its 2017 January tally of just 24 heavyduty trucks. Isuzu increased heavyduty sales by 39 units and Hino rose 18 units in results that signal the buoyancy of the economy and the construction industry in particular.

Medium duty sales of 437 units was also up on last January’s result, which saw 360 trucks sold in the segment and while shy of the medium duty record for January, set in 2008 it was still impressive. However difficult to compare with a result set a decade ago, particularly with changing trends in road transport.

In vans Mercedes ruled a market that was down 89 units on the same month last year. Benz moved 166 vans to take 42.7 per cent of the van market, almost double the share of nearest rival Renault with 21.6 per cent. This time last Renault was cock a hoop having sold 257 vans.

This year however its January result was just 85 vans, disappointing but enough to make it second in the van market to Benz.

All in all the market was strong and signals a strong commercial vehicle sector in the year ahead.

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ALL THE LATEST NEWS AND

PACCAR LOGS RECORD PROFIT /

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GLOBE

/ BENZ DEBUTS NEW SPRINT ER

VOLVO PLUGS INTO ELECTRIC FROM 2019

LIKE SO MANY major automotive groups Volvo has announced that it is getting serious about electric trucks.

The Swedish truck manufacturing group has announced that from 2019 it will be selling electric trucks.

The company announced in February that it will start selling electric trucks in Europe in 2019 and the first units will be put into operation with select customers in 2018.

“Electromobility is fully in line with Volvo Trucks’ long-term commitment to sustainable urban development and zero emissions,” said Göran Nyberg, president of Volvo Trucks North America.

008 www.truckandbus.net.au

“By using electrically powered and quieter trucks for goods transport in urban areas, we meet several challenges simultaneously.

“Without disturbing noise and exhaust gases, it will be possible to operate in more sensitive city centres,” He added.

“Transport may also take place throughout less busy periods, for example in late evening and at night.

This will reduce the burden on the roads during daytime rush-hour traffic, allowing both the road network and vehicles to be utilized far more effectively than today,” Nyberg said.

“Urban distribution and other pick-up

and delivery applications are a starting point for battery-powered electric trucks, but we envision broader deployment of electric trucks for freight movement in North America as technologies and the market mature,” added Nyberg.

Volvo Trucks said it believes in order to improve the quality of life in urban environments, more sustainable transport solutions need to be adopted.

“Volvo’s technology and deep understanding of electromobility are based on proven commercial solutions already used in Volvo’s electric buses, and solutions introduced in Volvo’s hybrid

trucks as far back as 2010,” said Keith Brandis Volvo Trucks North America vice-president for product planning.

“Electric vehicles will be part of our future, but the vehicles themselves are only one part of what is needed for large-scale electrification to succeed.

Enabling long-term sustainable transport is a complex issue that requires a holistic and wide range of measures. We are working closely with customers, cities, suppliers of batteries and charging infrastructure, and other key stakeholders to create the necessary framework for batterypowered electric trucks.”

YOU

SCANIA

have fuel, power, reliability.

KEN ZAMBONETTI FLEET OPERATOR – ZAMBONETTI TRANSPORT

“With the V8’s we can run at a good steady pace and collect good fuel results at the end of the day.”

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

QUEENSLAND Scania Richlands Tel: (07) 3712 8500 Scania Pinkenba Tel: (07) 3712 7900 Wideland, Toowoomba Tel: (07) 4633 1150 RSC Diesels, Cairns Tel: (07) 4054 5440

WESTERN AUSTRALIA Scania Kewdale Tel: (08) 9360 8500

ALL THE LATEST NEWS AND

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/ BENZ DEBUTS NEW SPRINT ER

VOLVO APPOINTS FUEL EFFICIENCY MANAGER Volvo Trucks Australia has announced it has appointed former truck journalist Matt Wood as its Fuel Efficiency manager, a newly created role.

Volvo Trucks Australia vice president, Mitch Peden says Matt Wood will play a leading role in the introduction of future innovation aimed at driving

enhanced fuel efficiency from the Swedish maker in Australia.

“The service Matt will offer will further build the return on investment potential for Volvo Truck users through business consultation and driver education,” Mitch Peden said.

“We are very pleased to have someone

NIKOLA

ANNOUNCES SITE FOR HYDROGEN ELECTRIC TRUCK FACTORY 010 www.truckandbus.net.au

with Matt’s industry expertise, as both an experienced truck driver and well respected heavy vehicle journalist, joining our team,” Peden continues.

Wood has more than 25 years involvement in Australian road transport both as a journalist and as a driver in local, long haul and heavy

haulage, as well as working in operational roles.

Volvo says this experience has given Matt insights across a wide variety of businesses, transport applications and fuel efficiency strategies to extend the value proposition with Volvo Truck’s customers and business partners.

NIKOLA MOTOR COMPANY has announced it will build its hydrogen-electric prime movers in a manufacturing facility I’m the town of Buckeye, Arizona.

It has chosen a new 202-hectare, 100,000sq.-metre facility on the western side of Phoenix, where it says it will add more than 2,000 jobs.

“After 12 months, nine states and 30 site locations, Arizona, Governor Ducey, Sandra Watson and Chris Camacho were the clear front runners. Arizona has the workforce to support our growth and a governor that was an entrepreneur himself. They understood what 2,000 jobs would mean to their cities and state,” said Trevor Milton, CEO and founder, Nikola Motor Company.

“We will begin transferring our R&D and headquarters to Arizona immediately and hope to have the transition completed by October 2018. We have already begun planning the construction for our new zero-emission manufacturing facility in Buckeye, which we expect to have underway by the end of 2019.”

Nikola says it has more than 8,000 prime movers on pre-order.

HINO BAGS YET ANOTHER DAKAR CLASS WIN THE HINO TEAM has won a record ninth consecutive class win on the gruelling 2018 Dakar Rally in South America.

The 40th Dakar Rally finished on January 20 after 15 days that saw competitors race through Peru, Bolivia and Argentina.

Hino Motors teamed up with Team Sugawara to enter two Hino 500 Series trucks in the competition.

After 15 days and 14 stages of competition, Hino Team Suguwara’s Car 2 delivered an impressive performance to win the highly competitive under 10-litre class and finish sixth overall.

In the early stages of the rally, Team Sugawara was left with only

one Hino 500 Series truck due to an “ill-fated problem” that forced Car 1 crewed by Yoshimasa Sugawara and Katsumi Hamura to withdraw from what was Sugawara’s 35th straight start in the race.

However, the crew on Car 2 – Teruhito Sugawara and Mitsugu Takahashi – pushed themselves and their truck to the limit, achieving the team’s ninth straight win in the Under 10-litre Class.

“I am very happy that the team was able to fulfil their goal of winning their ninth straight win in the Under 10-litre Class,” Hino Motors chairman Yasuhiko Ichihashi said at the finish line where he greeted the competitors.

“While Car 1 had to withdraw from the race, I’m glad that Car 2 was able to deliver the results that we had hoped for.”

Driver of Car 2 Teruhito Sugawara enjoyed the challenges of the difficult course that traversed many areas he hadn’t previously raced in, the company states.

“This was the 20th Dakar Rally for me personally, and I’m glad that we were able to achieve the results that we aimed for,” Sugawara said.

“I think we were able to make the best of our current potential so it was very satisfying in that respect too.”

Considered the ‘’ironman of Dakar”,

Teruhito’s father Yoshimasa was disappointed not to finish what would have been his 27th consecutive Dakar Rally.

“Although this event turned out to be a huge failure for me, I am going to leave all of that behind and get to work to enter the rally again next year,” Sugawara Sr. said.

“I think Teruhito did really well this year considering the very difficult courses that we were all up against this year.”

Both Hino 500 Series trucks used in the event use an enhanced version of the Hino A09C 6 cylinder engine, which is available as an option in the 500 Series.

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ALL THE LATEST NEWS AND

PACCAR LOGS RECORD PROFIT /

VIEWS FROM ACROSS THE

JANUARY TRUCK SALES ON THE BOIL / VOLVO GOING ELE CTRIC

GLOBE

/ BENZ DEBUTS NEW SPRINT ER

INTERNATIONAL SIGNS ON FOR SUPERCAR DUTY FUSO UPS PAYLOAD FOR CITY FRIENDLY TIPPER INTERNATIONAL TRUCKS has announced it has joined forces with one of the leading Supercar teams in the form of Tickford Racing, the team formerly called Prodrive Racing and will be the team’s official transport provider from this year on.

As part of the three-year sponsorship Tickford Racing has taken delivery of two International ProStar prime movers, which will transport the Campbellfield-based team to Supercars rounds across Australia.

“We’re excited to partner with International and bring them aboard the team,” said Tickford managing director Rod Nash.

“There is a freshness about them that’s very appealing, and they have been very keen to work with us. We are very much looking forward to having their ProStar vehicles leading us from raceto-race this season and beyond.

“What Iveco is doing with International is similar to what we have been doing with Tickford and now Tickford Racing, in bringing a beloved brand back into the

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Australian market,” Nash continued.

