Transport & Trucking Issue 126

www.truckandbus.net.au Issue 126 2019

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TREE CHANGER SCANIA’S NEW GENERATION XT HITS THE FORESTS ISSN 2206-1495

9 772206 149012 >

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KENWORTH T908 TIPPER HANSONS HINO NEW TOYOTA HIACE PEUGEOT EXPERT VA

ISUZU’S RE A DYTO-WORK RANGE #1 Traypack

#2 Tipperpack

The takeaway truck.

When you order some trucks, you have to wait around 12 weeks for a body to get built. But our Ready-to-Work models are good to drive away the day you buy them. That’s why we call them takeaway trucks. And our menu includes the Traypack, Tipperpack, Tradepack, Vanpack and Servicepack X. So no matter what your appetite or application, you’ll find a choice that hits the spot. Find out more at isuzu.com.au or visit your nearest Isuzu Truck Dealer now.

FSA/ISZ12479

#3 Tradepack

#4 Vanpack

#5 Servicepack X

CONTENTS CONTACT DETAILS

FEATURES

PO Box 7046 Warringah Mall NSW 2100

14 2019 ADVENTURES IN BRIS-NEYLAND

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 Jon Thomson Art Director Fiona Meadows fiona@kududesign.com.au

The Brisbane Truck Show has had another successful staging, in fact arguably the most successful ever. We take you inside what – if the Truck Industry Council has its way – could be the last HVIA run Brisbane Truck Show.

22 DOG DAYS ARE OVER?

After a lifetime as a rusted on Mack user veteran Blue Mountains transport operator Bob Thompson has been let off the leash and bought his first Kenworth, a T610 SAR and now reckons he has truly got the ‘bug’.

We visited Bob to see how the Kenny has possibly ended his Dog days.

28 SLEEP ON IT

Volvo debuted its new XXL cab FH16 as the star of its Brisbane Truck Show stand and we were very pleased to get the chance to pilot the big rig on a 900km test drive as well as spending a night testing its big innerspring mattress in the extended cab. Thankfully the Volvo’s on highway noise levels were lower than the noise of our snoring in the ultra comfortable bunk and we had no trouble sleeping on It!

32 DIGGIN’ THE DIRT

Trucks are used for all sorts of things, most of them toiling on our roads to ship goods and produce around the country. However some trucks have lighter loads and less onerous time schedules but play just as vital a role in moving valuable cargo to far flung places. One such truck is the KTM off road racing team’s Hino 700 transporter. We caught up with the team and the truck at the famous Finke Desert Rally in Alice Springs.

38 A DIFFERENT KIND OF LIGHT

Most light duty truck buyers make a B-Line for Japanese trucks. They are the standard in the industry, they’re a know entity and generally they deliver the goods. While the comfort and safety of the Japanese trucks has improved in recent times, the option of going European cab chassis models like the Mercedes Benz Sprinter offers a higher standard altogether. We took a Sprinter tray truck for a weeks hard test to see how it shaped up.

Advertising Sales Jon Thomson Mobile 0418 641 959 admin@truckandbus.net.au

44 FOLLOW THE LEADER

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

50 INTERNATIONAL TRADE

Queensland transport company Followmont has logged some significant milestones in recent times taking delivery of its 150th UD and celebrating 35 years in business. The highly successful Brisbane based operation is an impressive operation and we take a look at what makes the Followmont machine tick.

International has had a very tough time of things since its return to the Australian market. The sales have not exactly been setting the world on fire, which is a pity because they are good trucks. So it is not surprising that when Inter kicks a goal and does a deal to sell six ProStars then it should be something to crow about.

We take a look at International’s best customer so far and why they chose the brand.

56 KOREA MOVE

A funny name, funny looks and uncertainty have marked SsangYong’s time in Australia in the past two decades.

Now a new look, a new local operation and some impressive vehicles the Korean brand may have finally got its act together. We take a look at its new Musso utes, both the standard tray and the long wheel base XLV.

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60 COMPANY CAR: MY BIG FAT SUV

Aussies have fallen in love with SUVs, sport utility vehicles as they are more properly called. Big fat station wagons on steroids. Why exactly they love them we have no idea, but the love and passion for them is growing stronger all the time. We recently jumped aboard one of Toyota’s frontline SUVs, the Kluger for a Company Car test.

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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

SMARTER. TOUGHER. SAFER. THAT’S ANOTHER HINO

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Autonomous Emergency Braking, Adaptive Cruise Control, Vehicle Stability Control and Lane Departure Warning System included as standard. The all-new street smart Hino 500 Series Standard Cab. Visit hino.com.au. *

Active safety systems are an aid to assist the driver and have performance limitations. Please refer to our website videos for full details.

THE ARMS RACE IS ON

T

he old saying is that competition improves the breed, and if you apply that to the Australian truck market the incredible competition that we have here is breeding some incredibly improved product.

We stand on the edge of a product and technology explosion that will benefit every truck operator that embraces the new generation of trucks, and ultimately the Australian economy and society in general.

The technology and engineering in the new generation of trucks may irk some who believe that a truck needs an 18 speed crash box and a loud and rumbling diesel to push it along. To that I say, why don’t you put a crank handle in the truck so you can crank start it instead of using a fuss free electric starter. Perhaps you’d like to wind back all the technology, get rid of that smart phone, don’t use the internet, and perhaps you’d like to fly overseas on a DC3 instead of a fast, safe and efficient Jumbo jet?

Fact is that trucks have never been easier to use, safer, cleaner or more comfortable, and there is more to come, with a herd of new product on the horizon, all of which will lift the standards even further.

Already we have seen the latest generation of Euro offerings including the New Truck Generation Scania, the Benz Actros ( with another iteration on its way), ongoing tech improvements to Volvo’s flagship FH and of course Kenworth’s T610 along with more recently, its vocational siblings the T410 and 360.

Of the lesser players there has been the Iveco Stralis Xway and MAN’s D38 latest gen trucks. I’ve probably missed a couple, but you get the picture.

Then there are the massive advances made in light and medium duty, high tech trucks that drive like cars with safety and driver aids to rival anything in the passenger market. Hino and Fuso both have all of the latest electronic driver and safety aids and we hear many major fleets are now seeking these out, rather than

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going for the cheapest options. Duty of care and chain of responsibility is partly driving that but so is the drive for better efficiency. This is not just at the fuel bowser but also in a less overt area, with things like driver fatigue and productivity.

Having recently competed a 500km loop in one of Hino’s new standard cab 500s to the NSW South Coast and back, the truck’s comfort features and ease of operation make this current crop of medium duty models a joy to use and a lot less fatiguing to drive As we say there is more to come with Mack’s new Anthem based models due early 2020, Fuso’s new Shogun heavy duty model set to land anytime now, an updated Actros with those revolutionary camera mirrors probably coming sometime next year and Daimler’s great hope, the Cascadia due at the end of 2019.

There is a lot riding on Cascadia for Daimler in Australia. It is the truck they believe, will take on the might of Kenworth head on. The Cascadia is built in Charlotte, North Carolina and is the biggest selling heavy-duty line haul truck in America. It will be packed full of Daimler technology and driver aids and we will be able to report a bit more on that after a trip to Freightliner HQ next month. It is fair to say that Daimler Trucks Australia has thrown everything at this one and its testing program has been rigorous to make sure that it will live and work in the Australian environment and that none of the early teething problems its cab over brother the Argosy suffered in its early days are repeated with Cascadia.

For all of that, the technology and engineering in Cascadia and all of the trucks we have mentioned means we are spoilt for choice and it may seem economical to hang on to old trucks and not spend the capital on new machinery.

However take a leaf from the airline industry. The airlines that are doing well and returning strong profits are the ones who have embraced the latest technology, including fuel efficient planes that are

saving money on fuel, efficiency and greater comfort.

If you are spending $100,000 a year on fuel, and it wouldn’t have to be a very big fleet to do that, then we don’t need to remind you that a five per cent fuel saving will put $5000 extra on your bottom line, just like that. The new generation trucks are promising at least that and probably more, and that is without taking onto account productivity and efficiency gains for the drivers and travel times.

Yes folks its time to embrace the technology and reap the benefits, the pluses far out weight the negatives, so get with it!

Meanwhile, in this issue of Transport & Trucking we take a closer look at the Brisbane Truck Show, where a lot of that new tech was on display. Along with that we road test and bunk test Volvo’s great new XXL ‘big cab’ version Globetrotter, we head to the Blue Mountains outside Sydney to look at a fleet that is embracing Kenworth’s T610 after years with Mack.

There is a story on the Followmont Transport Group, which has hitched its wagon to UD with great success, We take a look at the KTM off road motorcycle race team’s Hino 700 rigid race transporter and we road test Mercedes Benz’ Sprinter cab chassis tray truck for something that is a bit different and an alternative to the Japanese fleets..

All that and a whole lot more in this issue. We hope you enjoy it and until next time drive safely.

JON THOMSON

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ISUZU GETS INTO SUPERCARS ISUZU TRUCKS has announced it is getting into sponsorship in Supercar racing by signing on as a sponsor partner with Truck Assist backing the Tekno Autosports in this year’s Australia Supercars Championship.

The sponsorship marks Isuzu Trucks’ debut Supercars and according to Isuzu head of marketing and customer experience, John Walker, joining forces with Truck Assist, Australia’s leading truck roadside assistance provider, was the perfect introduction to the racing format.

Isuzu is the last of the major truck makers to get involved in Supercars which sees Hino and Kenworth sponsoring the series and manufacturers including Volvo, Mack, Scania, MAN, International, Iveco, Western Star and Freightliner all involved in team sponsorship.

“Isuzu Trucks is excited to be onboard with Tekno Autosports, driver Jack Le Brocq and our long-term industry partner Truck Assist for the 2019 Supercars season,” Walker said.

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“The fanbase for the Virgin Australia Supercars racing series has a very strong alignment with the Isuzu customer base, so naturally it’s exciting that we are able to have our customers engage further with the series.

“It’s fantastic to be partnering with a team that has the Bathurst winning pedigree of Tekno, while we are also partnering with Jack on a personal level, as we see him having a bright

future in the sport.

“IAL has enjoyed numerous successful partnerships with Truck Assist and parent company NTI, with Isuzu’s 24-hour roadside assistance service provided by Truck Assist for many years,” Mr Walker said.

Truck Assist general manager Alan Hasted added “It’s fantastic to be bringing together Tekno Autosports, Jack Le Brocq, Truck

Assist and Isuzu Trucks for the 2019 Supercars season.

“Between Truck Assist and our parent company NTI, we have enjoyed a long-term relationship with Isuzu Trucks as the brand’s preferred service partner, with a focus on 24-hour roadside assistance.

“This partnership is a natural extension of that collaboration and is exciting for everyone involved,” said Mr Hasted.

VW GETS SET TO

FLOAT TRATON

VOLKSWAGEN is in talks with major Swedish institutional investors about being the cornerstone shareholders in the dual listing of its trucks unit Traton in Stockholm and Frankfurt.

The discussions could result in more than one cornerstone investor being brought on board and for each investor to take a $AUD 240 million to $AUD480 million (€171.21-342.42 million) stake, confidential sources revealed this week.

Cornerstone investors are institutions that are invited to subscribe to shares ahead of an IPO to boost its popularity and often serve as a seal of approval for other investors. Securing such investors is popular among Nordic companies.

Swedish investor Första AP-fonden had conformed it has been asked about being an anchor investor, according to its head of equities Olof Jonasson, but declined to comment on the stake size or price.

“We have been approached but I couldn’t really tell you anything about the details... Our interest would be about business potential and valuation and all those things put together,” said Jonasson, whose fund is also a large owner of Swedish rival AB Volvo.

It was reported recently that VW expects to sell shares worth $AUD7.98 billion-$AUD 9.6 billion in an April listing that could value Traton at about $AUD 30 billion to $AUD 40 billion.

At this size and value, the IPO could

be Germany’s and Sweden’s biggest new share offering in 2019, but the sources said its size had not yet been finalised and would depend on market conditions.

AP4 head of equities Per Colleen said he could not confirm any of the details but added: “Anything of that size, we will have a serious look at”.

Traton is the umbrella name for MAN, Scania and VW brands, but Swedish company Scania is by far its most valuable part, with superior profitability and stability.

Scania was listed in Stockholm until 2014, when its then largest investor VW took it private in a deal that valued it at about €17.9 billion, but many Swedish investors that were squeezed out said then that the offer undervalued the group.

One source said that Swedish funds were keen for a substantial stake in the Traton IPO as they expected it to have a large influence on the automotive and engineering-heavy Stockholm blue-chip index that they try to outperform.

Traton CEO Andreas Renschler would not comment when asked about the plans but told analysts at the firm’s capital markets day that the company wants to be the most profitable global commercial vehicle player and to have access to all global profit pools. That might be a key to future consolidation of its assets in Australia, particularly once it takes a bigger, controlling stake in Navistar.

If markets are deemed favourable, Volkswagen would publish a so-called intention to float (ITF) in the second half of March followed by the listing four weeks later.

Traton aimed to float on the Frankfurt

stock exchange with a possible secondary listing in Sweden, the home of its Scania brand. “Stockholm would help Traton attract local oriented, long-term investors in Sweden,” one source said.

VW plans to build a global trucks business by integrating its MAN and Scania divisions and growing its stake in US maker Navistar enabling it to challenge other global truck giants Daimler and Volvo. Traton boss Andreas Renschler pioneered the concept and so has done it all before when he headed up Daimler during its successful acquisitive phase when it brought Mercedes, Freightliner, Fuso, Western Star and Detroit Diesel together under one operation.

A flotation could allow Traton (Volkswagen Truck & Bus) to build a war chest to deepen its relationship with Navistar in the U.S. truck where it now owns a 16.85 percent stake.

Meantime, while Daimler posted record resultsin 2018, Traton has also posted some fantastic results significantly increased its sales revenue and operating results in 2018.

Traton’s sales revenue rose by six per cent to $AUD 41 billion (€25.9billion) across all brands.

The company’s adjusted operating profit increased by about 13 per cent to approximately $AUD 2.6 billion (€1.7billion), more than doubling the rise in sales revenue.

