TRANSPORT & TRUCKING ISSUE 134

www.truckandbus.net.au $9.50 incl. GST October/November 2020

MAKING AMERICANS GREAT AGAIN

FREIGHTLINER’S CASCADIA LIFTS THE STANDARD FOR US CONVENTIONALS

ISSN 2206-1495

9 772206 149012 >

33

BENZ ACTROS ROAD TEST IVECO’S MICHAEL MAY I’VIEW HINO 300 ROAD TEST RAM 1500 PICK UP

Bigger payloads.

Brought to you

by Isuzu.

*According to T-Mark industry statistics. FSA/ISZ12791

There’s a simple reason that around one in four trucks on Australia’s roads is an Isuzu*. It’s because they deliver legendary reliability. And that’s why so many businesses trust them to deliver their cargo day-in, day-out, every day of the year.

To find the right Isuzu for you, visit isuzu.com.au

CONTENTS CONTACT DETAILS

FEATURES

PO Box 7046 Warringah Mall NSW 2100

14 KING OF THE ROAD

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 Advertising Sales Jon Thomson Mobile 0418 641 959 admin@truckandbus.net.au Editorial Contributors Barry Flanagan, Mark Bean, Warren Caves, Peter Barnwell

Mercedes Benz has enjoyed a reputation for producing advanced engineering, performance and safety since Gottlieb Daimler and Karl Benz produced the first real automobile 135 years ago. That tradition has been continued in the truck arena with the latest Mercedes Benz Actros which has taken a really great truck and made it even better. We hit the Pacific Highway for a two day road test of the latest MirrorCam equipped Actros and came away impressed.

20 MAKING AMERICANS GREAT AGAIN

America’s best selling Class 8 heavy duty line haul truck is Daimler’s US developed and built Cascadia, which has brought fresh levels of safety and efficiency to a conventional truck, a sector long dominated

by US designed machines. These ‘American’ conventionals have lost ground to the Euro cab overs and lagged in areas of safety and efficiency, but the arrival of Cascadia may just be the chance to really make American trucks great again! We took one for a road test up the Pacific Highway.

26 MAY DAYS

When Michael May announced he was leaving Daimler to take up a new role as CEO of Iveco Australia, some industry observers initially were scratching their heads, wondering why he would choose to make the move to a truck company that had been burdened with a ‘revolving door’ of CEOs in recent years.

We sat down for a chat with May to find out why he took up the challenge.

32 SUBSTIT-UTE

Is the work ute struggling a little to carry around the necessary tools of your trade and materials for jobs, safely and efficiently? Perhaps it’s time to consider stepping up to a small truck instead. We get it, and so it seems, does Hino. You don’t have a truck licence and neither does your apprentice, and you don’t want to go through the expense and downtime of getting everyone licenced, perhaps the new Hino 300-series could help. Warren Caves took it for a spin.

38 COLD COMFORT

For leading Victorian based refrigerated transport company SRT Logistics Iveco’s latest flagship prime mover proved the perfect addition to its significant fleet, enabling drivers to handle multiple trailer swaps each day, with greater efficiency and safety. We take a look at SRT and the reasons why the Iveco X-Way was such a comforting purchase for the cold storageand transport specialist.

44 CARRY THAT WEIGHT

No job is truly out of the question for DCM Logistics and its truck fleet, whether it’s a big haul or one that’s not as intense —transporting loads that range from portable buildings to forklifts, then DCM is there.

We take a look at DCM and its go get’m attitude.

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

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Did you hear the one about the two Rams in the paddock ? I know it sounds like a bad rural joke about two sheep, but in this case the RAMs are two of America’s finest pick up trucks. We took a drive in both a whomping 5.7 litre V8 petrol RAM and its more subdued diesel sibling.

56 EXPRESS YOURSELF

Mitsubishi is back in the van market after a six year hiatus, thanks largely to the fact that the company is now part of the Renault-Nissan- Mitsubishi Alliance, a factor which has given it access to Renault’s Trafic van as the basis for the new reborn Mitsubishi Express. We had the Express for a week recently to see how much of French accent this new Mitsubishi has.

60 MIDDLE OF THE ROAD

At some point in our evolutionary history our DNA was corrupted and as a race we decided that SUVs were a better proposition for personal transport than small hatches or wagons. We take a drive in Hyundai’s good, but slightly uninspiring Tucson Activ.