“That common mentality should make it a very positive partnership for both parties.”

Representatives of Iveco Australia, the parent company of International, are equally as enthusiastic to bring International Trucks to Supercars events, which commences with the Adelaide 500 that runs March 1-4.

“Iveco Australia is thrilled to be partnering with Tickford Racing in the Supercar arena over the next three years as the team’s official race car transporter,” said Iveco Australia Managing Director, Michael Jonson.

“As the distributor of the International Truck brand in Australia, we see many benefits in aligning ourselves with a high profile and professional racing outfit such as Tickford.

“Supercars is the dominant form of motorsport in Australia and the two International ProStar trucks will be highly visible around the racetracks of Australia. We look forward to an exciting relationship with Tickford Racing.”

FUSO HAS ANNOUNCED that it’s urban tipper has had a half tonne payload boost meaning the narrow Fuso 515 City Cab factory tipper is now the load carrying leader in its class and Fuso says it is It is the only narrow cab tipper rated with a 6-tonne (GVM).

Fuso says the 515 City Cab has been designed from the get-go as a tipper and is the only Japanese tipper model with an integrated strengthened chassis to support the tipper tray and mechanism, rather than a separate sub-frame.

The benefit here is a lower tare weight, as well as a lower centre of gravity while its narrow cab means it is able to operate in tight spaces and slim alleyways with ease.

The City Cab factory tipper offers Fuso’s five-year manufacturer warranty like the rest of the Fuso range.

“The 515 City Cab tipper has been a great compact truck for operators who sometimes need to operate in tight environments,” says Fuso Truck and Bus Director, Justin Whitford.

“With an additional 500kg of payload, it is now an even more appealing proposition, especially when you consider Fuso’s low running costs, our free first service offer and our five-year warranty.”

Fuso also offers the 715 Wide Cab Tipper with both the narrow cab and wide cab models featuring factory tipper trays that are fitted in Japan and are equipped with tipper-specific front beam suspension and front disc brakes with twin calipers while they are also standard with a limited slip differential (LSD) for better traction on slippery and uneven surfaces.

You can choose from a five-speed manual or a Duonic dual-clutch auto transmission.

VANTASTIC

BENZ DEBUTS NEW SPRINTER MERCEDES-BENZ has revealed its new third generation Sprinter van at a global launch in Duisburg, Germany boasting new drivetrain options an all new look and n higher levels of safety and ergonomics.

The much anticipated Sprinter according to the Benz pr4ess release material can be configured up to 1734 different ways using the basic parameters such as body type, powertrain, cab configuration, body length, tonnage and cargo space height.

Given Daimler and the rest of the automotive industry’s embrace of electric drivelines Daimler says an eSprinter will be available from 2019 following the company’s launch of its smaller eVito in November last year.

Benz says it is already fielding strong demand for electric vans citing its pilot project with Hermes in Europe where it will be adding 1500 electric vans to its fleet in Germany in the next two years.

Benz says the new design, safety features, cost-effectiveness, customer and industry-oriented details and its connectivity package which it believes takes infotainment systems and telematics applications into a new era are all factors that will make the new gen Sprinter a hit globally.

“In the logistics and transport world of the future, adaptability to specific needs and the changing expectations of customers will be a defining success

factor,” said global CEO of MercedesBenz Vans Volker Mornhinweg, “Just building a good vehicle is no longer enough and the new Sprinter must be more than the sum of its parts,” he added.

“New Sprinter is a comprehensive system meeting an enormous range of commercial transport requirements which means the new Sprinter sets new standards.”

Locally Mercedes-Benz Vans Australia and New Zealand CEO Diane Tarr, said the vast configurable range of Sprinter variants, has provided specific solutions from courier services to last delivery mile, major motorhome manufacturers, service providers, eGrocery delivery, construction, manufacturing, rental, passenger transportation and Ambulance services.

“Since its introduction in 1998 we have lead the market with the first two generations of the Sprinter and now we are adding even more, opening the Sprinter to new sectors through additional variants and features, while providing a far more intelligent, user friendly and interactive Sprinter range.

Not to mention further bolstering safety through a range of new assistance systems, previously only found in the passenger car range,” said Dianne Tarr.

Joining the traditional rear drive and all wheel drive configurations is a new front wheel drive configuration.

The front drive version offers a 50kg increase in payload compared to rearwheel drive, while an 80-millimetre lower loading edge delivers significantly more improved loading/unloading and entry and egress from the van.

The new front drive Sprinter include two newly developed transmissions – a 9-speed automatic with torque converter and a newly developed 6-speed manual, a new cab chassis variant is available allowing a wider scope designing and fitting bespoke bodies.

Benz says the new Sprinter is ergonomically optimized as well as being safe and comfortable with new ergonomically shaped seats and optional memory function with electric seat adjustments, keyless start and optimised air conditioning. It also says there is a versatile stowage concept ensuring everything has a place.

Benz says the new Sprinter offers up to 17 cubic metres of load space with front-wheel drive configuration with maximum weights of around 5.5 tonnes.

The new Sprinter includes DISTRONIC radar based cruise control, Active Brake Assist, Active Lane Keeping Assist, Attention Assist, Parking Package with 360-degree all-round visibility and a rain sensor with integral wet wiper system for optimal vision during windscreen cleaning.

The third-gen Sprinter gets a completely new MBUX multimedia system with 10.25-inch HD touchscreen display and optimised voice control activated by keywords registering everyday speech. For instance Benz says the infotainment system responds to the statement “The fuel tank is empty” by suggesting.

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Driver Training

JUST OVER 12 MONTHS AGO WE TOOK THE CHANCE TO HEAD TO KARRATHA AT THE INVITATION OF VOLVO TO SEE EXACTLY WHAT THIS LITTLE ORGANISATION WAS DOING. A YEAR ON WE ARE HEAR TO REPORT THAT THE PILBARA HEAVY HAULAGE GIRLS IS STEADILY BUILDING ITS CREDENTIALS BY TRAINING OUR PROFESSIONAL DRIVERS OF THE FUTURE AS JON THOMSON DISCOVERED WHEN HE VISITED RECENTLY.

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he Pilbara region of WA is no place for the feint of heart, it is a big seemingly boundless environment with massive blue skies, red earth, hot temperatures, an uncompromising place that holds the riches of the earth from iron ore to gas, oil and new age precious metals like lithium.

It is against the backdrop of this wild and challenging country that Heather Jones started Pilbara Heavy Haulage Girls. It came after a quarter of a century in and around the truck industry.

However it was the quarter century she has spent in the truck industry that has made her passionate about training and professionalism in a business that often lacks respect for the most important human component – the driver.

TTA has chronicled the work of Pilbara Heavy Haulage girls in its pages before and the chance to head back to Karratha to take a run with Heather Jones and her pink trucks was one we couldn’t pass up.

The growing fatality rate in heavy truck accidents across the country has brought the need for better driver training and attitude adjustment into sharper focus. The challenge will be that, while extremely effective the PHGG program is

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small and by its very nature a one on one experience that will be difficult to expand into a large scale operation, difficult but not impossible.

Back in 2016 PHHG was well into building up a training facility and yard in the industrial area of Karratha when the rug was pulled out from under it.

Mid way through 2017 the yard became ‘unavailable’. Fortunately PHHG has been able to move into another facility on the southern edge of Karratha with better facilities, permanent air conditioned buildings and classroom facilities. Bad news can sometimes turn around to be good news at times.

With the corporate assistance of the Volvo Group and the provision of a Volvo and a Mack prime mover Pilbara Heavy Haulage Girls is operating a real world training academy giving candidates the chance to learn and experience truck driving and to gain expertise to address the shrinking and ageing driver pool in this country.

In the past year Heather and her team have trained close to 40 drivers, mostly women but with some male candidates thrown in and all of them have gained employment driving trucks in various

parts of the country from Tasmania to Canberra and of course across WA. Our trip to the Pilbara saw us tag along and complete a 1500 km return drive from Karratha to Carnarvon and back learning the ropes of driving a triple road train with more than 90 tonnes on board as part of a regular run Pilbara Heavy Haulage Girls undertakes sub contracting to well known WA transport company Sadliers.

The trip down to Carnarvon saw two triples; one pulled by the pink Volvo F16 the other by the big pink Mack Superliner.

The outgoing leg saw the trucks running close to empty taking containers back on a relay to Perth.

Carnarvon is the southern limit for triple road trains heading to Perth. From there the rigs have to be broken down into doubles to complete the journey to the WA capital. In the vast Carnarvon road train parking area the triples are broken down into three doubles and the three double rigs, which have come up from Perth, are made into two triples for the return leg to Karratha.

The difference with Pilbara Heavy Haulage is that real world, hands on experience is given to students. They have to do the work and get to grips with all

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“ BEING A DRIVER REALLY IS A FANTASTIC, HIGHLY SKILLED AND VITAL JOB IN OUR SOCIETY AND WE SHOULDN’T UNDERVALUE IT”

the demands of driving a heavy vehicle.