“Traton has performed exceptionally well since being established three years ago. We remain right on track to become a global champion. As a group of strong brands, we create success for our customers and tap synergies together. We are ready to take the next

steps.” Andreas Renschler, said.

Now that the company has systematically taken steps to achieve capital market readiness and streamlined its portfolio, it will now focus on a new system of financial reporting,” said Renschler.

All three Traton brands produced strong results in 2018 with sales revenue of MANTruckandBus rising by about eight per cent to $AUD17.12billion (€10.8billion).

The increase in adjusted operating profit was up about 13 per cent to $AUD 856 million (€540million).

The Scania operating unit revenue rose by more than four per cent and totalled about $AUD 20.16 billion (€13billion). While its operating profit was weighed down by the additional costs associated with the introduction of the new truck generation but still rose by more than three per cent to $AUD1.9billion (€1.2billion).

Traton is expecting a slight increase in sales revenue in 2019 driven by a slight increase in sales volume and will target a further increase in sales volume and a slight acceleration in sales revenue growth starting in 2020, driven by positive sales volume and aftermarket services revenue growing proportionally.

The result positions Traton well for the upcoming IPO and its expected purchase of the controlling share in Navistargiving it a footprint in a vital market, as Daimler has proved this year with record sales for its truck division there where it sold more than 175000 trucks and captured almost 50 per cent of the class 8 market boosting its global earnings to more than $AUD 61 billion in 2018.

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GLOBE FREIGHTLINER HAS ANNOUNCED that it has introduced a new

ISUZU INTO SUPERCARS / VW

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general access Coronado 114 short OSCARS SEASON

wheelbase tipper.

The company says it is responding to demand from the local market, and says it worked with a local body

FREIGHTLINER PUMPS UP CORONADO LINE-UP

builder to develop a tipper and dog combination that falls within a crucial design envelope of 19 metres.

The company says that this means the Coronado tipper can run as a general access vehicle at 50.5 tonnes and enables PBS level 2 route access running at 57.5 tonnes.

Freightliner has introduced the new model after it performed well in a local evaluation program during 2018 Freightliner Australia director, Stephen Downes, says the Coronado 114 short wheelbase tipper will lift productivity.

“The Coronado 114 short wheelbase truck is a great example of Freightliner Australia working to develop a truck that is just right for the needs of our local operators,” he says.

“We had a lot of feedback that operators really rate the Coronado 114 as a tipper and dog, but would really appreciate the option of running general access or PBS level 2 for productivity gains, so we got to work.”

In order to meet the length requirements, Freightliner engineers started off with a shorter chassis and fitted a space-saving horizontal exhaust. They also moved the batteries off the chassis rail and under the passenger seat and replaced a single fuel tank with two compact tanks on either side of the chassis. The wheelbase was shortened by 500mm to 4800mm.

These changes not only open up the 50.5 tonnes general access and PBS Level 2 57.5 tonnes classifications, but also reduce the already low tare weight and further improve the truck’s turning circle.

The Coronado 114 general access tipper is fitted with the trusted Detroit DD15 six-cylinder engine that generates up to 560hp and 1850lb-ft of torque.

It can be ordered with an 18-speed Eaton manual or 18-speed Eaton UltraShift Plus automated manual transmission (AMT).

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Scania’s New Truck Generation range has attracted record Australian orders.

Here’s why: • Fantastic pulling power: More torque at low revs for unbeatable driveability.

• Fuel efficiency: Engines, transmissions and aerodynamics are all more efficient than before.

• Safety: Australia’s safest truck range thanks to our standard, world-first side curtain roll-over airbags, plus available active electronics safety pack.

• Driver comfort: Excellent visibility, quiet cabin, customised digital dash, luxury-car build quality.

And now, all New Truck Generation Scanias come with 5-year/500,000 km Maintenance included.*

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FOR THE ONLY BUSINESS THAT MATTERS. YOURS. Visit www.scania.com.au *Conditions apply

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5 YEARS or

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TOYOTA HAS REVEALED its first new HiAce van in 15 years, claiming advanced safety features, new engines and enhanced ride comfort and specification.

The new HiAce marks a shift to a semi-bonneted design enabling the development team to implement ‘significant changes with a stiffer frame, stronger straight-line performance, greater stability and manoeuvrability and more pliant suspensions’.

Toyota says the new HiAce will arrive in Australia in the middle of this year and will be available with two-seat vans in long (LWB) and super-long wheelbase (SLWB) configurations, five-seat LWB crew vans and 12-seat SLWB Commuter buses.

Toyota Australia vice president sales and marketing Sean Hanley said the all-new HiAce will meet the safety, comfort and reliability needs of ownerdrivers, private drivers, passengers,

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fleet and corporate users.

“All-new HiAce is the total solution for transporting cargo, tourists, workers and families,” Mr Hanley said.

“Beyond expanding the vehicle’s core mission as capable, durable and reliable transport, it has now stepped up to deliver the comfort and safety that today’s motorists demand for private use,” he said.

“Importantly, we anticipate even better whole-of-life costs with excellent reliability and resale value along with minimal downtime and affordable maintenance. The semi-bonnet design makes it significantly easier and quicker to replace parts such as the oil and air filters, battery, and coolant.

“In addition to being highly capable right off the showroom floor, all-new HiAce has been designed to offer immense flexibility through conversions and customisation to meet varied business and personal needs.”

The sixth-generation HiAce range will

be offered with two new engines - a 2.8-litre four-cylinder turbocharged diesel or a 3.5-litre naturally aspirated petrol, both available with six-speed manual or automatic transmissions.

Toyota says HiAce has been maintained at a maximum of 6.2 (LWB) and 9.3 cubic metres (SLWB) due to it claims a longer wheelbases and clever packaging that increases internal width by 215mm and height by 5mm without altering overall exterior width.

The SLWB two-seat van is capable of accommodating Australian standard pallets (1165mm x 1165mm) through its wider sliding side doors.

Toyota says the new HiAce is expected to achieve the maximum 5-star ANCAP safety rating as a result of its highly rigid structure and advanced safety technologies, including a pre-collision system with autonomous emergency braking and pedestrian and cyclist detection.

A reversing camera and up to nine

airbags are complemented by an optional digital rear-view mirror that provides a wide field of view unobstructed by headrests, occupants or cargo.

The bottom edge of the front door is lower and comes with a wider step for easier access. Larger front-door glass and a lower belt line improve visibility.

Towing capacity has been expanded to a maximum 1,900kg on key variants, an improvement of up to 500kg.

Newly developed MacPherson struts at the front provide improved handling and stability as well as ride comfort, according to Toyota.

In the rear, the new leaf spring suspension span has been increased by 200 mm, extending the bound stroke by 30 mm for a comfortable ride while enhancing handling and stability.

Toyota claims to have sold more than 330,000 HiAces over the decades it has been sold in Australia.

SCEPTICISM THE BIGGEST HURDLE FOR ELECTRIC TRUCKS ACCORDING TO US SURVEY US HEAVY TRANSPORT operators are sceptical about the chances for widespread electrification of heavy trucks according to a survey by US fleet company Fleet Advantage.

The US Class 8 heavy-duty truck and fleet industry held a prolonged dialogue throughout 2018 regarding the prospects of electrification of vehicles and where they stack up against diesel counterparts.

While electrification has potential to grow into a possible reality down the road, many in the US industry remain devoted to improving output of quality returns found in diesel.

According to Fleet Advantage there are numerous reasons why electric trucks may continue to take a backseat when private transportation fleets and carriers are developing their truck procurement strategies.

Items ranging from fuel economy, cost of investment, range and charging station organisation are at the top of the list of trepidations for fleet managers according to the survey.

In a the survey, fuel economy

ranked second (36.7per cent) as a top motivator overall for truck replacement. This is especially important since 86 per cent said they’ve experienced a consistent increase in fuel economy in model years from 2013 to 2018.

This perspective is further underscored by the fact that the recent US price of diesel has increased above what industry forecasts projected.

According to the latest North American Council for Freight Efficiency (NACFE) and its Annual Fleet Fuel Study, diesel recently increased to $US3.28 per gallon ( about $ AUD1.10 per litre), surpassing its projection of reaching just $2.72 ( 0.95cents Australian per litre) in 2018.

In terms of electric or hydrogen fuel-cell trucks, only 4 per cent of respondents said they are currently procuring these types of trucks, and 53 per cent said they neither see the value nor will they consider the technology for at least another 10 years.

Nearly a quarter of respondents (21 per cent) also said they believe electric

or hydrogen fuel-cell trucks will never be widely used for over-the-road operations. As for their reasons, 39.4 per cent said they will not consider the technology because of limited fuelling or charging station infrastructure; and 33.3 per cent have concerns over the vehicle’s range or distance.

Proponents of electrification point to the technology’s environmental benefits.

However, many do not fully realise the substantial gains diesel has made in these areas as well. Private fleets and for-hire organisations realise these benefits when they upgrade to the latest truck equipment available.

An analysis of US Class-8 truck utilisation from Fleet Advantage saw that these companies could realise a first-year savings of $AUD 37,754 ($US26,687) when upgrading from a 2012 model-year truck to a 2019 model. This represents a 15.5 per cent increase in savings compared with a similar analysis a year ago upgrading to a 2018 model when diesel prices were the equivalent of 0.95 cents Australian

per litre ($US$2.57 per gallon).

In addition to realising significantly better cost savings from fuel economy gains, fleets also achieved an estimated 18 per cent reduction in CO2 emissions and 46 per cent reduction in NOx output when upgrading from a 2012 model-year sleeper to a new 2019 unit.

The industry will continue to calculate electrification as a possible asset for the transport of goods in support of the economy – and they should take a hard look. However, the data continues to support diesel as the primary option for transportation, as newer truck technology makes great strides in improving fuel economy and lowering emissions.

Fleet Advantage said that coupled with lifecycle asset management strategies that leverage flexible lease models that help reduce the total cost of ownership and help upgrade into newer technology every three-to-four years, diesel will remain the most economically viable option for the foreseeable future.

WHILE ELECTRIFICATION HAS POTENTIAL TO GROW INTO A POSSIBLE REALITY DOWN THE ROAD, MANY IN THE US INDUSTRY REMAIN DEVOTED TO IMPROVING OUTPUT OF QUALITY RETURNS FOUND IN DIESEL.

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ITS OSCAR SEASON AGAIN, not the movie awards but the round of truck maker awards acknowledging the performance of their dealer networks.

Paccar Australia was one of the first naming New Zealand’s Southpac Trucks as its Australasian Kenworth dealer of the year while BMG Kenworth DAF Mt Gambier won DAF dealer of the year and Financial Dealer of the Year with both the awards fo presented at Paccar’s annual dealers event in Queenstown NZ last month.

Paccar Australia MD Andrew Hadjikakou presented the award to BMG Kenworth DAF Mt Gambier Dealer Principal, Jim Cornolo, congratulating the dealership for winning the hotly contested DAF prize and crediting them for their benchmark performance.

Hadjikakou praised the dealership for constantly exceeding customers’ expectations and striving to deliver the highest level of support across all areas of their business.

Hadjikakou also complimented Southpac, which was runner-up last year.

“Focusing on the most important factor in the business – the customer – Southpac Trucks has again shown the highest standards of service and professionalism,” he said.

“The Kenworth Dealer of the Year award is not about who sells the most trucks, but which dealer provides the best overall performance for the customer. This award serves to encourage all dealers across the Kenworth dealer network to strive for customer excellence.

“Southpac’s ongoing commitment to the industry and continued investment in its people and facilities is commendable, providing customers with the latest products and services and industry know how.”

Southpac Trucks CEO Maarten Durent dedicated the award to his team.

“We are again honoured to win this

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award and for being recognised as the top performing dealer among an excellent cast of dealers,” Durent says.Isuzu has congratulated its dealer network on the back of its record sales and history making break through the 10000 annual sales barrier at the company’s annual dealer of the year awards.

Meantime Isuzu reached the milestone of being top truck brand for the past 30 consecutive years in 2018 and sold a massive 10027 trucks for the year, whichthe company says was made possible by the hard work of its national dealer network.

Isuzu announced Ballarat Isuzu for the third time as its national dealer of the year last week at the company’s annual national dealer meeting in Melbourne.

Notching up an impressive hat-trick in 2018 with the achievement of National Dealer of the Year, was.

IAL MD Ms Hiroko Yaguchi said it was the unrelenting focus on the delivery of exemplary customer service and support that saw Ballarat Isuzu achieve the award once again in 2018.

“Ian Deacon and his team at Ballarat Isuzu are examples of the Isuzu difference and what has kept us number one for 30 years in a row,” she said.

“Testament to this success is the expansion of the Ballarat Isuzu operation with the team recently also taking on the Mount Gambier Isuzu Trucks dealer franchise.

“Sales Dealer of the Year went to Tracserv in Dubbo while Suttons Trucks at Arncliffe in Sydney won. Service Dealer of the Year for the third year in a row, capping off a huge year for the Sydney-based dealer.

Parts Dealer of the Year award was shared between Peel Valley Isuzu in Tamworth and Ballarat Isuzu.

Outgoing IAL Director and Chief Executive Officer, Phil Taylor, congratulated the winners in what was

his last appearance at a national dealer meeting function.

“These gatherings are important and serve as a fantastic opportunity to celebrate our collective efforts each year.

“I’m very proud of the achievements of our dealer network. They are at the coalface every day, and it’s their professionalism and dedication to the brand that ensures our success year after year.

In the middle of the Gongs Season Hino has praised its dealer network and handed out accolades accolades at its Dealer of the Year awards, Sydney’s last weekend.

Melbourne’s Prestige Hino took the top gong as Metropolitan Dealer of the Year for the fourth year in a row while Newcastle Hino took the Regional Dealer of the Year title for the fifth time.

Dealer Principal of Prestige Hino Angelo Valerio complimented his team on their exceptional performance in 2018: Newcastle Hino Dealer Principal Kevin Purcell was delighted with the award: “Our team is focused on being the best that we can possibly be, and to have our efforts recognised and applauded is awesome.

“I am immensely proud of everybody at Newcastle Hino and it is a continuing pleasure and privilege to lead such a committed group of people.”