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

BUILT TO DRIVE. READY FOR ANYTHING. THAT’S ANOTHER HINO

NEW HINO 300 SERIES. AUSTRALIA’S MOST POWERFUL JAPANESE LIGHT-DUTY TRUCKS. XAVIER_HINO37592.3/D

Are you ready for class-leading power, safety and efficiency? Ready to enjoy benchmark levels of on-road performance

and enhanced levels of interior ergonomics, cab comfort and innovative technology? Then the new 300 Series is the truck you’ve been waiting for. With an expanded model line-up, the new 721 models joins the popular 921 models and delivers

class-leading combination of power and torque courtesy of the high horsepower Hino J05 engine. With a Gross Vehicle

Mass of 6.5 tonnes, a higher towing capacity and a true automatic transmission, you can even drive them on a car licence.

The new Hino 300 Series. Find out more at hino.com.au.

CAN 2020 END FAST ENOUGH?

C

ould anyone have imagined the twists and turns that this year of 2020 could have thrown at us?

I some how doubt anyone could have seriously imagined the breadth and depth of the challenges we would face.

From January and the worst and most widespread bushfires we have ever encountered in Australia to just a few weeks later floods that proved not just a saviour but also a damaging interloper in equal proportions.

Before we even had a chance to reconcile the damaging summer the Covid pandemic raced into our lives in Autumn, changing almost everything and turning life upside down with forced lockdowns, border closures and bans on overseas travel.

Those early days of the lockdown in April and May saw industry all but shut and commercial activity fall in a massive hole. The Government’s stimulus packages like Job Keeper and Job Seeker and aid to business through tax rebates started the economy tentatively moving again.

Truck sales fell in a hole in those months but then as the reality of having to get on with things dawned, sales picked up again, sure not at record levels but certainly at a reasonable clip, particularly for an economy that wasn’t running at full speed.

The impact of the pandemic overseas had significant effect on both the three local truck makers and also most of the importers with supply chain issues either holding up components or fully built trucks in the case of the later. Hino even had issues supplying light duty trucks to key client Woolworths, which was trying to meet the exploding demand for home delivery from its supermarkets. This was not because they didn’t have the 300 series trucks Woolies wanted, but because the imported CKD insulated body kits from Italy were held up because of Covid issues.

There are myriad stories like that

004 www.truckandbus.net.au

around the Covid situation. It shows the random affects of a very random pandemic. For all the businesses badly affected there appeared to be many winners as well.

Long time rivals in the Heavy Duty sector of the truck market, Kenworth and Volvo were engaged in a tense struggle for sales through the worst of the first half of the year, with Volvo getting an edge on perennial market leader Kenworth and leading by more than 100 trucks at the end of July. It looked likely that the persistent Swede might build an unassailable lead and take the class for the first time.

Covid’s hand would be felt here as well, for while Volvo had some factory stoppages early on, due to critical supply chain interruptions, the factory was able to start up again. Kenworth had a factory shutdown as well in April, but it was also able to restart and continue on under strict Covid protocols, even in the tough second phase lockdowns in Victoria.

Many in the industry were predicting a Kenworth defeat but it seems Volvo has been short of stock in the last couple of months with further supply holdups, while Kenworth sales numbers have raced past and turned a 100 odd deficit into a lead of more than 100 trucks with two months to run. All of that unpredictable scenario directly as a result of the nasty pandemic.

Then Volvo quietly slipped out of the Brisbane Truck Show, a story we broke on our website, confirming that the uncertainty ahead as result of the Covid crisis made it difficult to commit to the Truck Show. The decision drew rancour from various quarters, mainly disgruntled members of the truck media, but we doubt it will prove a handicap for Volvo long term and may trigger a wider debate that we have been questioning for some time regarding the real value of large scale truck shows.

On that same subject, it seems Covid has also claimed the proposed TIC

aligned Melbourne Truck Show and given the lunacy of that concept, that can’t be a bad thing as far as we are concerned.

So as we roll onto the end of a very intriguing and frustrating year what will 2021 hold for the truck industry in Australia? Well no one has a crystal ball so we can’t precisely say what lays ahead.

However, given that it seems that the New Year may hold a useful vaccine for the virus, the levels of local transmission are down to almost insignificant levels, and Federal and state governments will, it seems, be pumping funds into major infrastructure projects at pretty high levels then there is a belief that 2021 could be better than 2020.

Given that many more people will continue to work from home, then there will be, we are told, a massive and continued demand for home delivery services, whether for internet shopping, grocery supplies, furniture or whatever.

That demand will need to be met by, you guessed it, trucks.

So look, we don’t know if 21 will be better, it would be difficult to be worse, but lets stay optimistic, perhaps plan for the worse but hope for the best.

Elsewhere in this issue we have a couple of massive road tests with significant new trucks both it turns out from the Daimler stable with drive in Mercedes’ updated new Actros with MirrorCam and its very important new Freightliner the Cascadia.

We also have a great chat with former Daimler executive and now MD of Iveco Australia, Michael May, focussing on his move to the Italian truck maker and what the future holds for what is our third local truck maker.