They’re not given an easy ride, they have to do the hard yarns but always in the back ground are Heather Jones and Rob Thornton, guiding and coaching the students without letting them get into hot water. It means that when the PHHG students complete their time and are placed with a transport company they can honestly say they have real worked experience not just a theoretical course background.

That is where the Volvo and Mack prime

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movers are invaluable. They allow PHHG to train students and run a transport business that delivers that real world experience.

We got to experience exactly what the PHHG candidates and students get to experience being given the chance to pilot and manoeuvrer the big rigs under the tutelage of Heather Jones and Rob Thornton being shown how to do it and then being thrown in at the deep end with the experienced pair watching carefully and advising.

On the trip was 24 year old, Zoe Brewis who was a traineee with PHHG up until May 2017. Since then she has been employed She is now employed by PPHG as one of its new to the industry drivers. She continues to learn on the vastly different jobs the company handles.

Zoe hails from near Portland in Western Victoria where she had grown up on a farm driving all manner of things Zoe had a real desire to learn how to be a proper and better truck driver. Her skills were expanding by the minute easily

manoeuvring the trailers and dollies around the park up bay in Carnarvon as we worked to break down and re configure the road trains.

For this writer it was also a matter of being thrown in the deep end, with the knowledge that Rob and Heather were watching on, guiding and instructing.

Similarly out on the road guiding the road trains from Karratha and back again It’s a system that is clearly working with so many PHHG graduates finding employment in an industry that is always

looking for experienced drivers.

“For way to long, drivers have been thought of as ‘just a truckie’, not only by management and transport operators but by the drivers themselves, but it really is a fantastic, highly skilled and vital job in our society and we shouldn’t undervalue it,” said Heather.

It has been Heather’s vocal stance on driver training and valuing the role drivers play in the economy and society that led her to meeting Peter Voorhoeve, CEO of Volvo Group Australia at an

ATA awards ceremony. The Volvo boss is also passionate about driver training but also about the imminent crisis the truck industry is facing when it comes to the rapidly ageing cohort and the dearth of qualified drivers as well as the lack of prestige attached to a career in truck driving.

It is understood VGA’s return on the sponsorship of PHHG has already been returned a couple of times over in terms of media attention, and that was before Heather and the operation were featured

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“ I REALIZED WHEN I CAME TO KARRATHA THAT THERE WERE ABOUT 30 FEMALE TRUCK DRIVERS BASED HERE AND SO WE STARTED TO MEET EVERY SIX WEEKS OR SO” on a recent edition of Heather Ewart’s Backroads on ABC TV. It came at a time when the nation was reeling from some shocking truck accident fatalities and trauma and served to shine more light on the great and necessary work Heather is doing.

Heather’s lifetime of work across the truck industry and a range of other businesses taught Heather the value of proper training and also made her aware of the safety errors and downright stupidity of some drivers on the roads, often out of ignorance and a lack of proper training.

“I once worked for a company where I became the transport manager and allocator as well as being a driver but my boss had a total disregard for training and he would hire anybody just to get a driver in the seat,” said Heather.

“At one stage he hired a girl with an automatic HR licence and stuck her in a Kenworth with an 18 speed RoadRanger and that along with a few other things really cheesed me off, until my sister said

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why don’t you have a go yourself, start your own operation, so I did,” she said.

It triggered a hectic time for Heather, she quoted on and won work including work on the Perth road tunnel and that meant buying some used eight wheelers, but the biggest challenge was finding drivers.

As many small business owners find in a rapidly growing operation it only takes one customer to not pay their bills and your business can be in trouble.

Heather was forced to sell up and layoff her drivers.

The ever resourceful, never say die Ms. Jones packed everything up including her two daughters and headed back to Karratha where she had driven dump trucks before. With a single truck and a couple of escort vehicles Heather got back on her feet and worked hard to make it happen.

“I worked every hour I legally could and lived in the truck to make it work and it all came together, but more importantly it opened my eyes to the possibilities of doing what I was really passionate about,

which is promoting professionalism, road safety and driver training,” she added.

That move to Karratha led to the formation of Pilbara Heavy Haulage Girls.

“I realized when I came to Karratha that there were about 30 female truck drivers based here and so we started to meet every six weeks or so. We spoke about the issues that affected us, the fact that we are generally shorter than men and physically weaker than men and the strategies we could adopt to change tyres, put up bolsters, secure loads, etc.”

So 12 months further on down the road for PHHG and we can report that the operation continues to build on the foundations and to train and teach people how to be better safer heavy haulage drivers Over time and with the growth of the sort of teaching and mentoring that PHHG provides we may finally start to address the dire shortage of properly trained, professional and above all safe drivers for our industry.

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Used Model

MANY SINGLE OPERATORS AND SOME FLEETS BUY USED HEAVY TRUCKS, BUT THERE ARE SOME TRICKS OF THE TRADE YOU NEED TO BE AWARE OF, ALLAN WHITING RECKONS.

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THE STARTING POINT IS UNDERSTANDING THE TRANSPORT TASK YOU’RE COMMITTED TO

Y

ou need a heavy rigid or a prime mover, but the budget won’t stretch to a brand new vehicle: what are your options?

The starting point is understanding the transport task you’re committed to. If it’s a full-time linehaul contract you really need a low-mileage truck, or one that’s been ‘remanufactured’ or thoroughly inspected and warranted, such as vehicles sold through Daimler’s SelecTruck network or Scania’s ScaniaApproved scheme.

Some used trucks still have remaining original manufacturers’ warranty and that may or may not be transferable. Don’t assume it can be transferred: make sure by contacting the original maker or the warranty issuing company if the warranty is an extended one.

Used vehicles with extended warranties

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carry a relatively high price tag, but should make a much better purchase for long distance haulage than a six-year-old truck that’s just been taken off linehaul by a fleet and is up for disposal in the used market.

Buying a ‘tired’ linehaul vehicle that has very high mileage is asking for trouble, unless you have the mechanical background or backup to do a recon job before you set sail.

However, if your transport task is short haul, a high-mileage truck mightn’t be such a bad deal.

Advantages of older trucks are fewer electronics and less emissions kit that can be high maintenance and beyond the capabilities of small-workshop mechanics.

Many post-2000 trucks are good for one million kilometres before major overhaul, so one with 600,000km on the odo may still

have plenty of life left in it for a transport task that is intermittent or has low annual mileage.

An example of this is a linehauler that’s downgraded to metro work, pulling containers or doing local tipping or construction work.

Some prime movers can be turned into rigid tippers, pulling dog trailers in local tipping work and last for many years.

You’ll need to make sure the proposed used truck will work in your transport task. For example, a linehauler that’s been pulling B-Doubles obviously has sufficient power, strength and the appropriate gearing to handle local semi-trailer work.

It may also be adaptable for conversion to a rigid and dog tipper work, if it has a transmission with crawl ratios.

However, it may not be suitable for lowloader, heavy haulage tasks.

INSPECTION TIME If you’re shopping in the broader used truck market you’ll need all the help you can get.

It’s handy if you can find some provenance for a truck you’re interested in. Best is when you know the fleet, the vehicle and its history.

Regardless, you need to know the service history of any truck you‘re considering.

Carefully inspect the service logbook, making sure that maintenance has been done. More than one logbook has been fraudulently filled out, so take time checking it.

A dyno report on engine output at the rear wheels is an ideal way of checking powerplant condition.

If it’s possible to take an oil sample for analysis from engine, transmission and rear axles, do it.

‘Repos’ are high-risk, because maintenance is often overlooked when owner-operator finances are tight.

If you’re not sure of your mechanical aptitude to assess a used truck, take along someone with experience, preferably a truck mechanic.

A walk-around will give useful early impressions, if you’re not dazzled by desirable badging, chrome and paint.

Up front, drop the bull bar, pop the cab or bonnet and inspect the engine bay. Beware mechanicals that have been glossed to look clean and shiny, because

that varnish may hide perished rubbers, rusty fittings and filter housings that haven’t been opened for months.

Check for cracked drive belts and white stains that suggest coolant leaks.

Suspension and steering components should show signs of greasing and tyres should display even wear, without ‘feathering’ and with no sidewall or tread damage.

Disc brakes are easily inspected for wear and pad life: drums not so easily. In the case of disc brakes check the surface of the rotor. (Some disc systems require a complete hub and rotor replacement when the rotor is worn.)

Tilt the cab or bonnet, start the engine

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– looking for excessive start-up smoke – and turn on the lights and emergency indicators.

If the engine blows smoke check the tailpipe to determine if it is oil (blue) or diesel (black). Check oil pressure and air pressure readings.

If the engine has been run before you arrived that may mask air pressure issues or cold start-up problems.

Turn the steering from side to side. It should not clunk and the power steering pump should not make any noise.

Leave the engine running while you inspect the vehicle thoroughly. You can check out the engine note and transmission noise while you examine everything else.

Make sure the air conditioning is getting cold through this inspection period.

Check the cab and chassis for signs of loose bolts and rivets, and cracking. Check on the inside of the chassis rails (the outer side will have been cleaned) for any signs of rust.