Prestige Hino Danny Timewell was named salesperson of the Year while Pacific Hino in Cairns clinched the Regional Customer Experience – Service award while Sydney’s Adtrans Hino won the metropolitan title.

In a nod to longevity of service, West Orange Motors was recognised for its 40 year partnership with Hino.

Hino Motor Sales Australia Chairman and CEO Steve Lotter credited the brand’s excellent results to the strong dealership network and the efforts of the Hino Motor Sales Australia team.

“With an increase in sales of 17 \per cent in 2018 compared with 2017, Hino outperformed the market, taking our market share to 15.8 per cent likewise we achieved record results in both the service and parts divisions of the business,” said Mr Lotter.

“Our ongoing focus on the customer has translated to a continued high customer experience score which provides us with the strong foundation we require for further growth.”

NIKOLA SAYS BATTERY ALONE WON’T MEET ALL NEEDS NEW AGE TRUCK MAKER, Nikola has confirmed it will present the US truck market with both a battery electric vehicle (BEV) and a hydrogen fuel cell (HFC) power plant for both its heavyduty Nikola Two and Nikola Tre prime mover models.

The US based zero emission truck maker and Tesla’s key truck rival says it will have 500kWh, 750kWh and 1mWh power options for its battery powered trucks aimed at short-haul operations, while the Hydrogen Fuel Cell trucks will target longer haul work.

Nikola says that its smaller, Euro style cab-over Tre will be aimed at European, Asian and Australian markets , however its arrival down under is likely be later rather than sooner with the company saying it will be in the medium- to long-term.

Nikola says the the Tre will produce 2,712Nm of torque, between 500 to 1,000hp and a range of between 500 and 1,000km.

“One size does not fill all and both replace internal combustion engine and emissions,” according to Nikola

as the company gears up for a formal market presentation in mid-April and underlines a growing acceptance that both BEV and HFC will be needed to meet all road transport tasks.

“So far, Fuel Cell can’t be beaten for long haul and BEV is good option for short haul,” said Nikola says in a recent facebook post.

“The World needs both, ICE (Internal Combustion Engines) is enemy, not hydrogen or BEV, although each have advantages.”

Nikola says that a BEV semi running at

36 tonnes will run at about 2.25 kWh per mile in” real weather and normal hills on routes”, with 1nWh good for about 600km.

It notes that only 90 per cent of the battery is useable and that in cold weather, “you get 500km / 1Mwh” for a nine tonne vehicle.

On HFCs, it sees 80kg of hydrogen producing 11-16km per kg and using the same 2.25kWh per mile as its BEV. “Fuel cell system and truck complete weight 6.8-7.7 tonne so about 1.36-2.27 tonne less than the BEV,” it added.

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Truck Show

THE BRISBANE TRUCK SHOW HAS HAD ANOTHER SUCCESSFUL STAGING, IN FACT ARGUABLY THE MOST SUCCESSFUL EVER, DEPENDING ON WHO YOU SPEAK WITH, BUT MOST TRUCK MAKERS ARE PRETTY HAPPY WITH THE TURN OUT AND THE REAL CUSTOMERS THAT CAME THROUGH THE DOORS AT SOUTHBANK. WE TAKE YOU INSIDE WHAT – IF THE TRUCK INDUSTRY COUNCIL HAS ITS WAY – COULD BE THE LAST HVIA RUN BRISBANE TRUCK SHOW.

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ith bumper crowds and more manufacturers and industry suppliers clamouring to show their wares in the halls of the Brisbane Exhibition Centre the spectre of the Truck Industry Council’s declaration, made the week before the Show, that it wants to stage its own show in future seemed a little less potent than it did when it made the statement. This was particularly felt when we spoke with key executives from some of the manufacturers.

The Show was run in the shadow of that threat from TIC but we learned that the industry is far from 100 per cent behind

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the concept of a new show.

T&TA understands that one leading manufacturer which represents three major brands abstained from voting on the decision to stage a rival truck show event and that at least two other makers are not particularly happy about the decision either.

All of this came against a backdrop of big crowds across the four days of the Show that saw thousands of serious buyers along with punters touring the show halls and many favourable and positive comments from the manufacturers and suppliers exhibiting there. Only time will tell if the highly successful Brisbane event can see off its potential rival as it has

done with every pretender in the past 51 years, since its inception in 1968.

A total of 36,921 people went through the doors over four days and the halls were constantly busy, with manufacturers reporting the Show was “busier” than in previous years.

“I have had so many of our exhibitors telling me the level of business that was done on the stands,” HVIA CEO Todd Hacking said.

The show saw all of the leading makers there along with some new entrants including Chinese maker Foton, which is returning under its own factory owned distributorship, the Australian owned

but Chinese made Diamond Reo brand which despite the venerable name plate has virtually nothing in common with the famous but long dead US brand, SEA electric, the Melbourne based company developing electric drivelines for existing OEM truck chassis’ and the WA based distributor of Czech truck maker Tatra.

Penske made its return to the show with its MAN and Western Star brands after missing 2017, while the majors all put their best efforts forward with some big glitzy stands to show the best and brightest trucks and technology available in the industry.

So let us take you on a tour around the Brisbane extravaganza to reveal what

was on show and what it all means in the bigger scheme of things.

DAIMLER – MERCEDES BENZ Daimler really staged an all out blitz with its stand with key brand Mercedes featuring the next gen Actros that debuted at Hanover last year, as centre piece for its exhibit. Bristling with technology the new Actros had everyone talking.

While the current gen Actros took almost five years to reach Australia, Benz says the new truck will be here next year 18 months after debuting at Hanover.

The company also confirmed it has begun an Australian validation program for the truck, which features some amazing tech, including

MirrorCam, the system that uses cameras connected to two large screens in the cabin to not only boost driver vision but also reduce aero drag to increase fuel efficiency and safety.

It was certainly a talking point at the show.

Benz also presented its SoloStar Concept in Brisbane, with a huge fold down bed with an 850mm wide inner-spring mattress and lounge-style seat that the company says delivers more usable space for drivers without imposing an axle weight penalty.

The company says it could be made available soon in Australia depending on feedback. It was a counterpoint to Volvo’s new XXL cab on the stand next door to the Daimler ‘village’.

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FREIGHTLINER Daimler showed off its Freightliner Cascadia test truck fleet, including the first right hand drive version, joining the left hand drive models which have been pounding Australian roads for the past 10 months or more, as part of a $100 million right-hand drive development program for Australia and New Zealand, ahead of its proposed local launch early next year.

Cascadia is the best-selling heavy truck in the USA, and the company says it will set a new standard for safety, efficiency and driver experience for bonneted trucks in Australia when it goes on sale.

FUSO On the other side of the Benz display was Fuso with its new heavy duty model with the company officially revealing its new name, Shogun.

The Fuso Shogun will be available for sale at Fuso dealers across Australia from 1 June with its new Euro 6 compliant Daimler OM470 11-litre in-line sixcylinder common rail engine, which features a special pressure booster and an asymmetric turbocharger. It boasts outputs up to 455hp and 2200Nm of torque and mates to a Fuso iteration of the Daimler 12-speed A/MT. “The Shogun is a revolutionary model for Fuso and the Japanese heavy duty truck segment in Australia,” says Fuso Truck and Bus Australia director, Justin Whitford.

Like Volvo with UD, Daimler is aiming Fuso toward a bigger role in the higher yield Heavy Duty market.

With a newly redesigned cab the Shogun has the looks and underneath there is also an extensive array of safety along with a new interior while it will be available as an 8x4m, 6x4 or single drive and ratings up to 63 tonnes.

PACCAR Occupying its massive stand, in its usual spot at one end of the Brisbane Show, was heavy duty market leader Kenworth with a vast array of models including the newly launched T360 and T410s based around the 2.1 metre cab so successfully launched on T 610 back in 2016 with the 360 using Cummins power, and the 410 offering the Paccar MX-13 engine.

Speaking of the 610 Kenworth also debuted the new T610 600mm sleeper and the T610SAR with its new 1400mm sleeper.

While the technology and glamour of the massive Daimler stand across the aisle had the industry talking it was clear the big line up of red ‘Kennies’ had the

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attention of the vast majority of punters pouring in the doors of the Show.

There on the Kenworth stand was a K200 proudly bearing a banner proclaiming it as Euro 6 with its Cummins X15 SCR engine.

Who would have thought that PACCAR would be loudly shouting its Euro 6 credentials while its European heavy duty competitor Volvo is firmly wedded to Euro 5 in its locally made trucks, it is a funny old world sometimes.

Along side the Kenworth fleet was the other Paccar brand, DAF showing the new locally assembled CF85. 510 taking pride of place alongside the first public display of the Euro 6 LF260 12T and LF290 18T 4x2 cab/chassis models, which were launched in Australian in late 2018, along with the flagship XF105 510.

VOLVO Volvo Group as usual was on home turf in Brisbane and centre-piece of its large and brightly lit stand was the new XXL cab Volvo FH16 Globetrotter.

The new ‘supersized’ version of the FH cab Volvo says responds to demand for extra living space from the truck industry.

To achieve the extra space, it has reengineered the XL cab, moving the rear wall back 250 mm making the bed in the XXL 130mm longer and 250 mm wider than in a regular Volvo FH. Volvo also showed a special 25th anniversary model FH celebrating a quarter century of FH manufacture at the Volvo factory in Brisbane.

UD Volvo’s Japanese brand UD unveiled its new Croner model, which will be launched in Australia in early 2020 replacing the company’s PK models at the upper end of medium duty. The Croner will be sourced from UD’s Thai manufacturing plant. This just confirmed what was possibly the world’s worst kept secret. Dealers and customers of UD’s excellent medium duty offerings will have to wait for the replacement’s arrival here late this year or early next, and while there is a bit of pain to be endured through that we reckon the wait will be worth it.

In the meantime, the exciting news in Brisbane for UD was the release of the 8.0-litre version of the Quon, adding a downsized engine for lower weight tasks and better fuel efficiency. It is also the same engine that will be used in the Croner when it arrives. It was another clear demonstration of Volvo’s influence on the UD brand it has owned for almost a decade now.

MACK At Mack the company’s new flagship Anthem model took centre stage with a display model, which was built locally to showcase the new flat floor stand up sleeper cab. The Anthem is currently being tested on Australian roads and is expected to be launched here, in various forms, sometime in 2020. While the Anthem is a single model in the US, locally Mack is planning on using and adapting the new cab to a variety of models except the Metroliner, which is popular in the concrete agitator market.

Mack also showed a spectacular Superliner show truck finished in a superb green paint scheme while the specially airbrushed ‘Jimmy Barnes - Working Class Man’ Superliner which is being auctioned for draught relief was a massive crowd puller across the River at the top of Queen St Mall.

SCANIA At Scania ‘the other Swede’ headlined with some lighter models with the P 340 6x2 rigid fuelled by Compressed Natural Gas, and the P 280 rigid with its new Scania 7.0-litre diesel engine.

The gas truck is claimed to reduce CO2 emissions by up to 90 per cent and is aimed at urban distribution work, delivering a 360 kg lower weight over the front axle targeting a sector of the market Scania has not tackled before with the low entry P-series cab.

The flagship on the Scania show stand was of course its big banger the V8powered R 650 Euro 6.

PENSKE On what was a compact stand, which some speculated was payback for its absence from the 2017 Show, Penske highlighted some of its newest offerings from Western Star and MAN, with the big trucks shoulder to shoulder on the stand.

The new 5800FE Western Star was the star of the bonneted offerings along with a 6900 which was finished in the colours of its new owner Neil Mansell, who took delivery of the truck at the Show and will put tit to work on B Double work in Queensland right about now.

MAN’s flagship 640hp TGX 26.640 ‘Performance Line’ version was the star of the cab-over side of the room at Penske and with its big cab it should be a competitor for Volvo’s new big cab but the German brand has not had big sales numbers to the private market in recent times (its sales have been bolstered by a large military contract

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but private sales have been languishing).

All eyes are on MAN’s parent company Traton and where global boss Andreas Renschler takes the MAN brand in years to come. As we have said before, we would not be surprised to see MAN, Scania and perhaps Navistar in a consolidated operation at some stage in the future like Volvo and Daimler have successfully demonstrated.

ISUZU Market leader Isuzu concentrated on its Ready to Work range with a vast array of bodied trucks from concrete agitators to tippers, tautliners and service body models highlighting the trend in light and medium duty for buyers seeking trucks that come ready built and set for work.

Isuzu has taken a large chunk out of Iveco’s Acco agitator market in recent times and the Japanese brand appears to be redoubling its efforts in this area and also in other vocational apps especially

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in refuse with a new dual control FY targeting the waste industry on display.

While local electric maker SEA had its own stand the Dandenong based EV producer had its stamp on the Isuzu display as well with one of its test and development trucks to demonstrate Isuzu’s commitment to electrification of its trucks down under. The question we ask is why Isuzu Australia has to run this development program with an external partner in Melbourne and why this has not been undertaken by its parent company in Japan where budgets and resources would be more plentiful. Strange days indeed.

HINO Hino gave its recently released Standard cab 500 series models their first showing at a truck show with an array of variants from the new model line up along with the smaller the 300 Series 817 4x4 which debuted at the Brisbane Truck Show two years ago and the flagship 700 series

heavy duty coupled to the company’s ‘Sportsdeck’ display unit that normally sees duty at rounds of the Supercar series.

The standard cab 500 is the most impressive medium duty truck we have ever driven and its little wonder that it has become a sales hit for the Toyota owned truck brand.

Hino also showed a wide cab FM2632 model fitted with a six-speed Allison automatic and electronically controlled rear air suspension.

IVECO Iveco concentrated on sustainability and featured its Euro 6 engine range across its light, medium and heavy duty ranges.

It was of course the first show for the new locally made Stralis X-Way and the Stralis based new Acco. The stand showed both a X-Way prime mover and rigid model. The Euro6 Acco, is still in the middle of in-field development testing ahead of its launch later this year.

Two Accos were on the stand with a 6x4 featuring a Bucher compactor body and an 8x4 with a Hiab hooklift body.

There was also a Euro6 Eurocargo equipped and a Daily 70C van and a prototype Daily 4x4 with an increased 7 tonne GVM.