The interior tells a lot about driving history, because it’s possible to siliconegloss-over, but not hide, damaged trim.

Look for holes drilled into the trim or the cab metal.

Windows should go up and down without problems and all glass should be in good condition.

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Instruments and controls should all work, of course.

The driver’s seat can also tell a story.

Take off any protective seat covering and inspect the upholstery and padding for damage. Check that the seat adjustment and suspension seat mechanisms work properly.

Climb up behind the cab and check the condition of the gantry, exhaust stack and suzi coils. Any leaks? A multimeter will quickly verify electrical output at the trailer connections.

A walk around the driving end should reveal tyre condition, mudguard fit, fifth wheel mounting integrity and locking jaw action. Check all the lights as well.

With the engine off and park brake engaged, slide underneath and look for signs of regular driveline and rear suspension maintenance, as well as leaks from the powertrain or fuel tanks. Are the fuel hoses or crossover pipes damaged?

A test drive is essential, of course.

Make sure you can adjust the seat and mirrors to suit your shape. Release the park brake, press the brake pedal and listen for leaking air.

Check that the clutch action is smooth and that you can feel clutch brake ‘drag’ and the clutch engagement point.

The clutch brake should make gear engagement easier and noise-free.

The unladen truck should idle off from rest without any driveline shudder.

Steering action should be smooth, without any friction points.

Transmission action should also be smooth and friction-free, but don’t criticise the constant mesh box action if you’re not experienced in driving one!

Make sure you develop ‘feel’ for the brake pedal before you drive on a public road. The truck should pull up straight and without noise when the brakes are applied.

Suspension condition is hard to judge in a bobtail truck, but ideal for feeling if the cab and driver’s seat mounts are sound.

There should be little in the way of rattles or squeaks from the suspension.

An easy test of the shock absorber action is to feel the shocker bodies after your test drive: they should be warm to the touch.

Generally, the left-hand shockers work harder than the right ones, so expect the left side shockers to be a little warmer.

Engine and exhaust brake performance is also difficult to judge without a load, but apply the brake in stages and listen and feel for the changes.

Your inspection and test drive results will reveal some issues that may influence the final deal. Don’t go ahead if you’re unsure of the vehicle’s condition.

Good luck!

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Operator

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100 NOT OUT IT IS FAIR TO SAY THAT ERROL COSGROVE HAS PUT HIS FAITH IN THE COMBINATION OF KENWORTH AND CUMMINS, IF HE HADN’T HAD THAT FAITH HE PROBABLY WOULDN’T HAVE PURCHASED 100 CUMMINS POWERED KENWORTHS OVER THE PAST 17 OR SO YEARS. WE TAKE A LOOK AT THE SRV FLEET TO SEE WHY THEY ARE RUSTED ON FANS OF THE COMBINATION.

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RV trucks are instantly recognisable for the customisation and presentation, obvious factors that underpin driver morale according to Errol Cosgrove.

SRV Roadfreight has invested heavily in the initiation, integration, promotion and execution of a “Business Fundamentals Scheme” which encapsulates all factors relating to the day to day running of the

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business. Everything from environmental accountability, Work Health and Safety, Sustainability and Corporate Governance are covered by our scheme.

The ethos begins with the company’s name – SRV which in reality stands for Safety, Reliability and Value which underpins the way Cosgrove runs the operation.

“We have forged a precise combination of elements which grants us the peace of

mind knowing that we can categorically and methodically deliver on our core values,” said Errol.

“These values were the precursors the company originated from,” he added.

Our fleet is a first class aggregate of vehicles that posses first rate technology provisions. We support flexible vehicle configurations to suit varied freight tasks to accommodate broad client demands.

“We founded SRV in 1997 so we are turning 21 this year and the fact is that we have always stuck to our core values believe is one of the reasons why we have made it this far while growing and thriving,” he said.

The Brisbane-based operation currently comprises an interstate express fleet of 74 Cummins-powered Kenworths along with 155 trailers. In terms of motive power

the 600 hp/2050 lb ft Cummins’ ISXe5 dominates the fleet.

The recent addition of that 100th Cummins powered Kenny to the SRV fleet is a milestone in anybody’s language and it is a milestone that was born out of the purchase of the first such combination back at the turn of the millennium with a Signature 620 powered K104.

“That first Cummins Signature was in

a Kenworth K104 which I had until last year (2016),” he recalls enthusiastically.

“It had done more than 3.5 million kilometres. The oldest Signature I have now is in a 2006 T904. It was rebuilt at 1.4 million kilometres and has since done another 1.2 million.”

The 100th new truck, is a T909 aptly named Most Wanted, and is propelled by a Cummins X15 rated at 600 hp and 2050

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“ OUR EQUIPMENT IS CONSIDERED LEADING EDGE, WITH OUR ACCREDITATIONS ENSURING IT IS KEPT IN OPTIMUM CONDITION”

lb ft. It is suitably ‘dressed’ to highlight its 100th Cummins status.

SRV driver Wayne Ball pilots the T909, the result of his second placing in SRV’s driver rewards program which is held each year. Each driver starts the year with 1200 points and then has points added or deducted according to various criteria.

The usual rewards for the winners are two weeks fully paid in the US for two people (1st place); two weeks fully paid in Thailand or Bali for two people (2nd place); and a fully paid weekend at the Bathurst 1000 or $1000 in cash (3rd place).

This year, in addition to receiving their rewards program prizes, the three winning drivers were presented with new trucks – Wayne Ball with the 100th new Cumminspowered truck, 1st placed Laurence Smith with SRV’s new Kenworth T900 Legend which made its grand entrance in September, and 3rd placed Aaron Reid with a new Kenworth T909.

After serving in senior management roles for various interstate transport companies, Errol Cosgrove started SRV in 1997 and it remains a family company today. SRV is an accredited operator in mass and maintenance management under

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the Heavy Vehicle Accreditation Scheme.

The fleet is also accredited in Advanced Fatigue Management.

For Cosgrove, loyalty received is deserving of loyalty in return: “If you expect a supplier to be loyal to you, you should be loyal to the supplier.

Good suppliers are critical to having a successful business.”

He says SRV is “treated like family” by both Cummins and Kenworth.

“Cummins’ support network is second to none,” he says. “That underpins the efficiency of our business. If Cummins wants us to service an engine a particular way, we service it that way and we achieve very good life.”

The new T909 is coupled to trailers promoting Premium Blue 8100 oil which is specically blended to achieve extended oil drain intervals – up to 60,000 km – with ISXe5 and X15 engines.

Cosgrove is a long-time user of Premium Blue oil, describing it as “value for money”. He points out that SRV regularly achieves in excess of one million kilometres with its 15-litre Cummins engines pulling B-doubles.

SRV also has a team dedicated to logistics and investigating efficiencies

within client’s businesses leading to the development of synergies and optimisation within the supply chain, which is designed to allow more proficient supply chain solutions.

“Our equipment is considered leading edge, with our accreditations ensuring it is kept in optimum condition,” said Errol.

SRV has engaged purpose built equipment offering greater returns of efficiency and increased capability for its customers An area that SRV really concentrates on is corporate responsibility which Errol is adamant about.

“The road transport industry has endured many deviations of legal requirements over the last 20 years especially,” he said.

To remain relevant to corporate obligations SRV Roadfreight has invested heavily in systems to ensure compliance and accountability throughout the entire operation.

“In addition to this our entire business is subject to relentless National Compliancy Standards, which are outlined by our broad collection of accreditations that also fall under our corporate responsibility umbrella,” Errol added.

Errol Cosgrove (left) and wife Mel hold a commemorative Cummins plaque presented to them by Cummins national account manager Nathan Usher.

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Recycling

VOLVO GROUP AUSTRALIA DID SOMETHING A BIT DIFFERENT 20 YEARS AGO BY ESTABLISHING A USED PARTS BUSINESS UNDER ITS OWN CONTROL. IT WAS AN INVESTMENT THAT HAS CERTAINLY PAID OFF AS JON THOMSON DISCOVERED WHEN HE VISITED VMR TRUCK PARTS RECENTLY.

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T

here are some automotive companies that spend their time trying to tell you only to buy genuine brand new parts for your truck or car, in fact many put a lot of effort in to convincing you that the wheels will fall off and you will put yourself and other road users in jeopardy unless you use only the high priced genuine new spares.

In fairness there is a lot of sense in using new replacement parts in most situations and safety is certainly a key aspect of that.

However for many operators new parts may be a cost that they simply can’t afford.

However if these used parts are checked, certified as safe and serviceable, rebuilt or reconditioned then why not use them.

One manufacturer, who has seen the value in creating a parallel used parts channel, sitting alongside its genuine new replacement part operation, is Volvo Group.

Way back in 1997 Volvo established an operation called VR Parts, which stood for Volvo Recycled Parts, initially aimed at servicing its own dealer network with recycled parts from used Volvo trucks offering a more cost effective alternative for operators, particularly owner operators keen to keep costs low while ensuring the integrity of their trucks.

“The majority of what we offer are second hand parts targeting those people who would normally be shopping at wreckers or on Ebay to repair or refurbish what could be second or third hand vehicles,” said VMR Truck Parts production manager, Steve Iverson VR Parts morphed into VMR Truck Parts in 2002 with the addition of Mack to the stable and this opened up a lot of opportunities for the operation to service what Steve Iverson calls the second and third tier buyers.

“We are not cannibalising our new parts sales because the buyers looking at VMR would not be shopping for new parts, they are looking for an alternative option and this is a responsible way of providing that option while at the same time ensuring quality and safety,” he added.

VGA’s link to its factory owned dealerships and those of its independent dealers means it is part of a loop that not only gives them access to donor trucks, that are traded and may not be economical to be resold, but also gives it the vital access to dealer parts retail operations which are able to market the parts and components it recycles and remanufacturers.

It sources its parts stocks from several areas including buying wrecked Volvo,

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Mack and UD trucks as well as old used trucks from the dealer network, but also acquires obsolete/excess parts stock from the factory and dealer network, limiting waste and ensuring proper reuse.

The VMR Truck Parts operation is located just down the road from the current VGA national HQ in the western suburbs of Brisbane and just around the corner from the all-new HQ currently under construction. It is a nondescript warehouse in an a large industrial estate and inside is a hive of activity as Steve Iverson’s crew of 19 turn around the used parts it receives, inspects, checks and grades before they are turned around.

Not only is the operation a great example of recycling in terms of the actual parts and components but it also works hard with ensuring anything that cannot be re used and on sold and is scrapped is sorted and appropriately binned for minimal environmental impact.

“We work hard at that in fact we are in credit with our waste company because we sort the scrap metal and other components so that we can maximise our returns,” said Steve.

Inside VMR the building is divided into the testing, remanufacturing and warehousing and the entire operation is run like a well-oiled machine.

The VMR operation carries approximately $2.65million in stock on its shelves, everything from a door handle to a complete engine or transmission, so it is a seriously large operation.

“Quality is our key word, everything that comes in is inspected and sorted according to quality and serviceability and rated according to whether it will be marketed as is, re manufactured or scrapped, no inferior parts are sold out of here,” said Steve.

“Everything that is remanufactured is done to the highest Volvo Group standard with the best components in house and every major component is tested on our test rigs prior to being dispatched,” said Steve.

“We will soon be adding a dyno report for every engine that is sold,” he adds.

Steve says that along with qualified mechanics and apprentices who work on re-conditioning and testing parts he also has a staff of expert parts interpreters who are valuable assets to VMR, identifying parts that may have many variants over a long life span across a models production run.

“It helps to ensure that we are not wasting time or the time of dealers and customers

“ EVERYTHING THAT IS REMANUFACTURED IS DONE TO THE HIGHEST STANDARD WITH THE BEST COMPONENTS IN HOUSE”

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“ WE ARE REALLY DEMONSTRATING THAT WE CAN SERVICE THE ENTIRE LIFE CYCLE” providing the wrong part, but also in targeting the parts we need,” said Steve.

“We have access to the full Volvo Mack and UD data bases so we are well equipped,” he added.

Currently VMR stock is made up of predominantly Volvo and Mack parts, with UD, the newest addition to the VGA family, slowly expanding its stock.

Everything is graded into either A Class, B Class or remanufactured. A Class parts are priced under what a customer would expect to pay for the same part brand new and these come with a six month warranty.

The appearance of B Class parts is not

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quite up to the level of an A class part but they are according to Steve still good quality and carry a three month warranty.

“Whether A Class or B Class the no parts go out unless we are happy with the quality and that is reflected in the fact that we back them with a warranty,” said Steve.

“We are really demonstrating that we can service the entire life cycle and that there is demand for various tiers of parts from new to used and remanufactured,” he added.

VGA’s vision in establishing VMR Truck Parts 20 years ago was a clever one and

is certainly starting to pay dividends, not only expanding its revenue and market reach but also in terms of sensible and responsible re use of parts that might other wise be scrapped and add to the wasteful ways of many corporate cultures.

VMR Truck Parts has added a new outlet which means you can now buy VMR parts online at VMRtruckparts.com.au.

While other automotive makers are decrying used parts and actively encouraging only new parts purchases, Volvo has realised there is a market for both and its better for the planet as well, after all – waste not, want not, as they say.

Shop online now! at VMRtruckparts.com.au

GENUINE USED TRUCK PARTS FOR MACK, UD AND VOLVO As part of the Volvo Group, we offer genuine quality, warranty and access to Australia’s largest dealer network.

Since 1995, VMR has been servicing the parts requirements for Australia’s vehicle population by offering a quality used parts alternative. Our workshop is dedicated to upholding Volvo Group’s commitments to quality, safety and environmental regulations.

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Operator

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FOR VALLEY EARTHWORKS OWNER AND CO-DIRECTOR, MARK MITCHELL, MAKING DECISIONS ABOUT PURCHASING VEHICLES CAN BE DISTILLED DOWN TO DOLLARS AND CENTS. WHAT’S GOING TO MAKE THE MOST MONEY FOR THE BUSINESS? WE TAKE A LOOK AT THIS GROWING NORTHERN NSW COMPANY.

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“FROM THE 60 PIECES OF EQUIPMENT WE OPERATE, 10 OF THOSE ARE ISUZUS – ALL OF WHICH HAVE BEEN GOOD, RELIABLE AND COMPETITIVELY PRICED”

Valley Earthworks owner and Co-Director Mark Mitchell

B

ased in the Jacaranda town of Grafton, in the lush green coastal plains of Northern New South Wales, Valley Earthworks is the market leader in civil construction in the region and it is fair to say some of the major infrastructure projects in the region over the past decade have helped fuel the company’s growth and prosperity.

Valley Earthworks has been delivering quality service to the residential, commercial and civil construction sectors since 2007 and is committed to providing its clients with a high standard, value for money service.

Mark Mitchell says the satisfaction of his clients is important to him and his entire team and the company constantly strives to build strong client base and to build business relationships.

Valley Earthworks’ contracting and service capabilities include among a range of services, bulk earthworks and cartage, sewer and drainage works, site works and preparations, storm water constructions, project management and plant hire One of the keys to the company’s success is that it approaches the trucks it runs like any other piece of capital equipment- it is determined to get the best return on investment from the vehicles it puts to work.

According to Mark Mitchell, Valley Earthworks isn’t shy about throwing its trucks into some hard yakka. The company has a diverse range of projects underway at any given time – meaning their heavy vehicles are almost never gathering dust in the depot.

“We’re a multi-faceted company that does a wide range of civil construction activities, from sub-divisions to car parks to bulk land cut and fill areas,” Mark said.

“Part of that is having graders, rollers, bobcats and floats so you can move gear to and from the site. We also do road construction, bulk earthworks, forestry maintenance, marine rock walls and national park roads.

“We have a full range of services, and we’ve got 60 working bits of equipment to service all the jobs we’ll have on the go at any given time.

“From the 60 pieces of equipment we operate, 10 of those are Isuzus – not just the Giga tippers we recently bought but also some single-axle tippers and other vehicles – all of which have been good, reliable and competitively priced,” he said.

After adding six Isuzu Giga CXY 455 trucks to the Valley Earthworks stable of machinery in June, Mark said the vehicles were a valuable asset the moment they were out on the road.

“The Gigas were well priced, and their specifications are very reasonable. For similar specs in a lot of other brands you’d need to buy a more expensive truck, so what we were getting for the money worked out – and negotiating to buy six at a time, we were able to get an even better price,” Mark said.

The spec advantages came in handy when Valley Earthworks headed out to work on the Grafton jail and Pacific Highway upgrades.

The Gigas were tasked with pulling super dog trailers, which they handled comfortably thanks to their GCM of 57,000 kg and the workhorse 6-cylinder, 24-valve SOHC SiTEC Series II 455 engine. For more spec detail see information box In Mark’s eyes, capital equipment revolves around a simple equation. “If your machinery doesn’t work, you don’t

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make money – our trucks have got to be working to make money.”

He says reliability is paramount to this – and the new Gigas have proved themselves adept at handling any challenge Valley Earthworks throws their way.

Knowing the company’s drivers are going to be able to get on with the job gives Mark additional confidence when tendering for government and council work.

“Everything is very price driven.

As you get into more government and council work it does become all about the ability to deliver. You need to know your equipment is up to task.

“And we’ve been quite successful over the past couple of years in delivering on the service levels we have promised,” Mark said.

When he approached his local Isuzu dealer, Northern Rivers Isuzu, Lismore,

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looking to bolster Valley Earthworks’ heavy-duty truck fleet, Mark was glad to find they mirrored his no-nonsense approach to conducting business.

“It was about getting the best deal possible. And the contact we had with the salesmen at the dealership was helpful,” Mark said.

“Even when we weren’t looking for a new vehicle they were still doing little things that helped us out and just putting the extra yards in.”