FOTON Chinese truck makers have struggled here but Foton has so far been the most successful of what has been a lacklustre performance. Foton is now on its third distributor in about six years with a short lived Queensland operation being followed by Ateco and now for its third attempt it has taken matters into its own hands and is handling the distribution itself from a factory owned operation on the Gold Coast.

Somewhat chequered, you might say.

Like a lot of companies Foton says Australia is a strategic market despite the crowded and competitive truck sales arena

and at least initially it is starting with two models, which bare a passing resemblance to Isuzus. The light medium models in the Foton line up are the Aumark S and the Auman EST. The Aumark boasts a GVM of almost 7.5 tonnes while the Auman has a 12 tonnes GVM. Both use Cummins power with the Aumark using the 3.8-litre Cummins ISF engine with 112kW and 500Nm of torque while the Auman uses the 4.5-litre ISF with 138kW of power and 700Nm of torque while both use a ZF six-speed manual.

Lets see if Foton can make it third time lucky in Australia.

TATRA West Australian based Off Road Trucks Australia the distributor for the Czech brand Tatra were as proud as punch to whom off the 6x6 Tatra Phoenix on its small stand in Brisbane.

Tatra has a close affiliation with DAF and the Phoenix uses Paccar’s DAF developed MX engine mated to a ZF transmission and can be had in both 6x6 and 8x8 versions.

ORTA has been making steady inroads into the mining industry especially with the specialised and rugged Tatras and the company boasts operations in two of the country’s mining capitals, Perth and Mackay.

DIAMOND REO Don’t be confused by the name, the only association these trucks have with the legendary US brand is the name.

One time Diamond Reo distributor in Australia and chief of the Daysworth container tractor truck business, Ivan Vodanovich has re-birthed the name using Chinese built versions of European cab overs.

Some cynical colleagues dubbed the Chinese built trucks ‘Diamond Leos’

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for obvious reasons. The company unveiled the new trucks with some bold claims, however in such a competitive and cut throat market one doesn’t feel they will cause too much bother to the scorers in the Aussie truck arena in the near future.

One wonders what any remaining Diamond Reo insiders in the USA must think of these Sino-Euro machines.

They’re a long way from the Speedwagon!

CUMMINS A century is a long time in anyone’s language and that is what Cummins is logging up this year. In 1919 Clessie Cummins started the company in Indiana and one wonder if he ever imagined it would one day be the World’s leading specialist diesel engine maker.

The star turn at Cummins 100th anniversary display in Brisbane was the new X15 Euro 6 heavy-duty range, which also starred in the aforementioned Kenworth K200 on the Paccar stand.

Thankfully for Cummins and its

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employees, the three letters that make most of them break into a cold sweat - EGR, have been dropped from its on highway line up.

Cummin’s X15 Performance boasts power output options from 525 to 625hp and torque of between 1850 to 2050lb-ft with the X15 Efficiency range taking in the 460 to 550hp spectrum with torque from 1650 to 2050lb-ft.

Interestingly there was also the first fruit of Cummins alliance with Eaton with the X12, mated up to one of Eaton’s new 12-speed boxes on display on the stand.

ALLISON Allison showed its new nine speed auto which the automatic specialist says will hit the roads in the next two or so years while also reinforcing recent announcements about its buy into a couple of electric driveline specialist companies that it hopes will future proof its business as the industry changes and morphs into a more environmentally sensitive electric future.

DETROIT As the once numerous truck engine makers have diminished with an increasing orientation towards truck makers doing their own drivelines and companies like Caterpillar retreating from the heavily regulated on highway market Cummins now pretty much has this market to itself.

This didn’t stop Detroit from showing its big banger DD16 as its star display on the Penske Power System stand. It was this big Daimler developed 16 litre’s first showing, apart from in a Daimler truck chassis. It is of course the same engine as in the big Benz Actros and will also be the engine for the upcoming flagship Freightliner Cascadia when it hits town in early 2020.

Well that’s Brisbane for another two years. It will be fascinating to watch the machinations over the next 24 months and whether TIC’s ambitions win the battle of Brisbane or whether the HVIA can retain its cash cow and continue to serve the industry with the best truck show on this side of the Equator.

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New Model

THERE IS ALWAYS A LOT HANGING ON A NEW TRUCK LAUNCH, THAT GOES WITHOUT SAYING AND IN THE CASE OF HINO’S NEW STANDARD CAB 500 SERIES IT IS ESPECIALLY TRUE. T&TA WENT TO JAPAN TO FIND OUT ALL THERE IS TO KNOW ABOUT SECOND PART OF HINO’S NEW 500 SERIES MODELS AND RECKON THEY MIGHT HAVE A WINNER ON THEIR HANDS. 014 www.truckandbus.net.au

I

f there is one area where out and out market leader Isuzu is potentially vulnerable it is in the bottom end of medium duty. It is here where Hino is closest to its archrival in volume and where the new Standard Cab 500 Hino will play.

The Standard cab comes to market 18 months after Hino launched its bigger medium duty models, the Wide Cab 500 as it has dubbed them.

The new Standard Cabs first broke cover at the 2017 Tokyo Motor Show and Hino has been hard at work refining the spec and the detail for the Australian versions in the year since then.

The trade press were hosted in Japan

by Hino in November to preview the new Standard Cab 500. It’s been 12 years since Hino hosted the Australian truck media to its home country, which only serves to underline how important the new truck is to the company.

Hino will tell you it is happy to be a profitable number two in the market rather than pursuing Isuzu in a status race for number one and sacrificing the profit in the process. However no matter which way you look at it Hino is in the business of selling trucks and the more the better so if they can get an advantage and take some sales from its opposition, then so be it.

In fact that is exactly what it believes will happen with the strategy it has adopted with the new Standard Cab 500, but then again every manufacturer says that at launch.

In this instance Hino has put most of its eggs in the safety and standard equipment basket choosing to spec the new range with the largest array of primary and secondary safety features that has ever been seen in a medium duty truck in Australia.

Hino says it has crunched the numbers, spoken with key fleets and its dealers and believes it can sell an extra 300 FC, FD, FE 500 series models in 2019 over the 2018 tally for the trucks that will be directly updated by the new models.

The company’s general manager of brand and franchise development, Bill Gillespie reckons that to take those extra 300 sales it will mean winning sales away from that ever present dominant rival Isuzu and probably Fuso as well. That will not be an easy task as we proffered earlier.

It is not easy to directly compare segment sales numbers, based on the Truck Industry Council’s stats, because there is an overlap with the light duty sector as well as another over lap with the heavy segment at the upper end with the Wide Cab 500 Series.

So just looking at the Medium Duty

numbers on the TIC spreadsheet can be confusing. However if Hino does meet its goals and sells another 300 Standard Cab 500s next year and the extra 500 as it hopes to sell in 2020, then it believes a lot of those sales will come from Isuzu. Only time will tell if Hino can win the hearts and cheque books of those often loyal Isuzu buyers.

Having said that Hino will be serving up an incredibly well equipped, economical and up to the minute truck that will meet Euro 6 specs through Japan’s pPNLT (post Post New Long Term) emission standards, making it potentially the greenest of the Japanese bunch in this sector of the market.

Hino customers will be able to choose from 54 different vehicle specifications across the 500 Series Standard Cab range of FC, FD and FE models giving a wide array of variants to fill various niches.

As we said earlier and as Hino drove home to Aussie journos on the media trip, safety will play a key role in the way the company markets this new truck. Hino claims it is the best equipped, light medium truck to ever hit Australian roads and we have to agree with the claim, thanks to a list of standard features that includes a PreCollision System, Vehicle Stability Control, Autonomous emergency braking, pedestrian detection, a reverse camera with infra-red night vision capability with audio and Safety Eye to name some of the systems the truck has as standard.

The new truck also includes Adaptive Cruise Control and a Lane Departure Warning System. The Adaptive Cruise Control maintains the speed set by the driver and utilises the Safety Eye to continuously scan the road in front of the truck. If a slower vehicle is detected in front, it will reduce the engine acceleration and even engage the engine brake to adapt the truck’s speed to that of the other vehicle.

Daniel Petrovski, Hino Australia’s manager of product strategy, reckons the level of safety on this truck has never been seen before in a Japanese-built medium duty truck in Australia.

“This is complemented by the superior torque, increased power and reduced fuel consumption of the all-new heavy-duty Hino A05 turbo charged five-litre fourcylinder diesel engine,” said Petrovski.

Hino claims that it is the only Japanese manufacturer to offer Vehicle Stability Control (VSC) as standard equipment on every on-road model in its light and medium duty ranges, from the 300 Series light duty to the 500 Series 6x4 350 horsepower FM models.

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Along with the list of high tech crash avoidance systems Hino says the new Standard Cabs also boast an impressive list of passive safety features including a driver SRS airbag, in-built UN ECE R29-rated cab strength on single cab models and ADR84/00 compliant Front Underrun Protection (FUP).

Apart from a new cab and all that safety the other headline feature in the new truck is the aforementioned new modular fivelitre four cylinder turbo diesel A05 engine, which is based on its larger sibling, the AO9, seen in the larger updated 500 Wide Cabs launched 18 months ago.

The AO5 is as we say, modular, so like its counterparts at Scania, Hino is using lots of common componentry across the two engines despite the fact that one is a four and the other is a six.

The high capacity four cylinder does have good torque as we sampled in an all too brief drive in several variants of the new 500 on a Hino proving track near Tokyo. It felt flexible and tractable including in some hill starts and stop go driving. We’d like a more detailed and searching test of the new truck which will come in our next edition

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but on the surface the engine is smooth, quiet and flexible and apparently proving very economical.

Hino will serve up three different power ratings across the 500 Standard Cab range all using the four cylinder five-litre, with the 11-tonne rated FC and FD models using the A05-TE with 240hp at 2300RPM and 794Nm of torque at 1400RPM. The 14 tonne GVM rated FE crew models are powered by the A05-TD with 240hp at 2300RPM but with more torque at peak of 833Nm at 1400RPM, while the top of the range 11 tonne FD and 14 tonne FE models receive the A05C-TC with peak power of 260hp at 2300RPM and a class-leading torque rating of 882Nm at 1400RPM. Another addition that will win friends is the fact that the new Standard Cab is the first Japanese medium duty truck below 15 tonnes GVM in Australia to be fitted with a true engine brake.

“This means that medium duty market customers can now benefit from the improved drivability and operational efficiency that the Jake brake can deliver,” said Daniel Petrovski.

Mated to the new A05 engines is an array

of transmissions that will please just about every sector of the market with Allison’s sixspeed 2500 Series automatic now available across the entire cab chassis range with the Standard Cab 500, which Daniel Petrovski says is a move that confirms the trend to automatics in the Australian market.

Alongside the Allison auto, manuals will still be available with the six speed Hino LX06 fitted to the 240 horse FC and FD 1124 and the new MX06 six-speed manual in the 260 horse FD models, while the 260 horse FE models get the new MX07 sevenspeed manual with an additional cog and Hino claims a wider ratio spread than its Japanese rivals.

An AMT option on the MX06 six and MX07 boxes is also being offered on the FD and FE. While Euro 6 is yet to be legislated in Australia, Hino, as we mentioned before, has set the bar high with the pPNLT A05 engines and there compliance to the equivalent of Euro 6, which sill hold some appeal to a growing number of fleets needing strong environmental and emission credentials in their trucks.

So breaking down the model mix within

“THE INTERIOR IS QUITE UNIQUE IN THE AUSTRALIAN TRUCK LANDSCAPE, WITH INCREASED DAY-TO-DAY FUNCTIONALITY”

the three Standard Cab variants and the FC model is now rated at the same 11-tonne GVM as its sibling the FD delivering a significant increase in payload for the FC, while FE models continue to be offered with wither a 12 tonne or 14 tonne GVM depending on operational requirements.

Hino is also crowing about its FC factory tipper, which has been given a significant boost thanks to that new 11 tonne GVM. There are now three Standard Cab variants offered with a short cab on the FC, what Hino is calling a rest cab with an ADR42 compliant sleeper available on both the FD and FE along with a crew cab available in both FD and FE. Interestingly the crew cab variant is new to the FE with Hino claiming it is the only Japanese 14tonne 4x2 crew cab available on the market.

One thing that will raise comment and spur interest in the new Hinos is a departure from the boring grey interiors that have so long been the benchmark for Japanese ‘white box’ trucks. Instead Hino will have striking reddish brown contrast panels across the cockpit along with a Toyota inspired dash and instrument layout that

will we believe become the new standard amongst light and medium duty trucks.

An ISRI suspension seat is now standard across the range and that will give Hino a big boost thanks to the comfort and usability it delivers for professional drivers at the wheel for long hours. Hino has chosen the ISRI NTS2 driver’s seat, which it says is the first time the newest version of ISRI`s popular 6860 / 870 has been fitted standard to a Japanese truck.

“The ISRI 6860 has been the benchmark seat in terms of driver comfort and with the new NTS2 version, the driver has the benefit of improved comfort, extra adjustability in rear seat travel, and improved safety courtesy of SRS pretensioner seatbelt and a seatbelt warning reminder,” Petrovski added.

Hino obviously says the aim has been to provide increased comfort, functionality and practicality with its ergonomicallydesigned dash and a new smart Multimedia touch screen system as well as all-new instrumentation and a larger LCD multiinformation display.

The truck gets a new multi-function steering wheel with a rotary switch on the

left providing fingertip control of the multiinformation display while the right hand rotary switch controls the Adaptive Cruise Control Hino claims this is another first for medium duty Japanese trucks in Australia.

Stealing an idea from upmarket Jaguar and Land Rovers the transmission contol for AMT equipped Standard Cabs is a new rotary gear selector on the dash that toggles between drive, neutral and reverse while gear selections can also be controlled manually via a gear selector paddle on the steering column.

“The interior is quite unique in the Australian truck landscape, with increased day-to-day functionality, practicality and comfort, all set in a balance of carbon, silver and earthy tones,” said Petrovski.

Externally the new Standard Cab has a new look that follows the family styling trend started with the Wide Cab with a new two bar grille and an enlarged Hino badge while headlamps with integrated indicators are set into the bumper. In the case of the FD and FE those headlights are the latest LED versions with integrated daytime running lights and fog lamps.