Mark said that, during the purchase negotiations, dealership staff demonstrated the same work ethic that has been integral to Valley Earthworks’ success. Namely, promising quality and meeting deadlines no matter the circumstance.

“Northern Rivers Isuzu, Lismore has been very helpful, particularly

with the timelines.

“Everybody in our region’s very busy now, there was a lot of equipment that was wiped out when the Lismore floods happened so everyone’s after new equipment, but Northern Rivers Isuzu have met the delivery dates for our trucks.”

That has allowed Valley Earthworks to stick to their work schedule and put their six new Gigas straight to work, generating income for the business.

Mark said the Gigas were the right fit for Valley Earthworks. So much so, the company is awaiting the delivery of a seventh Giga. In the company director’s eyes, they are proving to be an effective and efficient business solution.

“They’re well priced and working with a dealer to get a good resale price meant the Gigas were a logical choice for us,” Mark said.

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Industry

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TRANSPORT INDUSTRY TRAINING PROFESSIONAL, GLEN LEWIS, HAS DEVELOPED A SOFTWARE PROGRAM THAT KEEPS TRACK OF DRIVER AND STAFF TRAINING AND COMPETENCE LEVELS. ALLAN WHITING CHECKED OUT THE SYSTEM. www.truckandbus.net.au 047

C

hain of responsibility issues have many senior executives concerned about compliance with legal requirements across all facets of the road transport task, but keeping track of the myriad requirements is becoming progressively more complex.

Are drivers’ licences current and appropriate; is dangerous goods training up to date; have staff completed training courses they’re enrolled in; are materials handling tickets current; are maintenance staff up to date with current equipment?

These are some of the concerns that are vital to safe, complying business practice, yet keeping track of them is often difficult and time consuming.

For many years Glen Lewis wrestled with different approaches to safety compliance training, before developing the Compliance

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Engine system as a one-stop compliance shop.

Glen Lewis does a considerable amount of consulting work to various truck makers, but before developing his Compliance Engine on-line system he also spent a few years in the highly safety-conscious mining industry, thus expanding on his already comprehensive knowledge of safety issues.

The Compliance Engine program was developed to meet the very high safety demands of the mining business, as well as suiting the road transport scene.

In essence, the Compliance Engine is an on-line program that records and organises all necessary licensing, ticketing and training requirements for all staff in an organisation.

It’s filled in on-line by drivers and other staff, listing their personal details, licences, certificates, tickets, training

“ IN ALL MY YEARS AS A SAFETY PROFESSIONAL I HAVEN’T FOUND A SYSTEM THAT MATCHES THE SIMPLICITY AND USABILITY OF THE COMPLIANCE ENGINE”

levels, renewal dates and competencies.

Training and administration staff can easily monitor the system, recording training accomplishments. This on-line nature means there’s no need to transfer details from hardcopy documents, so it’s always up to date.

Management can also keep track of compliance and specially designed reporting forms make ‘exceptions’ easy to spot.

An example is the Compliance Reporting page that shows in column graphs individual staff members’ training course achievements, highlighting those who are on the pace and those who are not.

Because of the Compliance Engine data entry criteria it’s not possible to have a situation that sometimes occurred with hard-copy documents, where a filed copy may have a signature missing. The

system won’t accept incomplete data entry, so it guarantees accuracy.

One of Glen Lewis’ early customers is Peter Howe, a longserving safety professional, now in charge of training and compliance for mining operator, Platinum Blasting Services.

“In all my years as a safety professional I haven’t found a system that matches the simplicity and usability of the Compliance Engine,” Peter Howe told T&TA. “It’s great for our operators and trainers and cuts down enormously on the administrative load.

“I feel that it’s the first system that’s designed with the end user in mind and it integrates seamlessly with ISO9001 search and report requirements.”

You can get more info on the Compliance Engine system from Glen Lewis at glen.lewis@bigpond.com, or 0467 816 451.

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LCV

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ME OLD CHINA PLATE ANYONE WHO WATCHED THE DRAMATIC HOBART YACHT RACE START AND FINISH SCENES IS FAMILIAR WITH THE LDV UTE LOGO ON COMANCHE’S MAINSAIL. THIS NEW CHINESE UTE IS WELL PRICED, BUT WILL NEED SOME TWEAKS TO EMULATE COMANCHE’S SUCCESS, ALLAN WHITING RECKONS.

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A

teco has previously distributed Foton Chinesemade utes, , but that agreement ended in mid-2017 and before that they were marketing Great Wall utes,. Now, Ateco is distributing the LDV brand, hopefully with more longevity and market success.

LDV is the brand that once graced jointly developed Leyland-DAF Vehicles – the swansong of the British truck manufacturing industry. Its last products were vans and LDV Automotive has been selling LDV vans in Australia since 2015, with limited success.

In 2009 the LDV brand was bought

by SAIC (Shanghai Automobile and Industrial Corporation); the largest and oldest automotive manufacturer in China and the largest auto company on China’s share market. SAIC sold more than six million vehicles in 2016 and has joint ventures with Volkswagen, IVECO and General Motors.

SAIC Motor’s business covers the research, production and sales of passenger cars and commercial vehicles.

It makes engines, gearboxes, powertrains, chassis and electronic components.

“The LDV T60 will transform the position of LDV in the Australian market, not just in terms of sales volume but also geographically,” claimed Dinesh Chinnappa, General Manager of LDV Automotive.

“As a van brand, our business was largely limited to metropolitan areas, where the vast majority of vans are sold and used, and while we have secured five per cent of the van sector since our launch in 2015, this sector is comparatively small.

“With the LDV T60 ute we are moving into the fastest growing sector in the market and one that covers the whole country, as well as a sector that now routinely provides the number one bestselling vehicle in Australia.”

Initial LDV T60 ute models for Australia are double cab, four-wheel drive units, with a choice of six-speed manual and automatic gearboxes.

Safety features include blind-spot warning, six airbags, tyre pressure monitoring, hill holding and electronic stability and traction controls.

All versions have a 250mm touch screen display with Apple CarPlay and Android Auto as standard, plus alloy wheels, side steps and roof rails.

Power windows, remote central locking, automatic height adjusting and turning

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headlights, reversing camera and aircon are also standard across the range.

The powerplant is a 2.8-litre 110kW VM Motori turbo diesel engine and all versions have high and low range gearing.

There are two trim and equipment versions: Pro for the working ute and Luxe for the dual-purpose or family recreational model.

Luxe comes with additional equipment, including leather seats, an Eaton self-locking rear differential and different suspension settings, and is aimed at the recreational market.

The Pro has a suspension set-up suitable for loaded work. All versions are rated to tow up to three tonnes.

The T60’s load tub is fitted with a durable liner, with a total of six load tie down points: four at low level and two on the tub rim. The Pro has a multi-bar headboard to protect the rear window and provide support for long loads, while the Luxe has a chromed sport bar.

The T60 LDV comes with a fiveyear/130,000km warranty, with a loan car program and 24/7 roadside assistance. LDV’s confidence in its latest model is also demonstrated by a 10-year body perforation rust warranty.

Pricing is keen: $28,990 drive-away for the LDV T60 Pro manual and, for the LDV T60 Luxe manual, $32,990.

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ON AND OFF ROAD IN THE T60 Ateco put on a press launch program in the regional NSW city of Bathurst, featuring Pro and Luxe models. All were crew cabs and that configuration will remain the only offering in the immediate future. Short cab and mega (extended) cab models will come.

The LDV T60 evaluation vehicles had very good fit and finish and safety levels have been judged sufficient to score a fivestar NCAP rating. These factors should help dispel the poor-quality image of Chinese vehicles.

LDV has opted for easy connectivity to android and Apple devices, so there’s no navigation system. Owners can use their phone systems that have familiar destinations and also get automatic mapping upgrades. That seems like a sensible idea.

Getting comfortable in both Pro and Luxe models was easy enough, thanks to adjustable driver’s seats – powered in the case of the Luxe – and tilting steering columns.

Mechanical and road noise levels were commendably low and there were no

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squeaks or rattles.

The climate-control aircon systems worked well, without excessive fan noise.

All the evaluation vehicles were unladen, but even without loads in their trays, modest engine grunt became immediately apparent.

LDV is using the VM Motor 2.8-litre, variable-geometry turbocharged, common rail, four-cylinder diesel in the T60, but it’s at a much lower state of tune than the versions in Holden Colorado and Jeep models.

Figures of 110kW and 360Nm may well have been chosen in the interests of longterm durability and that could prove to be a wise decision.

Stirring those outputs along is a choice of six-speed manual and automatic transmissions. The manual lever position showed LHD priority, being further away from the driver than the auto shifter.

The manual ratios seemed fine, but a loaded vehicle test is needed before we can be certain. The auto box has three operating modes: standard, economy and power, and there was marked difference in

performance between the settings.

In ‘power’ the T60 held on to intermediate gears much longer and performed well during a test day that was more about checking behaviour than seeking the best economy.

Despite some ‘press on’ driving by most of the journos the average fuel consumption of the auto models was around 11L/100km, so figures in the 8-9L/100km area should be possible for the lighter-footed.