As a further fillip to its environmental

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credentials Hino is claiming that the new truck is made from materials that will allow at least 95 per cent of the truck by weight, to be recycled at the end of its life.

“Our commitment to the environment at a local and global level goes far beyond the cleaner, greener operation of the new truck,” continued Daniel Petrovski.

“At our Koga Plant, where the 500 Series Standard Cab is produced, we have made many changes to the way we operate, from the reuse and recycling of water to reduce water consumption, the reduction of energy use in cooling and heating and the use of geothermal ventilation for climate control purposes.

“These are only some of the environmental initiatives that we are implementing as part of our Hino Environmental Challenge 2050,” he concluded.

Clearly the culture at Hino has changed significantly in the past decade and there is now a far more discernible ‘Toyotaisation’ of the truck maker in line with the Japanese giant’s controlling shareholding in it. This is seen in everything from the

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company’s new production facility at Koga to the large number of executives who have come into Hino from Toyota roles and in the technology and design cues that pervade new models.

It is not a bad thing, Toyota is a large, wealthy and highly resourced automotive giant which will enable Hino to move faster and further than its rival Isuzu in a global development sense in the coming years.

Interestingly the recently announced technology tie up with VW’s Traton signals that even a Toyota controlled truck company can gain something from a cooperative agreement with a competitor.

While some may see this as a VW take over, they are a long way from the reality.

In fact the way we read it is a two-way tech flow where Traton has as much to learn from Hino as Hino does from its German counterparts.

Trust us Toyota would never cede control of its truck maker to a global rival. While the likes of GM and Ford got out of truck making and heavy vehicle businesses a decade or so ago the reality is that the smart

auto makers realise the value and synergies that can be had from having a profitable truck maker in their portfolios and in this we cite Daimler, VW and Toyota.

Interestingly Ford is re-entering the heavy truck market with its International Truck of the Year the F-Max in Europe from its Turkish plant while GM has started rebadging Isuzus in the States and looking at truck technology opportunities beyond its popular large pick up base. So with Toyota, Daimler and VW making the right call their US rivals are now trying to get back in, you can bet Toyota won’t be giving up on its Hino asset anytime soon.

Can the Standard Cab 500 make a dent in Isuzu’s massive lead in Australia? Yes, on paper, potentially it can. The problem with making predictions in this business is that the crystal ball can often be damaged on the rough road of truck selling and turning that potential into real sales is often more difficult than it seems. Only time will tell if the Standard Cab can win those extra sales for Hino but it certainly won’t be lacking in terms of spec or resources and most importantly the will to do it.

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New Product

VOLVO DEBUTED ITS NEW XXL CAB FH16 AS THE STAR OF ITS BRISBANE TRUCK SHOW STAND A MONTH BACK. WE WERE VERY PLEASED TO GET THE CHANCE TO PILOT THE BIG RIG ON A 900KM TEST DRIVE AS WELL AS SPENDING A NIGHT TESTING ITS BIG INNERSPRING MATTRESS IN THE EXTENDED CAB. THANKFULLY THE VOLVO’S ON HIGHWAY NOISE LEVELS WERE LOWER THAN THE NOISE OF OUR SNORING IN THE ULTRA COMFORTABLE BUNK AND WE HAD NO TROUBLE SLEEPING ON IT!

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T

he full moon appeared in our mirrors as we motored along the Barwon Hwy from Goondiwindi towards our overnight stop at Talwood about 100km further west. The huge silvery plate-like face of the moon lit up the countryside while the high beam on the big 700 hp Volvo FH 16 XXL outlined a bright corridor ahead along the narrow ribbon of bitumen The 16-litre hummed along in the green band, hauling the BDouble laden to around 60 tonnes, with ease.

We were headed to Talwood, partly to test this road train spec Volvo FH but more importantly to test the new XXL cab, which Volvo has developed here in Australia and which it unveiled at the recent Brisbane Truck Show. The XXL

cab would be this writer’s home for the night while our ‘minder’, Volvo Group fuel efficiency manager, Matt Wood, adjourned to a bunk at the local Talwood pub for his night’s rest. I reckon I may have gotten the better option.

The exercise was to demo how comfortable the big bunk and its well sprung mattress is, and from our perspective, that was a point well proven.

It is in fact a big wide bunk and the Volvo people had equipped it with a fluffy doona and a XXL branded pillow. With that big moon shining brightly it was absolutely necessary to draw the drapes, shutting the cab off from the moonlit plains extended with some very effective curtains that slide around on tracks to cover the side windows and windscreen.

Once in the trackie dacks, brought along to ensure a warm night’s sleep, it was time to slide under the doona and watch a bit of telly before turning the lights out for the night. We need not have worried about staying warm, the cab stayed a comfortable temp all night particularly under the comfy doona. By 9.30 a coma like sleep had overcome me and the next thing remembered was waking fresh and ready for the road early the next day. We have to admit that there have been beds in decent hotels that did not provide as good a night’s sleep as the XXL’s bunk.

Drivers spend a lot of time in their trucks, hours at the wheel and often many hours catching some rest in the cab and the move to deliver an extra big cab, we believe, will be eagerly embraced.

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The XXL cab has one of the biggest truck cab beds going around and is 130mm longer and 250 mm wider than in the normal Volvo FH. As we mentioned, it is a full innerspring mattress with an adjustable reclining section that adapts to the shape of your body, ensuring a terrific level of comfort.There’s also the option to have a second upper bunk fitted for two up operations.

Along with the improved sleeping experience, additional storage has been added around the cab to stow the necessary accoutrement of day to day existence living in your truck on the road.

For Volvo, creating the XXL underlines the importance of the Australian market, small as it may be in global terms.

However clearly with local manufacturing and engineering operations, Australia is not only an important market but a place where Volvo can try things to meet our unique transport demands.

As Volvo VP of sales Tony O’Connell says, Australia is one of a very few selected markets that will see the all-new XXL cab and it has been designed with Australia’s vast distances in mind.

“We listened to our customers and developed a truck that delivers world-class driver comfort and is a home away from home when drivers are out on the road.

A well-rested driver is safer and happier and the bigger bed and space to stretch out will help ensure a well-rested sleep,” O’Connell added.

We can but agree.

The only criticism we would have is the shift lever positioning on the side of the driver’s seat. We just found it got in the way when moving between the seat and the bunk area, even with its fold down mechanism. Small criticism though and for us it still wouldn’t be a deal breaker.

The truck can also be ordered with a dash mounted shift according to Matt Wood.

Volvo, always with an eye on safety, emphasised that while the XXL cab’s differences in size are big, the approach to safety is the same as any other Volvo cab, with extra C-pillars making sure the cab is strong enough to meet Volvo’s stringent Swedish Cab Strength Test safety standards and the latest European Cab Strength ECE R29-03 which now includes roll over simulations. Thankfully we didn’t have to test this during our time in the truck.

Our test started at Volvo’s HQ at Wacol in Brisbane around lunch time when Woodie and I set off, navigating the narrow freeway entrance before wheeling

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west toward Ipswich and the Cunningham Highway to Cunninghams Gap. The Gap is always a stern test of any truck. It is a long, steep and unrelenting climb and we hit the bottom of the hill in 12th auto, top gear in the Volvo A/MT and the 700horses dug in to grind away at the climb, smoothly downshifting to ninth where it hung in and pulled strongly, gathering up a Kenworth BDouble in its stride. The last hard pinch came and when it dropped down the box to sixth, manual was selected so it would hold on for the final tight up hill bend. The performance was impressive, particularly with a full load on board on one of the toughest climbs in the country.

The big Swede ambled down the road to Warwick where a mid afternoon coffee and snack gave us the chance to contemplate the drive so far and the drive ahead, pushing west in the late afternoon with the low winter sun off our starboard bow.

Volvo had specced the 700 horse FH to road train standard with big super single tyres on the steer as well as on the drive axles. These proved a revelation, particularly on the badly rutted and bumpy Queensland bitumen that we encountered virtually from the time we turned off the New England and on to the Barwon Hwy at Warwick. The Volvo tracked across the uneven road as if on rails and nothing seemed to phase it or throw it off line.

Often on ordinary back country sealed roads there are some-heart-in-mouth, take-a-deep-breath moments when another BDouble is headed toward you with bumps and potholes lining your side of the track. You hope and pray that the bumps won’t throw the truck off its line.

Not so with this Volvo. It tracked straight as a die, riding over the bumps and steering perfectly with the right amount of assistance and damping.

Even with the excellent steering and straight tracking, the last hour of the run into Talwood saw us running down the middle of the road on the long straights when no oncoming traffic was present, to avoid the poor camber on the edges and to give a better strategic position against our mate Skippy and friends.

There is something quite wondrous about pushing into the darkness on a cold winter’s evening, with the moon rising behind you, the horizon ahead a deep orange turning to purple and dark blue as the sun sinks further below the curvature

of the earth and the big diesel below you humming away as the truck ambles along at 100km/h.

The 16 litre Volvo straight six is quiet, thanks to the terrific insulation job Volvo engineers have done on the cab. Obviously it is not totally silent, but the noise levels are very low for a truck at 100km/h and conversation can be comfortably carried on while sitting on an even dollar with 60000kgs behind you.

“ THERE IS NO QUESTION OF THIS TRUCK’S CREDENTIALS, IT IS THE FLAGSHIP OF THE VOLVO RANGE”

The cab’s dash layout has been well documented and is excellent, very well designed, easy to use, easy to read and very intuitive. Within an hour or so of climbing behind the wheel everything felt right and we were at home with every control becoming second nature, which is the way it should be.

The next morning we rose before the sun and hit the highway around 6am for the 450 odd kay haul back to Brisbane.

With the moon still setting in the west the sky lightening ahead we danced around the roos before a shower and breakfast at Goondiwindi.

The run back into the Queensland capital saw us head through Millmeran and the Darling Downs to Toowoomba before heading down the Range, in what could be one of the last times we tackle the challenging descent, with the second Range crossing bypass due to open any time.

Just like the run out and the climb up Cunninghams, the drive back was equally easy and comfortable . This is a truck that is a pleasure to drive and one that always inspires confidence and a safe feeling. We could see ourselves eating up many miles behind the wheel of the FH16 XXL. It is a bloody good truck There is no question of this truck’s credentials, it is the flagship of the Volvo range and as a piece of design and engineering we, as Australians should be very proud of it. Even though Volvo is a Swedish company this truck has some very strong Australian DNA coursing through its veins and long may it stay that way.

Can we put you down for one, or would you like to sleep on it?

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Operator

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TRUCKS ARE USED FOR ALL SORTS OF THINGS, MOST OF THEM TOILING ON OUR ROADS TO SHIP GOODS AND PRODUCE AROUND THE COUNTRY. HOWEVER SOME TRUCKS HAVE LIGHTER LOADS AND LESS ONEROUS TIME SCHEDULES BUT PLAY JUST AS VITAL A ROLE IN MOVING VALUABLE CARGO TO FAR FLUNG PLACES. ONE SUCH TRUCK IS THE KTM OFF ROAD RACING TEAM’S HINO 700 TRANSPORTER. WE CAUGHT UP WITH THE TEAM AND THE TRUCK AT THE FAMOUS FINKE DESERT RALLY IN ALICE SPRINGS.

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ustralian motorcycle racer Toby Price has become a star of motor sport thanks to his exploits on a KTM dirt bike, aboard which he has captured two Dakar Rally titles and six wins in Australia’s torturous Finke Desert Race, a mad 460km two day off road race from Alice Springs to Apatula (Finke) and back every June Long Weekend.

As a part of the KTM factory dirt bike team Toby Price has helped lift the prominence of the Austrian motor cycle brand and made it the go to bike for many Aussie dirt riders.

KTM Australia runs its Off Racing and Enduro teams from its Sydney base and the task of moving a herd of off road racing dirt bikes around the country to the various Desert races and Enduros falls to a bright orange and black Hino 700 rigid

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that redefines the term Hi-Viz. We caught up with the KTM team at the recent Finke Desert race and spent some time with the crew that drives the transporter and also fettles the racing bikes during race weekends.

Unfortunately Toby Price was not riding a bike in the Finke this year, after surgery to reconstruct his hand, which he broke on this year’ Dakar, meaning he would ‘rest’ and only drive an off road race pick up truck down the bumpy dirt track in 2019, but he will be back in 2019 when he hopes to win both the car and bike divisions of the Finke, by racing down in a car and then jumping a helicopter back to Alice to start the bike division. They don’t call him an ironman for nothing!

The team manager and the team mechanics reckoned it was a quieter weekend in Alice this year without

Toby racing his KTM, but they still had their hands full fettling the factory bikes of 29 year old local Alice rider David Walsh on his 500cc KTM and 18 year old Victorian tearaway Callum Norton on his 450cc machine.

The Hino 700 rigid used by the KTM team features a special pantech body by Melbourne body builder Genuine. The nine-metre body on the back of the rigid is fitted with tanks that hold around 2000 litres of water for washing the bikes, the truck and the team’s ancillary equipment.

As well as that there are compressors, generators and everything the team needs for a race weekend.

The rear area holds six of the team’s dirt bikes which are loaded via a rear hydraulic tail gate lift, as well as a workshop with the mechanics tool boxes and work benches for making essential repairs to the bikes.

“ WE GET TO GO TO SOME PRETTY COOL PLACES THAT YOU WOULDN’T EVER GET TO GO TO IN NORMAL LIFE SO WE ARE VERY FORTUNATE”

At the front of the Pantech is a team lounge area with a kitchenette where the riders and spanners can chill out and relax before or after racing. The body also has extensive belly lockers holding spares and the massive side canopy that gives the team an extra weather proof work area alongside the truck .

The KTM Hino 700 Series FS 2848 runs on air bag suspension and is powered by a 13-litre 480H engine mated to Hino’s ZF sourced 12 speed A/MT with an integrated retarder.

For the two KTM team mechanics who usually drive the big beast, Michael Carusi and Jordan Yeo the truck presents a comfortable and enjoyable way to move the team’s bikes around the country. The drive from the Sydney base to Alice for the Finke, was a three day trek heading south and then west across the Hay

Plains to Mildura for an overnight stop, before heading further west and then north up the Stuart Highway with the second overnighter spent in the truck at the Glendambo Roadhouse. From there it was a simple drive up the tar to Alice for a week of prep before the Finke.

Michael Carusi reckons the Hino is a pretty comfortable place thanks to the creature comforts on board which includes digital radio, a DVD player, Bluetooth connectivity, cruise control and of course the most important part of the package the ISRI seats as standard.

Michael, started his working life as an apprentice mechanic before working as a bike mechanic in a KTM dealership.

There he started helping out ‘spannering’ for a KTM rider at various races and in time he picked up a full time gig as a mechanic with the KTM factory team

where he remains today.

He reckons it is a dream job and is rapped with the fact that he not only gets to be directly involved in the sport he loves but that he also gets to see Australia from behind the wheel of a very comfortable and enjoyable truck.

“Its a pretty cool to drive, like a big car really, it is very comfortable, it’s got heaps of power and it doesn’t feel that heavy when you’re driving it, especially with the A/MT and the ISRI seats,” said Michael.

“We get to go to some pretty cool places that you wouldn’t ever get to go to in normal life so we are very fortunate I reckon.”

The team has a pretty busy schedule across the year with trips to Mildura for the famed Hattah Desert race, to Gympie in Queensland and to Dungog in NSW for enduros along with another round at

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Kyogle in the far north of the state and an off road round at Broken Hill in the west, the famous Finke, obviously, and also to Dewhurst in South Australia, as well as forays from the workshop for testing and promotional events.

The team is managed by Glenn Kearney who is also KTM Group Australia’s motorsports manager, overseeing KTM’s Enduro Racing Team as well as managing the KTM Desert Racing Team.

Kearney also has a direct involvement with the KTM Motocross Racing Team, and also has input into the Husqvarna Enduro Racing Team. He is recognised as one of the sport’s most respected professionals, following a racing career that spanned more than a decade, winning off-road championships locally and also internationally.

“Races don’t wait for you if something goes wrong – you have to be there on time,

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every time,” he said.

“We needed trucks that were reliable, easy to drive and helped our drivers stave off fatigue.

“With Hino’s range of trucks and nationwide dealer and service network, we can rely completely on our equipment and focus on the race.”

Glenn mentions that the team also has a smaller Hino 300 that was used by the off road team before they stepped up to the bigger Hino 700 a year ago.

‘The Off road team took over the Hino 700 from our motocross team and it is a great billboard for us both on the road and in the pit paddock area at the races we contest, said Glenn “Both trucks are painted in the full KTM orange and black livery and they look fantastic and stand out in the paddock, which is an important part of our

marketing and image,” he added.

In the paddock at Finke, arguably the biggest off road race of the year, attracting 650 bikes and 150 cars, the KTM truck really was a standout.

When we left the KTM crew they were celebrating the win for David Walsh, a popular victory for the local rider who has had to play second fiddle to Superstar Toby Price in recent years, but with Toby resting his wrist it was to be Walshy’s time to shine. Young protege Callum Norton would bring his machine home in fifth outright with KTMs accounting for five of the top ten bike finishers.

The next day, with all the bikes safely strapped down and the awning packed away it was time for the crew to hit the road for the three day trip back to Sydney to prepare for the team’s next foray to Kyogle in late July.

“ To deliver the BESTyou need the BEST TRUCK”

“With 85,000 kilometres covered every day, we put our 150+ UD Trucks in some of the harshest places, and they work day in day out. We commit to being the best for our customers; to deliver the best, you need the best truck.”

Mark Tobin

Managing Director Followmont Transport

New 8-litre Quon now with up to 2 years FREE scheduled servicing* Offer ends 31st August 2019.

Going the Extra Mile To find out more, contact your UD Trucks dealer on 1300 BUY A UD or visit udtrucks.com.au/offers *2 years or 200,000 kms (whichever occurs first from date of delivery) free scheduled servicing is available at participating UD Trucks dealers for all new Quon 8-litre models purchased by 31 August 2019 and delivered by 31 December 2019. Scheduled servicing excludes fair wear and tear items and any additional work or components required. Not available in conjunction with any other offers or to fleet, gov’t and rental buyers. UD Trucks may change or extend this offer. Full terms, conditions and exclusions are available at udtrucks.com.au/offers.

Road Test

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MOST LIGHT DUTY TRUCK BUYERS MAKE A B-LINE FOR JAPANESE TRUCKS AND THERE ARE SOME FAIRLY GOOD REASONS FOR THAT. THEY ARE THE STANDARD IN THE INDUSTRY, THEY’RE A KNOW ENTITY AND THEY DELIVER THE GOODS. WHILE THE COMFORT AND SAFETY OF THE JAPANESE TRUCKS HAS GENERALLY IMPROVED IN RECENT TIMES WITH THE LATEST OFFERINGS FROM ISUZU, FUSO AND HINO, THE OPTION OF GOING EUROPEAN CAB CHASSIS, LIKE THE MERCEDES BENZ SPRINTER OFFER A TOTALLY HIGHER STANDARD ALTOGETHER. WE TOOK A SPRINTER TRAY TRUCK FOR A WEEKS HARD TEST TO SEE HOW IT SHAPED UP. www.truckandbus.net.au 039

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t occurred to us that most of the cab-over light duty Japanese trucks are fairly compromised when it comes to ride comfort and handling by comparison with, for want of a better term, ‘conventional cab, chassis truck offerings from the Euro manufacturers from the likes of VW with its Crafter, Iveco with its Daily and of course Mercedes Benz with its Sprinter.

Sprinter was updated late in 2018 and we had a brief drive back then which left us wanting more so when we had the chance to test the Sprinter light truck back to back with its sibling the Sprinter van it opened our eyes even further.

It has always amazed us that the Japanese truck makers have never jumped into the van market to any great degree, particularly given that the domestic market in Japan would be ideally suited

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to the use of vans in commercial operations with the narrow streets and crowded cities.

The European makers do the van thing particularly well and then parlay the van chassis into light truck configurations with either an alloy load tray, pantech body or even a camper/motorhome body fitted.

The reality is that when you climb aboard a Mercedes Benz Sprinter with an empty tray body and drive it down the road you think you are driving a car, such is the quality of the ride and the low levels of noise, vibration and harshness. While the Japanese have improved and are good, the Benz is better.

Driving it is also really surprising whether laden or unladen. The truck we tested was the 516 CDI Mid Wheelbase which has a GVM of 4.49 tonnes and is fitted with the 2.1 litre four cylinder turbo diesel offering up 140kW of power at

3800rpm and 360Nm of torque which is at max from 1400rom to 2400rpm.

You can also get the four cylinder in 84kw/300Nm and 105kW/330Nm spec levels in the front drive versions while there’s also a single-turbo V6 diesel 140kW/440Nm engine available in the rear drive models.

The six speed manual is standard while the nine-speed auto is an option on FWD models and the seven-speed auto, as our truck was fitted with, is optional on the RWD and AWD models.

The 516 MWB cab chassis weighs 2175kg and delivers a payload of 2315kg.giving a 4.49 tonne GVM which means that you can drive it on a normals car licence.

The Sprinter delivers a GCM of 6.49 tonnes which means you can tow up to two tonnes braked and 750kg unbraked.

The fact is that by any measure the

“ THE BENZ IS UP FOR THE WEIGHT TASK WITH SOLID CHASSIS RAILS AND DUAL REAR TYRES HELPING IT TO COPE AND COPE IT DOES” driving experience is streets ahead of similar spec cab over rivals from the Japanese makers . The steering is very accurate, well weighted and direct and just makes the little truck very easy to drive.

Unladen the Sprinter cab chassis is quick and nimble and the small turbo diesel delivers plenty of urge and it really gets up and goes when you hit the torque band. The seven speed auto shifts sweetly, delivers easy take offs and is smooth and fuss free.

Load it up and it clearly has an affect and with about 1.5 tonnes of building products on board you really start to notice the extra weight and the speed and urge drop quite noticeably.

Its up for the task and it performs on a similar level to its Japanese rivals which also would feel the handicap of a load like that, but the Sprinter is a fair bit

more expensive and that counts for a lot in this market. However the refinement and smooth running has to be worth something as does the safety features and creature comforts. It really depends if you are willing to pay the premium.

The Benz is up for the weight task with solid chassis rails and dual rear tyres helping it to cope and cope it does.

Unlike its largely drum braked opposition the Benz has superlative stopping power with four wheel disc brakes with excellent pedal feel and, which is confidence inspiring, ensuring strong and consistent retardation either laden or unladen.

We were able to eke out an average of 12.2 litres per 100km from the Sprinter across laden and unladen duties which we thought was pretty reasonable given it is a light truck with a 2.3 tonne payload.

Many one tonne utes would struggle to match this figure. The fuel capacity in our test truck was 71 litres ( 65 in the front drive versions) while there is a 93 litre tank for those needing to travel long distances in the country.

The Sprinter cab mirrors that of its van sibling and is practical and well designed as you would expect from the German master manufacturer.

In front of the driver is a leather trimmed steering wheel which feels fantastic and features the latest Benz tech when it comes to buttons and pads to bring up information on the screen. It adds an extra bit of Benz luxury and is a bit reminiscent of its C and E class cars if not Lewis Hamilton’s F1 car.

The cab is well appointed with enough cup holders to serve morning tea for about six! There are four down low on

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the dash and another two on top of the dash, plus another two in front of both occupants lower on the dashboard while there is a huge number of nooks and bins for stowing nic nacs that always clutter a working vehicle cab.

There are also massive pockets in the doors, which consume even more of those necessary items like invoice books, note pads etc and you can also slide a large water bottle into the moulded slot.

The centre of the dash is dominated by the crystal clear and very impressive 10.25-inch MBUX media screen. While it is very good it lacks some intuitive traits and its voice control system was hard to master, perhaps we should have been speaking with a German accent!

The seats in our test truck were the optional Comfort Seats which have enormous amounts of adjustment including base tilt, base extension, height adjust and backrest tilt. We found

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them very comfortable and combined with the excellent ride makes for a very relaxed time at the wheel.

The standard equipment list is extensive in the cab with pushbutton keyless start, electric remote control and folding side mirrors and of course the all encompassing MBUX infotainment system as well as electric windows and air conditioning.

The seats are cloth trimmed while there is hard wearing ‘hose me out’ rubber flooring.

The Sprinter has dual front and curtain airbags It has auto emergency braking (AEB) and daytime running lights as standard and features the latest ESP91 stability program that features assist systems including crosswind assist, trailer stabilisation and load-adaptive control.

Benz gives the Sprinter a three year 200000km warranty along with 24-hour roadside assist for the warranty period.

List pricing (before on-road costs) for the cab-chassis model range starts from

$41,238 and stretches up to $69,332.

That includes both single- and dual-cab models of varying lengths.

The 516 CDI mid wheel base rear drive model we tested had an extensive options list including the $4626 Scattolini steel tray with aluminium sides, plus $611 for a ladder rack, the $715 Comfort Seat Pack, the $1067 Distronic adaptive cruise control, $2875 for a seven-speed 7G-Tronic automatic, a $231 leather steering wheel and $1584 MBUX info screen.

All of that combined takes the list price of $57,549 plus on roads up to $69,275.

Its hard to get a like for like pricing against the opposition from Japan but on our gauge it is probably 10 to 15 per cent above the rough costing for a Hino or Isuzu.

We reckon the Benz is worth a look if you value comfort and safety and you’re prepared to pay the extra premium.

Next issue we will tackle the Sprinter van and give a full rundown on that.

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Operator

QUEENSLAND TRANSPORT COMPANY FOLLOWMONT HAS LOGGED SOME SIGNIFICANT MILESTONES IN RECENT TIMES TAKING DELIVERY OF ITS 150TH UD AND CELEBRATING 35 YEARS IN BUSINESS. THE HIGHLY SUCCESSFUL BRISBANE BASED COMPANY IS AN IMPRESSIVE OPERATION AND WE TAKE A LOOK AT WHAT MAKES THE FOLLOWMONT MACHINE TICK.

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5 years is a long time in anyone’s language and it is an especially long time in the fickle, competitive and at times cut throat road transport industry.

Cast your mind back to 1984, for those of you old enough to have been around then. Australia was a very different place way back then, the recently deceased Bob Hawke was the PM and less than a year into his eight years in office, Brocky won Bathurst for the eighth time, Canterbury were Rugby League premiers and Essendon won the AFL flag and Alan Bond bought Channel 9 in Perth.

The truck industry was also very

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different back then and the economy was only just being shaken out of decades of heavy regulation and protection and the many years of industrial unrest had been calmed by the National economic summit.

It was also the year that Queensland based transport company Followmont came into being.

Followmont was founded from humble beginnings in 1984, when Bernie Tobin and Alan Salpietro realised a gap in the market, when a rail strike affected newspaper deliveries to regional areas in the Sunshine State.

The two men loaded their only truck and took to the road to ensure Queensland

towns remained connected and it wasn’t long before their work ethic was recognised by multi-national retailers.

They quickly established a network that had its customers’ needs as the first priority and delivered jobs the others couldn’t.

Over the years, their commitment to service saw the company evolve from two men and truck, to become Queensland’s largest family-owned transport company.

Now under the reigns of Bernie’s son, Mark Tobin, Followmont has more than 800 employees, close to 1000 pieces of equipment, 25 plus depots throughout Queensland and New South Wales and 150 local contractors.

The Tobin Family (left to right): Mark Tobin, Bernie Tobin and Ben Tobin

Managing director, Mark Tobin, said dedication to providing the best service possible is something that still rings true to the company’s values today.

“It’s been this dedication that has set a precedent for how we operate and why we have achieved so much over the 35 years. ”We form partnerships with our customers and understand what they need to be successful in their business and how we can help them achieve that,” said Mark.

Bernie said from the moment they started, they made a promise to the customers.

“If we said we would deliver the freight, we delivered it.

“Integrity is everything and when we

shook hands with our customers, they knew we were true to our words,” Bernie said.

Maintaining the family feel across the organisation is the most important factor for Followmont Transport, boasting a tagline of ‘it’s personal, not commercial.’

It’s the hands-on relationships that set them apart from the competition and something that Mark says is embedded in their culture.