We drove the Pro and Luxe models on four-lane roads and on lumpy secondary roads and dirt tracks. Obvious was serious under-damping that allowed wayward suspension action at both ends, so aftermarket dampers look like a necessity.

Off-roading was limited to steep, dusty farm tracks that didn’t test wheel travel, low-range gearing and diff-lock operation, but did confirm the value of the standard hill-holder and speed-adjustable hill descent control.

We’ll do some serious site work when we get hold of a loaded Pro production machine.

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LCV

‘

THE MAHINDRA PIK-UP MIGHT LOOK A LITTLE STRANGE TO SOME BUT IT WORKS WELL AND IS VERY ECONOMICAL. NOW IT HAS MORE GRUNT IT IMPRESSED THE EDITOR.

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N

ever judge a book by its cover’ our parents urged us as children and the old saw applies to the Mahindra Pik-Up. This work vehicle’s quirky exterior hides a roomy interior, a state of the art engine, a slick transmission and the first application in this market of Eaton’s mechanically locking rear differential (MLD).

The Pik-Up has been with us since 2007, when it was a giant leap from the Jeeplike, open four-seater Mahindras that were imported here in the early 1990s.

Had these early Mahindras been sold as non-road-registerable, light tractors they would have appealed to farmers, because in low range they’d go virtually anywhere and a through-driving rear diff centre meant that fitting a splined three-way

to the back was easy.

The first Pik-Up model that was introduced here in 2007 was quite a different vehicle from its Jeep-style predecessor, combining reasonable road manners with strong off road and load carrying abilities.

The 2007 Mahindra mHawk turbo diesel engine – a joint development between Mahindra and Austrian diesel powertrain engineering specialists AVL – put out a mere 79kW and 247Nm. It couldn’t match the on-road performance of more powerful Japanese fours, but overall gearing of 42.7:1 through a Borg Warner transfer case compared favourably with the Land Cruiser 70 Series’ 44:1, meaning that it crawled at the same low speed in off-road conditions.

The Pik-Up’s limited slip rear differential was bigger than the Toyota’s and gripped much better.

For 2012 Mahindra retained the strong chassis, axles and torsion-bar-front and leaf-rear suspension that were introduced here in 2007 and gave the 2.2-litre diesel a variable geometry turbocharger and intercooler, feeding air into cylinders via common rail squirters that atomised fuel at 1600 bar injection pressure.

The result was Euro IV compliance and output of 90kW at 4000rpm, with peak torque of 270Nm in the 1600-2800rpm band.

Its second generation Bosch Common Rail System boasted fuel economy of 8.41L/100kms on the combined cycle.

In place of the original limited-slip rear differential was an Eaton MLD self-locker – not a Detroit Locker or NoSpin – that operated without driver intervention and without the driveline ‘wiggles’ commonly felt with automatically locking diffs.

The 2007 model suffered from quite flimsy door panels that bowed-out at highway speeds, creating wind howl and making occupants fear for their safety, but the 2012 and 2016 machines’ bodywork seemed better built.

The former garish interior colours were replaced with much more serviceable dark fabric or vinyl.

The Pik-Up retained an older-style roof

pressing, complete with gutters, making clamp-style roof racks easy to fit.

The 2016 RRP of $27,990 for the Mahindra Pik-Up 4x4 crew-cab was around 20 grand cheaper than the competition and S10 versions came fully loaded: cruise control with steering wheel buttons; steering wheel audio controls; power mirrors and windows; remote central locking; dualpower air conditioning; sound system with USB and auxiliary jack; armrests on both front seats; ABS disc/drum brakes; twin airbags; sill protection bars and aluminium 16-inch wheels.

The Mahindra Pik-Up also had large cup holders, two 12V power outlets and aircon grilles in the back seat of crew-cab models.

The high-roof design wasn’t pretty, but meant that there was ample legroom front and rear, and the seats could accommodate big blokes who were wearing hard hats.

If there were only two passengers in the back seat they shared a broad centre armrest that folded down from the seat back. The high roofline made entry and exit easy.

Downsides of the interior were plastic trim that looked tacky and didn’t fit very well, and only a lap belt for the centre rear seat occupant.

For 2018 the Pik-Up grille, headlights, bonnet and fog lamps were redesigned and daylight running lamps were added to the top-shelf S10 models.

S10 Double Cab models also picked up remote central locking, cruise control, a 120mm touch screen display with satellite navigation, reversing camera and a multifunction steering wheel.

Automatic climate control was also added to S10 variants.

Head rests and three-point lap sash seat belts were fitted to all seats, along with two ISOFIX anchors in the rear seat and three top-tether points in all double cab models.

Interior fit and finish were greatly improved.

An updated 2.2-litre, four-cylinder mHawk engine produced a claimed 103kW of power and 330Nm of torque in the 1600-2800rpm band, providing a much needed performance boost for the Pik-Up. A six-speed manual gearbox with low range transfer case was the upgraded transmission choice and an Eaton MLD (Mechanical Locking Differential) stayed standard across the range.

Also standard across the range were ESP (electronic stability control), hill holding and hill descent control.

Pricing remained very keen: from $26,990 to $31,990, drive away.

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ON AND OFF-ROAD We spent three weeks with a 2012 Mahindra Pik-Up test vehicle and came away impressed with the machine’s off-road ability, if not with its highway performance.

In mid-2016 we took a 450kg-loaded short-cab model for a test over muddy trails, bush paddocks and beach sand.

In early 2018 we tested a short cab, basemodel Pik-Up tray back for two weeks and found it a progressive improvement over its predecessors. Performance was better and gearing more highway-friendly, but there were no off-road compromises.

The Mahindra’s stand-out assets were obviously the low price and generous warranty with road side assistance, but we also discovered that the Mahindra Pik-Up had very good economy.

We put several tanks of fuel through the 2016 dual-cab machine and returned figures of 7.85-8.0L/100km, giving it a 900+km range between fills.

The 2016 short cab had a tougher test regime and used 9.0L/100km.

The better-performing 2018 model was more thirsty, but still returned an impressive 10.0L/100km

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All Mahindra models rode and handled well on reasonably smooth bitumen and dirt roads, but reacted to ruts and corrugations with bump-steer at both ends and a hard-riding rear suspension.

The plus side is that the rear springs and axle are dimensioned for Indian-style overloading and looked quite capable of carrying a lot more than the rated onetonne payload.

Off-road we found the gearing ideal, but the firm suspension didn’t allow enough flex for jerk-free progress over rock shelves.

The 2016 five-speed box and 2018 sixspeed worked with two-finger effort and combined well with a light clutch that had a positive friction point.

The loaded vehicles could be idled off the mark on the flat, but needed some wellie to help with hill starts.

Although its chassis and suspension could handle more the Mahindra Pik-Up is rated to haul a 2.5-tonnes trailer.

The Eaton MLD worked brilliantly on and off road, eliminating rear axle wheel spin on low-speed, tight, wet corners when in two-wheel-drive and in all off-road conditions.

That grip was enhanced in the 2018 model by traction control.

The design of the MLD prevented lock engagement above 30km/h, so there were no handling issues at highway speeds.

The diesel had a tell-tale rattle at idle, but was quiet through the rev range and interior noise levels were commendably low.

The seats proved supportive and comfortable during long driving stints and we loved the S10 model’s folding arm rests.

The Mahindra’s achilles heel is still low ground clearance at the front end.

A substantial bash plate protects the engine sump and front diff, but it grounded easily on rocky trails.

We reckon that the front torsion bars could be tweaked up a bit, for a possible 30mm ground clearance improvement.

Warranty for 2018 models is a generous three-year plus two-additional years for the powertrain, with five-years’ roadside assistance.

In summary, the Mahindra Pik-Up is a basement-priced machine that can be optioned with all the expected ‘fruit’ and has reasonable performance, with excellent economy.

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F

rom this writer’s perspective the appeal of SUVs ranks about the same as receiving a letter from the tax department For a start SUVs don’t handle as well as passenger based compact wagons, they’re heavier, they use more fuel and often don’t have as much useable space as a well designed wagon, and we have proved that on a couple of occasions.

The European makers have not given up on the wagon and many continue to make them as an alternative to the SUV. There are also making and selling SUVs but realise that not all of us want an overgrown ‘mini truck’ for negotiating our mostly urban lives.

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Renault is one such Euro maker, which continues to make wagons, and has extended its Megane hatchback range with the inclusion of a wagon to accompany its sedan and hatch models.

VW also offers is Golf and Passat as wagons, as does BMW, Audi and Benz and Skoda to name a few.

There are three models in the Renault Megane wagon range ranging from the entry level Zen to the GT-Line and the range topping GT. Inside both wagons are quite French, stylish and clean and has a prestige feel that one expects from a Euro offering.

The seats encompass you with good support and comfort while there is plenty

of room in the back for the kids or a couple of extra adults. The seats are split fold and can be used to extend the already capacious rear luggage area enough tot swallow copious amounts of luggage or all the items in a big weekly shop.