“Our company was founded on family values and it’s important that legacy is carried on. We instil these values in our people and expect our team to deliver the highest level of service.

“We always pull together to get the job

done, not one person is more important than the other. When it comes to providing for our customers, every role in our organisation plays a part and we couldn’t do it without supporting each other,” Mark said.

“Our people form a family unit and we have created an environment where they feel a sense of belonging and are committed to each other. Without those values, we couldn’t drive the business forward,” he said.

Followmont has recently made enormous investments in its future with the acquisition of New South Wales based Towers Transport last year, expanding its network to now also reach every New

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South Wales town, every night.

The strategic move was made to offer additional services to its existing customer base for the benefit of their businesses and is currently in the process of ramping up further.

Along with its continued investment in fleet, properties, people, training and compliance, the company is also transitioning to improved digital platforms, offering a better customer and employee experience.

Followmont Transport is going from strength to strength and looking forward to the next 35 years delivering for Queensland and New South Wales.

Followmont has also had an amazing relationship with truck maker UD and recently too delivery of. Its 150th truck from the Japanese maker.

Mark Tobin says the 150th UD truck is another spoke in the wheel of its relationship with the company.

“We’re excited to be taking on our 150th edition at Followmont, it just goes to show the growth of our business and the strength of our operation,” said Mr Tobin.

Followmont clocks up more than 85,000km every day, moves 3,000 tonnes and delivers 99 per cent in-full and on-time.

“We need reliable and dependable products and find the UD is a truck suited to support our growth, making our jobs easier,” said Mr Tobin.

The company’s network across Queensland is extensive and covers every where from Blackwater to Birdsville and from Cunnamulla to Cooktown serving more than 20,000 customers including Mitre 10, Repco, Australia Post and Dulux.

“We have a commitment to our customers to always go the extra mile and be relied upon for their transport needs, so we need equipment that is fit for purpose and UD Trucks provide the right product for our business, said Mr Tobin.

“We set high expectations around the service we deliver and we expect the same dedication from our suppliers.”

Vice president of UD Trucks, Mark Strambi presented Mark Tobin with the keys to the new truck, acknowledging the close relationship in a ceremony at the “As a passionate family business Followmont Transport is 100 per cent dedicated to service and hands-on relationships. These values hold the same importance for UD Trucks; our ethos is to always go the extra mile in everything we do,” said Mr Strambi.

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“Wherever Queenslanders are, Followmont Transport is there too.

And UD Trucks will always be close by to support them.”

Followmont’s current fleet numbers 383 trucks of varying brands but the majority are from the Volvo Group. It has purchased an average of between 12 to 15 UD trucks per year from small rigids through to 60 tonne GCM prime movers.

UD Trucks Australia Of the 150 UDs that Followmont has purchased over the many years of the relationship, 123 are still currently active and on the road.

“The 150th truck is their standard spec for Brisbane metro work. Followmont has ordered the odd prime mover, but most of its UDs are 12 pallet or 14 pallet body trucks.”

Mark Tobin said that he’s been really impressed with the UD Trucks’ Quon.

“UD have been able to retain the cost value, considering the safety and product improvements. I can’t fault them,” he added.

“Mechanically we’ve experienced minimal breakdowns and our workshop finds UD accessible for ease of mechanical repairs, assisting with servicing time.”

Mr Tobin says the fuel economy makes them a smart and economical investment for local runs and short line haul too.

“Fuel economy is in excess of two kilometres per litre and AdBlue usage is below 3.5 percent,” he said.

Tobin is extremely passionate about his people and creating a work environment where everyone is proud to come to each day – and this includes having the right trucks.

“Our drivers enjoy getting behind the wheel; our UDs provide good visibility, easy entry and exit for the driver and a turning circle that’s a good fit for the work that is carried out,” said Mr Tobin.

“We have stayed loyal to UD because they have proved so reliable. Really you can put a UD on any run in Queensland and work it hard and be confident that it will not have any problems.”

VCV’s Stuart Blackmore said the UD Trucks’ team is focussed on maintaining its strong relationship with Followmont into the future.

“We have done the 100th UD truck handover, now we are doing the 150th.

The next goal for us will be to continue to deliver ultimate dependability and celebrate the 200th truck handover with Followmont.”

“ WE HAVE A COMMITMENT TO OUR CUSTOMERS TO ALWAYS GO THE EXTRA MILE AND BE RELIED UPON FOR THEIR TRANSPORT NEEDS, SO WE NEED EQUIPMENT THAT IS FIT FOR PURPOSE AND UD TRUCKS PROVIDE THE RIGHT PRODUCT FOR OUR BUSINESS”

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ITS FAIR TO SAY THAT SINCE ITS RETURN TO THE AUSTRALIAN MARKET, INTERNATIONAL HAS HAD A VERY TOUGH TIME OF THINGS. THE SALES HAVE NOT EXACTLY BEEN SETTING THE WORLD ON FIRE, WHICH IS A PITY BECAUSE THEY ARE GOOD TRUCKS. SO IT IS NOT SURPRISING THAT WHEN INTERNATIONAL KICKS A GOAL AND DOES A DEAL TO SELL SIX PROSTARS THEN IT SHOULD BE SOMETHING TO CROW ABOUT. AND CROW THEY SHOULD. WE TAKE A LOOK AT INTERNATIONAL’S BEST CUSTOMER SO FAR AND WHY THEY CHOSE THE BRAND

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A

s we said in our road test of the Pro Star earlier this year, there is no reason why International should not be selling more trucks. They are decent, hard working, solid examples of modern American engineering and from what we gather pricing is also pretty reasonable.

So why has it taken so long for them to start moving?

Since Paul Dinicol joined Iveco as the business sales manager for International, he has been doing a lot of work to get fleet operators and owner drivers behind the wheel of the endearing Inters but its been a bit of a slow burn. Decisions are made slowly and also you cannot get away from the fact that Inter is carrying more baggage than a jilted lover at the moment.

The well documented, and badly managed Caterpillar episode, which was a cynical exercise on the part of both Navistar and Caterpillar, did nothing to give Inter’s

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return to the Aussie market a smooth ride. That was followed by what can only be seen as a degree of intransigence and inertia at Iveco when it picked up the brand once more back in early 2017.

With Bruce Healey at the helm of Iveco and Scott Slater recruited, as sales manager there seemed to be a new resolution at Dandenong to get things moving and start selling some Inters.

One fleet, which has bought into the idea following the sales roadshows that Paul Dinicol has run around the Eastern States, is the Ryan’s Group based in the Victorian centre of Ballarat.

Ryans won a major contract, which gave the company the opportunity to put six new ProStar to work hauling frozen products around the metro Melbourne area and further afield to its operations Ballarat.

Underlining the slow burn that has been International since its return is the fact that this deal for a fleet of six is the biggest

single deal for the brand since 2017.

At best it has been moving one or two trucks. In fact Inter only sold 61 trucks in Australia in 2018 and only three months last year exceeded six sales (10 in January and also November and 9 in October). So one would imagine they might have been fairly pleased when Ryans signed on the dotted line for this fleet Ryans is a family owned business that has been operating in the transport and storage business in Victoria, South Australia, New South Wales and Queensland for more than 60 years.

The company boasts that it provides transport solutions for all freight and supply chain needs and currently services clients including Woolworths, CSR, Vinidex and a range of other companies.

The company’s international wing is run in association with Scan Global Logistics servicing logistical needs in more than 187 countries.

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“YOU CAN HAVE ALL THE TECHNOLOGY IN THE WORLD BUT OUR PROFESSIONAL DRIVERS STILL PLAY AN ENORMOUS ROLE IN ENSURING OUR FREIGHT MOVEMENTS RUN SAFELY AND EFFICIENTLY” Ryan says it prides itself on maintaining close relationships with communities in which it operates, sponsoring and promoting local events, sharing expertise through the board’s of local organisations and by providing stable employment for more than 130 people.

Configured with day cabs, all of the new vehicles are equipped with Cummins X15 engines rated at 550hp and 2,508 Nm, coupled to Eaton ‘Ultrashift Plus’ AMT. The vehicles haul refrigerated, quad axle single trailers with steerable rear axles to allow easier maneuvering into loading docks at Newcold Advanced Cold Logistics’ facility, as well as at manufacturing facilities belonging to Peters and McCains.

Ryans Group Manager, David Howell, said that the ProStar’s specifications were a strong fit for the application “The ProStar provides a solid overall package – depending on the route the trucks will be travelling around 5,000 kilometres each per week in metro conditions as well as some highway work, they’re on-call around the clock,” he said “They have a proven driveline and they’re hearty trucks so we have every confidence that they’ll stand up to the rigors of the job.”

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Although at present the ProStars are on single trailer work grossing around 55 tonnes, with a 90 tonne GCM, they have a broader scope to also handle B-Double and even two trailer road train work if required, providing Ryans Group with additional flexibility.

Ryans opted for the Inters because of the proven, traditional prime mover, however the trailing stock and freight management technology on board are latest tech and highly advanced.

The trailers feature roll-on, roll-off systems that allow them to be fully loaded in as little as four minutes, providing huge efficiencies and decongesting loading docks, as the trucks are loaded and back on the road faster.

All drivers are also equipped with ‘Epod’ systems; this technology was developed in partnership with Honeywell and Peacock Bros, two businesses with extensive expertise in productivity and scanning/ mobile computer technologies.

The handheld Epod device provides the drivers with real-time job information and delivery ETAs for the recipients of the goods, allowing them to better schedule their workflow. Furthermore, the driver can also photograph the load once onboard and sealed – all this information

is processed via the Epod gateway computer at the Ryan’s depot and easily available if required via a website using a consignment number.

David said that driver acceptance of the new ProStars had been excellent, with them all commenting positively on the cabin appointments and how well and they drive and feel on the road.

“The drivers certainly appreciate the automated transmission, especially considering the amount of time they spend in traffic crossing from the east to the west of Melbourne,” he said.

“It’s a comfortable cabin environment and the visibility is excellent, which again is an extra benefit in city conditions.

“You can have all the technology in the world but our professional drivers still play an enormous role in ensuring our freight movements run safely and efficiently, so we like to provide them with equipment that they want to drive.”

The ProStars were purchased from favoured, long-term commercial vehicle supplier, Adtrans Truck Centre, who will also handle maintenance of the vehicles.

Lets hope that Inter sell a whole lot more in Australia in the future, as we said before, there is no reason why it shouldn’t.

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A FUNNY NAME, FUNNY LOOKS AND UNCERTAINTY HAVE MARKED SSANGYONG’S TIME IN AUSTRALIA OVER THE PAST TWO DECADES. NOW WITH A NEW LOOK, A NEW LOCAL OPERATION AND SOME IMPRESSIVE VEHICLES THE KOREAN BRAND MAY HAVE FINALLY GOT ITS ACT TOGETHER. WE TAKE A LOOK AT ITS NEW MUSSO UTES, BOTH THE STANDARD TRAY AND THE LONG WHEEL BASE XLV.

I

t is a bit over 20 years since SsangYong started selling its vehicles in Australia. Its fair to say that the funny name and some ‘funny’ looks didn’t help the cause. That combined with a revolving door of distributors who have come and gone, has done nothing for buyer confidence and SsangYong has struggled for sales as a result.

Well we are told that things have changed and that SsangYong is back and ready to attack the market with new vigour and new product. We’ve heard that before but this time it just might be different.

The Korean company has recently rolled out the next phase in its re launch program with the arrival of the long wheel base version of the Musso, the XLV dual cab, adding to the Musso short wheel base dual cab it launched back in December last year.

SsangYong is the only Korean maker offering a ute and it has arrived into what is a fast-growing and very competitive market segment. After those years of piecemeal SsangYong efforts from various distributors along with cars with at best challenging looks, we believe it has turned a significant corner.

For a start the local operation is now factory owned and if the Musso and its SUV sibling the Rexton are anything to go by, then the days of odd-ball styling are behind the Korean brand.

SsangYong has been sold here for around 23 years on and off, and according to the company there are around 5000 SsangYongs on Australia roads, not a huge number for 20 odd years of toil but if the improvements in quality, engineering, performance and styling with the latest offerings are anything to go by they should sell a whole lot more in the next few years.

It must be said that it has modest and quite realistic sales expectations in the short to medium term, targeting 3000 sales this year, 4000 in 2020 and 5000 in 2021.

Currently it is only offering the short and long wheelbase Musso variants along with the Tivoli small sedan/SUV crossover as well as the Rexton SUV. So far this year the company says it has moved about 1000 units in Australia, so it is a little behind its projected target but says that with new models and more dealers expected on board it will finish close to the 3000 unit target figure this year The new Korando SUV is expected to join the line up in October, while in 2020 Rexton gets a model refresh, there’s a potential new C segment SUV and a new MPV expected later next year.

A battery electric model is also on the drawing board with a possible launch in 2022.

The dealer network currently numbers 40, but SsangYong Australia boss Tim Smith says they are targeting 50 dealers by the end of next year.

“We want to grow this sustainably and organically,” Smith told us at the launch.

“We want a spread of metro and rural dealers and we are looking at all areas with the aim of getting to 50 by the end of 2019 and we will look at targets beyond that then,” Smith said.

“We are under no illusions, it is not going to be an easy task but we are confident we have the product and the resources to establish SsangYong as a strong brand in Australia,” he added.

The new Musso XLV is an extremely competent and capable multipurpose vehicle with excellent fit and finish, ride and handling and a comprehensive list of standard features but most importantly sharp pricing.

As with the short wheelbase offering, the XLV will be available in three different trims – ELX, Ultimate and top of the line Ultimate Plus. Starting price for the manual ELX is $33,990 drive away, moving up to the automatic at $35,990, while the Ultimate is priced from $39,990 the Ultimate Plus from $43,990. All of the prices are quoted as drive-away. A big drawcard will be.

Those prices represent a pretty compelling case when it comes to purchasing decision, and given the strong equipment levels, a 7 year warranty and its on and off road performance the Musso should be on more dual cab buyer’s shopping lists.

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“ ON ROAD IT WAS CONFIDENT AND SURE FOOTED WITH VERY GOOD NVH LEVELS AND A COMFORTABLE, RELAXED FEEL” The seven year warranty, which is coupled with seven year road side assistance and a seven year servicing package is, as far as we can tell, unmatched across the industry. SsangYong is calling this the Triple 7 package and it should certainly be a swaying factor for any buyers worried about any uncertainties with long term reliability and maintenance costs.

Musso is powered by the 2.2 litre e-XDi220 turbo diesel engine, which is also used in the Rexton. It boasts 133kW of power at a relatively high 4,000 rpm with maximum torque of 420Nm between 1,600 and 2,600 rpm and it is available with either a six-speed manual or a six-speed Aisin automatic transmission.

The engine is flexible, quiet, smooth and quite punchy with plenty of climbing and overtaking power and good take off.

It is perfectly mated with the six speed auto, which has good ratios and smooth shifts as well as a nifty shift switch on the side of the lever that allows for manual shifting. We didn’t get to try the manual but with such a small number of manuals being sold these days most will be choosing the auto, making the performance of the manual academic.

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SsangYong says the XLV boasts the longest tray in the segment with a 1,262-litre capacity tub, which comes with a liner as standard. It is a big, deep load area and the extra length of the XLV model is immediately apparent. This is a feature we are sure will win buyers over. The load deck is large enough to carry a Euro pallet between the arches and it also comes equipped with 12V/120W power outlets and four tie down hooks to secure loads.

It will also be available with a choice of either leaf spring or multi-link coil spring rear suspension. It says local suspension calibration work has been done on the Musso and this was quite apparent on our test drive in the hills around Marysville in the Great Dividing Range east of Melbourne. Some may question this strategy after a disaster with Nissan pursuing a similar strategy with the two options available on Navara, but SsangYong is confident it can do it and avoid the problems Nissan encountered.

The leaf spring ELX comes with 17-inch alloy wheels, heavy duty tyres and a maximum payload of 1,020 kgs while the Ultimate and Ultimate Plus are fitted with 18-inch alloy wheels

and have a slightly smaller payload of 800 kgs.

The Musso uses the same body on frame architecture as the Rexton SUV, so like the prominent one tonne pick ups in the market such as HiLux, Ranger and Colorado it has the toughness to handle off road conditions but still delivers smooth on road manners and performance.

Interior comfort and finish is excellent, with comfortable seating for five and a dash and instrument layout that is easy to use and nicely designed.

Equipment levels include safety features such as Autonomous Emergency Braking, Lane Change Assist, Rear Cross Traffic Alert, Blind Spot Detection, Front Vehicle Start Alert and a 360-degree camera as well as an infotainment system that includes Apple CarPlay, Android Auto and Bluetooth connectivity. The central 8 “LCD screen is easy to read and operate and everything about the dash just sits nicely with tactile switch gear and a premium feel from then material used with nice touches like contrast stitching.

Musso’s drive system features part time 4x4 with power delivered permanently to the rear wheels while 4WD is ‘dialled

in’ electronically as required, with high and low ratios available on demand.

The new Musso XLV also comes with a locking differential system to provide better traction on steep and slippery gradients, and for increased towing capability. We found the off road performance on a brief but testing drive in wet and slippery conditions to be sure footed and confident despite only being on road tyres.

On tarmac it was confident and sure footed with very good NVH levels and a comfortable, relaxed feel. It is a dual cab ute that could easily swallow up long distances on Australian roads without fuss and in comfort.

After being behind the wheel of the Musso XLV at the launch and in a week long test of the short wheel base model, we came away impressed.

The challenge for SsangYong will be overcoming the lack of brand awareness and to make people realise this is a very capable and good value ute in a highly competitive market. We hope they can win over buyers and with the pricing, performance, styling and overall finish, there is no reason why they can’t.

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Company Car

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T

oyota, never a company to miss a segment and always one to perfect a popular choice has a plethora of SUVs including the Kluger which has like the segment it is in, grown considerably in recent times.

From the moment you set eyes on the Kluger you realise every aspect of it was designed primarily for our brothers on the other side of the Pacific in the US of A, where they have an even bigger love affair with the genre. In fact the Kluger we get here is built in America.

It is big and heavy and tips the scales at 1980kg and under the bonnet is a substantial and unstressed 3.5-litre V6 delivering 218kW at 6600rpm and an impressive 350Nm of torque, coupled to an eight-speed automatic.

Thing with the Kluger and many others like it in this genre is the misnomer of the segment name, there is plenty of Utility but not a lot of Sport! That’s fine because most people have forgotten the meaning of the acronym and it has grown a meaning all of its own.

We had a seven-day liaison with this endearing American piloting the quiet and comfortable GXL around the suburbs and while it is not a vehicle that fits our lifestyle and preferences, it was still a pleasant and enjoyable week with the Kluger.

I have never been more aware of a vehicle’s origins than in the Kluger it just shouts the fact that it is built for the US market down to the materials Toyota has chosen and styling inside the cabin.

The design is not cookie cutter with all the other SUVs. There are some points of difference including a sort of under shelf running across the dash offering a terrific storage for items that need to be close at hand but which you don’t want slipping

off the seat or in some unreachable place, in fact there is a handy rubber surface that reduces the chance of items sliding around.

The interior of the Kluger is capacious, giving up a huge amount of space and three rows of seats for seven passengers.

There is storage everywhere you look with the aforementioned shelf, cup holders in all sorts of places and a huge centre console bin that looks like it could hold a week’s groceries (It’s probably not that big but it seems that way).

The second row has belts and positions for three passengers and the foldable seats in the third row are for two smaller adults or kids.

Fold that third row of seats up and there is a massive amount of luggage space but it is drastically reduced obviously when you do have the full compliment of seven occupants on board.

The GXL front drive version we tested comes with a price tag of $54,950 and is the mid-point in the three variant line up in the Kluger range. There is also an all wheel drive variant at $58,990 while the entry level GX model comes in at $44,990.

With the Kluger GXL comes dual-zone climate control air conditioning, DAB digital radio, 18 inch alloy wheels, cruise control, sat navigation, front and rear cameras, parking sensors, power windows and mirrors, automatic headlights, keyless entry and start, leather trimmed seats and an electric tailgate.

The Kluger is all about giving families a big spacious, versatile vehicle that will eat up miles on the open road but which most of the time gives everyone riding in it a comfortable and relaxed space whether that is one person or seven and whether it is tooling around the suburbs or sitting in traffic on the freeway

AUSSIES HAVE FALLEN IN LOVE WITH SUVS, SPORT UTILITY VEHICLES AS THEY ARE MORE PROPERLY CALLED. BIG FAT STATION WAGONS ON STEROIDS. WHY EXACTLY THEY LOVE THEM WE HAVE NO IDEA, BUT THE LOVE AND PASSION FOR THEM IS GROWING STRONGER ALL THE TIME. WE RECENTLY JUMPED ABOARD ONE OF TOYOTA’S FRONTLINE SUVS, THE KLUGER FOR A COMPANY CAR TEST. www.truckandbus.net.au 061

or heading to the beach at weekends.

As we said before the car feels like it comes from America. It has big wide, well padded seats, it is very well insulated and the car just feels like an American machine despite its Japanese brand plate.

Start the V6 and it purrs away in near silence, shift it in to drive and move away and it wafts along in a smooth and relaxed mode, just as they like it in the USA. Even with it weighing in at close to two tonnes the Kluger has plenty of grunt and it is fairly easy to switch off the traction control and provoke plenty of wheelspin from the front tyres.

This is not a sports car, it is big boulevard cruiser that lopes along and the suspension is soft and compliant rather than taut and toned. The result is a bit wallowing and mushy but it is not as bad as some of its opponents including

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Holden’s Arcadia, which is really very soft by comparison.

It is however quite quick when you slip the welly in and jam down on the right pedal it really gathers up its skirts and starts to run.

Safety wise it comes with the full suite of Toyota electronic safety systems including ABS, seven airbags, ESP stability control, Automatic Emergency Braking, precollision warning, lane departure warning, pedestrian avoidance, lane assist, rear cross-traffic alert, active cruise control and automatic high beam dipping, traction control and rear parking sensors as well as a reversing camera.

The Kluger comes with the usual Toyota warranty of three-years/100,000km, which is quite short by industry standards these days, with most competitors offering five years and 200,000km and some giving

seven year protection. We remember when Toyota led the field with three-year warranties to convince buyers to buy ahead of the Holden’s and Fords. Now it is a bit cynical given Toyota’s iron grip on the new car market. One wonders when it might feel any pressure to align with the rest of the market.

In terms of fuel economy the Kluger is never going to be a frugal beast but we still managed to return around 12.5 litres/100km which given the weight, the performance and the carrying capacity.

In a grudging kind of way we liked t he Kluger it is a well insulated, relaxed and roomy vehicle aimed firmly at the family market.

If you need an SUV to cart the kids and the dogs and all the family accouterment around in reliable and relaxed style then the Kluger should be on your shopping list.

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MONEY MATTERS PAUL CLITHROE UNNECESSARY CAR INSURANCE AND CONSOLIDATED SUPER FUNDS COULD SAVE YOU MONEY

TENS OF THOUSANDS OF AUSTRALIANS ARE ABOUT TO POCKET A REFUND FOR CAR YARD ADD-ON INSURANCE, AND IT’S WORTH CHECKING IF YOU’RE OWED SOME MONEY.

I

f you’ve purchased a car or motorbike through a car yard in the last ten years, chances are the dealer offered a range of insurance options that went way beyond comprehensive cover.

For some years motorists were being flogged a whole smorgasbord of insurance by car yards. Yet many policies did little more than take car buyers for a ride while filling the coffers of insurance companies and lining the pockets of dealers, who could earn commissions of up to 75% of the premiums paid.

Money watchdog ASIC uncovered some very questionable practices. Like drivers being sold policies they weren’t even eligible to claim on, and car buyers aged under 21 being sold life insurance alongside their new car.

Adding salt to the wound, the pay-out ratios on some of these policies were dreadful. According to ASIC, across car yard life insurance products, only $6 million was paid out in claims over a five-year period – a tiny fraction of the $90 million collected in premiums.

These practices didn’t escape the notice of the Banking Royal Commission, which recommended that car yard addon policies should only be offered after consumers have purchased the car – not on the day they sign up for the vehicle.

That makes sense. ASIC’s investigations found car buyers often face ‘information fatigue’, where they’re so overloaded with different options that it’s hard to make a reasonable decision.

In the meantime, ASIC has been pushing for refund programs from the insurers involved.

Already over 200,000 car buyers have been compensated for premiums paid on a range of car yard add-on policies, which have been found to be pretty much worthless. In the past week, ASIC announced additional refund

programs worth $14.7 million from six different insurers.

The refunds should filter through to 30,000 car buyers. But if the situation sounds familiar don’t just wait for the money to arrive.

Check your car or motorbike purchase contract to see if add-on insurance was included. Policies to look for are typically called ‘GAP’ (Guaranteed Asset Protection), Consumer Credit Insurance and Mechanical Breakdown (or Extended Warranty) insurance. If any of these ring a bell, contact the insurer involved.

If you’re buying a car in the near future, the pressure to buy add-on insurance may not be so intense. A number of insurers have left the industry altogether, and dealer commissions have been lowered in a bid to reduce high pressure sales tactics.

Ultimately though, if you start to feel the heat to buy more than just a car, it could be time to rethink the deal.

Meantime more than half of Australians have no idea about a shakeup of superannuation that’s due to kick in from 1 July.

The clock is ticking towards the end of the financial year. That matters because from 1 July more than three million Australians may be affected when default life insurance is switched off in super accounts that have been inactive for 16 months.

This change is part of the Protecting Your Super package aimed at preventing unnecessary or unwanted erosion of super savings by life insurance premiums.

It does this by ending cover for super accounts where there have been no contributions for 16 months or more.

More than 85% of Australians have life insurance through their super fund.

Yet a new study by industry body ASFA found 53% are unaware of the upcoming change to life cover held in super.

Adding to the confusion, one third of Australians rarely or never read correspondence from their super fund.

Not surprisingly, one in four have no idea what their super savings are worth, and 44% don’t know what insurance – if any – they have through super.

While holding life insurance through a super fund can provide an important safety net for your family if the worst should happen, paying multiple premiums out of different accounts doesn’t make sense. Premiums come out of your super savings, so they can eat away at your retirement nest egg. Paying several lots of premiums may provide no real benefit if you already have adequate cover in place through your main fund or if you have life insurance outside of super.

The key is to check your super before 1 July to see if you have life cover in place, and be sure you have the right level of insurance for your circumstances.

You can elect to keep your cover in place even if the fund is inactive, and sometimes there can be good reasons to do this, for example, if you have a pre-existing medical condition that would make it hard to get life insurance outside of super.

This can also be a cue to tidy up your super by rolling any small balances, or accounts that have been sitting idle, into your main fund. It’s a great way to save on fees and keep track of your super as well as cutting back on unnecessary insurance premiums.

The super industry has launched a new website, timetocheck.com.au that can help you work out how you may be affected by the upcoming changes.

Paul Clitheroe is a founding director of financial planning firm ipac, chairman of the Australian Government Financial Literacy Board and chief commentator for Money magazine.

Visit: paulsmoney.com.au for more information.

MAXIMISE YOUR PAYLOAD WITH THE T610 600MM SLEEPER.

THE T610 continues to break new ground with the release of the 600mm Aero Roof Sleeper. The most compact sleeper in the T610 range offers you an outstanding driver’s experience with in-cab comfort, combined with aerodynamic lines to support enhanced fuel efficiency.

Designed to fit within the 26m B-double envelope, the new sleeper allows for full length 34 pallet trailer sets with the inclusion of a bullbar for optimal durability.

Kenworth’s most innovative and durable truck yet, continuing to redefine productivity.

For more information contact your local Kenworth dealer.

KENWORTH.COM.AU/600SLEEPER

THE TRANSMISSION TO DEFY CONVENTION. THE UNCONVENTIONAL CONVENTIONAL. The Mack mDrive is an advanced 12-speed automated manual transmission that takes all the effort and guesswork out of gear changes by selecting the right gear, at the right time, every time. Gear up to a more comfortable drive and outstanding fuel efficiency with the mDrive.

Defy Convention at macktrucks.com.au