The dash is dominated by a large 8.7-inch touchscreen and largely it is reasonably intuitive and easy to use.

But like a lot of the electronics inserted into new cars it lacks a simple dial that could be used to adjust volume, mode or stations. When will these engineers understand that it is easy to use a dial, but hard to find an icon on a screen when trying to keep your eyes on the road ahead.

THE WORLD,IT SEEMS, HAS BECOME OBSESSED WITH SUVS. HOWEVER THE EURO MAKERS HAVE NOT ENTIRELY GIVEN UP ON TRADITIONAL STATION WAGONS AND PUBLISHER JON THOMSON HAD THE CHANCE TO SAMPLE A COUPLE OF RENAULT’S SUPERB MEGANE WAGONS RECENTLY.

Under the bonnet the Zen and GT-Line are powered by a 1.2-litre four-cylinder turbo petrol engine, however the GT has an awesome 1.6-litre turbo petrol engine that really zings.

We tested both the GT-Line and the GT and came away impressed with the refinement and overall levels of engineering and driver reward.

The GT-Line is priced from $33,490 plus on-roads which features great equipment levels with Alcantara upholstery, signature badging, rear privacy glass and an electric panoramic sunroof all as standard.

Along with that you get 17-inch alloys, auto headlights and wipers, an 8.7-inch capacitive touchscreen as well as GPS

navigation and Bluetooth streaming.

For those of us who grew up in the muscle car era of the 1970s the thought of a 1.2 litre engine would cause some to break out in a cold sweat, for them the only thing that came in 1.2 litres was their milk and orange juice. However this 1.2-litre donk delivers a pretty good degree of oomph boasting 97kW of power and 205Nm of torque as well as very good fuel economy and low emissions.

We recorded an average of just under 8litres/100km across a wide range of driving in the GT-Line.

The turbo delivers really good torque from fairly low in the rev range particularly given it is mated to a

very smooth seven speed dual clutch automatic. As well as that, unlike its obese SUV cousins, it has fairly low kerb weight, which makes it feel nimble and agile.

The seven speed works well, however like many automated manuals can be a bit ponderous at low speeds and when maneuvering but on the other hand the performance at speed is sensational with slick and rapid shifts that are a delight to experience.

With the GT you get very attractive performance oriented 18-inch ‘MagnyCours’ alloy rims, but that is not all you get in the more upmarket version, which has a starting price of $39,490.

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You also get tyre-pressure monitor, adaptive cruise control with speed limiter, auto headlights, and ‘Multi-Sense’ (personalised driver modes and interior ambience) as well as LED mirror indicators, rear fog lights, front, side and rear parking sensors and a reversing camera along with a park-assistance system, The Megane GT all-alloy1.6-litre turbo intercooled engine has direct injection and variable valve timing and is the same engine featured in the hot little Renault Sport Clio and delivers max power of 151kW at 6000rpm, and 280Nm of torque at 2400rpmand uses the same seven-speed dual-clutch auto as the GT-Line.

Probably as a result of some more spirited driving in the GTLine we recorded slightly more fuel consumptions returning an average of 8.4L/100km.

From a standing start you can be doing 100km/h in around 7.4sec in the GT with standard launch-control making it easier to achieve this time consistently and without fuss..

The GT’s engine delivers a natty very sporty exhaust note that really adds to the GT feel while the seats it boasts hold you even better than the impressive GT Line seats.

Handling is even better particularly with the Renault ‘4Control’ four wheel steering which makes it feel so agile and controllable while the steering feel is tight and sharp with great road feel and excellent turn in. Overall a very rewarding drive experience.

For an added performance edge you can switch the ‘RS Drive’ button on the dash to engage Sport mode giving you a 40 per cent reduction in required steering input, as well as fine tuning accelerator response while recalibrating engine and transmission

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mapping. If you have any degree of performance orientation the RS button is definitely your friend.

The French maker is renowned for its hot hatches and small performance cars dating back over many decades so not unsurprisingly the GT-Line and the GT wagon both boast terrific road dynamics. While not quite as nimble as those hatches the wagons acquit themselves very well in the handling department.

Like most French cars the steering is superb with great feel and while the GT is ultimately better, both wagons handle very nicely with flat attitude and confidence building road holding. Much better than even small SUVs. Renault offers capped price servicing for the new Megane range. Each service costs $299 and visits are required every 12 months/15,000km. While those prices are competitive it only covers the first three years of ownership.

Renault does, however, offer a five-year/unlimited km warranty for peace of mind.

On the safety front the GT-Line gets six airbags, front, side and rear parking sensors and a rear view camera plus Renault’s Advanced Driver Assistance System Pack that brings with it autonomous emergency braking and lane departure warning.

The GT-Line also includes blind spot monitoring and adaptive cruise control.

Both of these little French wagons would be gladly added to our driveway and with their dash of Gaelic flair the Meganes are well worth a look if you can resist the pull of an overweight SUV, we certainly would.

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MONEY MATTERS PAUL CLITHROE HANDLING THOSE CREDIT CARD BILLS AND ACHIEVING FINANCIAL INDEPENDENCE

T

he holiday season is over, now to pay for it all. Australians collectively racked up an extra $29 billion in credit card debt over the festive season, and without early action plenty of cardholders could still be paying off Christmas 2017 in 12 months’ time.

Australian cardholders each notched up an average of $1,727 each in holiday debt based on a study by comparison site Finder. Even allowing for a 55-day interest-free period, the interest cost alone from all this plastic debt could top $230 million.

The news isn’t all bad. Despite there being more credit cards on the market than ever before, the average card debt accruing interest has fallen from $2,470 in 2012 to $1,890 towards the end of 2017.

This suggests we’re becoming better at paying off the plastic.

Even so, while four out of five credit cardholders plan to pay off their holidayinduced debt in three months or less, the remaining 19% will take longer to clear the debt, and one in 20 expect to still be

debt before the zero rate period ends, the remaining balance can attract sky high cash advance rates, which could be more than you’re paying on your current card.

That makes it critical to use a balance transfer deal to pay off as much of the debt as possible in the interest-free period.

Resist the urge to reload the newly cleared old card with fresh purchases – cancelling the card is a simple way to avoid this.

An easier solution can be to pay as much as possible off your current card. Sticking to the card issuer’s minimum payments may seem easier on your budget today, but it can drag out the debt for years, even decades. That means paying excessive interest charges – money you could be using to build your own wealth rather than the bank’s.

The credit card calculator on the MoneySmart website shows how much you could save on your card debt by making extra repayments.

Meantime, achieving financial independence doesn’t have to be complex.

In my experience five commonsense steps

Next on the list is planning to own a home debt-free at some stage. I know that dipping into home equity can be a low cost way to fund a myriad of goals. But think about how you will manage if you’re still paying off a mortgage in retirement.

Owning your place debt-free is financially liberating, and something worth aiming for – preferably before you retire.

Step four is straightforward. Learn to love your super. Don’t wait until you’re in your 40s, 50s (or even 60s) to get serious about your retirement savings. Choose a super fund that works for you, take it with you from job to job, and add to your retirement nest egg wherever you can. As part of a long term plan superannuation makes tremendous sense. It’s generally invested in high quality asset, it’s tax efficient and you can’t readily get your hands on the cash while you’re in the workforce, which is a huge plus.

Step five: Protect what you have. We all understand the need to insure assets like a home, its contents and other valuables.

This type of cover is essential. But the

“The news isn’t all bad. Despite there being more credit cards on the market than ever before” paying off Christmas just gone at the end of this year. Not a great start to 2018.

One way to trim the tab is with a balance transfer deal. The period of low or zero interest charges can give credit cardholders an opportunity to make headway on their outstanding card balance.

There are currently over 100 balance transfer cards offering 0% transfers.

The interest free period varies, but more than half allow a whole year or more interest-free if you transfer your existing balance over.

The downside is that simply lobbing your credit card debt over to a new card, even one with a low or zero rate, doesn’t address what can be serious overspending issue.

On top of this, if you can’t clear the

can help you enjoy the life you want to lead.

First and foremost, take control of your money. I know life is expensive. And you probably you think you’d be okay if you earned a few thousand extra dollars. But we are humans. And the truth is we always seem to be able to spend 10% more than we earn, no matter how much we earn!

That’s why it’s so important to budget, regularly set aside money for savings and avoid high interest debt that funds purchases of no lasting value.

Step two is simple. Avoid silly risks with your money. Humans seem to instinctively want an easy way to make money with little effort, which explains those get-rich-quick schemes that flood our email inboxes. Invest regularly, but manage risk by diversifying across a range of quality assets.

other asset you need to protect is you.

The start of the year is an ideal time to think about whether you have sufficient life cover and income protection insurance in place to protect your family, yourself and your financial wellbeing.

One final point. I believe the value of money is to give you options, and you should plan to have fun along the journey.

I would also hope that one day, when you do stop work, you recognise that all your hard work was to give you freedom later in life. Sure, that may mean eating into your capital. But that’s okay – that’s what it’s for.

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.

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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.