There is a road test of one of Hino’s new 300 series models and we look at UD’s new Croner models as well as a whole lot more in this issue of Transport & Trucking. So stay positive, enjoy the read and bring on 2021.

JON THOMSON

We’re serious when it comes to safety, that’s why every Fuso Canter comes with Lane Departure Warning Systems and Advanced Emergency Braking System as standard. Back that up with an impressive 5yr/200,000km warranty plus class-leading tare weight and you can do just about anything with a Canter.

CONTACT YOUR AUTHORISED LOCAL FUSO DEALER OR VISIT FUSO.COM.AU

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VOLVO HAS REVEALED its new 2021 truck line-up for Australia, unveiling the option of locally manufactured Euro 6 compliant trucks alongside traditional Euro 5 models.

Volvo is claiming that the launch

According to vice president of sales for Volvo Trucks Australia, Tony O’Connell, Australia is a big country and long haul drivers don’t just drive the trucks, they often live in them.

“However even in an urban

as well as a complementary range of horsepower options.

It says the FM features an all new cab as well as Euro 5 and 6 options in 11 and 13 litre engine capacities.

While Volvo has offered Euro 6, in

complemented by Euro 6 550hp and 650hp variants.

Volvo has also said that the addition of the Australian I-Save package to the new Volvo FH will, it believes, ‘create new levels of fuel efficiency

is the biggest ever for Volvo trucks, with new Volvo FM, Volvo FMX, Volvo

distribution environment driver’s also need a safe comfortable workplace,

what it terms ‘Classic’ FM11 and FM13 models, it says the entire

and CO2 savings’.

The company says its

FH and Volvo FH16 models going on sale from the 30th November.

and for some it is the modern office with every convenience at hand, for

range of models now come with options for Euro 6.

500hp/2800Nm Euro 6 turbo compound engine, is included in the

The company says the new trucks have been designed with the driver

others it is also a home,” he added.

“This new generation of Volvo Trucks

The FM Euro 6 will include 380, 430 and 460 horsepower ratings with the

Australian I-Save package and Volvo says it will deliver significant fuel

in mind and offer “unparalleled levels of comfort, driveability and safety”.

has been designed from the inside out with the driver in mind,” Tony O’Connell said.

11 litre, or 460 and 500hp options with the 13-litre engine.

The previous range of Euro 5 engines

and CO2 savings.

The new Volvo FH with Australian I- Save combines the new Euro 6

“We all know how hard it can be

with options from 330hp to 500hp

D13TC engine into a package that

to attract drivers in this country, these trucks raise the bar in terms of comfort, performance and

will still be offered, while the FMX will also retain the option of a 540hp Euro 5 power plant.

also includes I-See, which accesses centrally stored topographic data to optimise transmission performance

efficiency,” he continued.

The FH will be available with 13-litre

and engine efficiency for long-haul

to the need for extensive investment to facilitate it at the factory in Wacol.

“Any driver would be proud to find themselves behind the wheel of any truck in our new range,” he said.

Euro 6 variants, including a 500hp D13 TurboCompound power plant, as well as a 540hp rated 13-litre.

operations.

Volvo says that other components included in the package are I-Shift

That investment is currently flowing through the factory and has enabled

Volvo says its new FH models will have the option of Euro 5 and Euro 6

The flagship FH16 will also be available with the existing Euro

with dash mounted gear selector and economy transmission software,

the Euro 6 local assembly T&TA understands.

emissions levels across the range in both 13 litre and 16 litre capacities

5 range, with horsepower ratings from 600 to 700hp, and will be

I-Cruise with I-Roll, optimised 2.83 rear axle ratio with fuel efficient

The entire range of new Volvo models will be built at the Volvo Group Wacol production facility in Brisbane.

It’s a significant step up for the Swedish maker, which has delayed introducing locally manufactured Euro 6 models, largely it seems, due

006 www.truckandbus.net.au

VOLVO TAKES THE COVERS OFF NEW UPDATED RANGE WITH LOCALLY BUILT EURO 6 MODELS

energy tyres, engine idle shutdown, and variable displacement power steering pump.

“I’m very excited to see the new Volvo Truck range come to life here on Australia soil,” said Tony O’Connell.

“The FH and FH16 will continue to power Australian long-haul and heavy haulage businesses with new levels of driver comfort and appointments.”

“These new power plants, coupled

line mirrors, and a lower door line.

Volvo says it has fitted Adaptive High Beam function on the FH and FH16 models which partially dips the high beam LED headlights when the headlights or taillights of another

Volvo says there is a new ergonomically design I-Shift transmission selector and simplified switch gear across the dashboard adds to the ease of use and comfort from the drivers’ seat, while Volvo

“Our biggest launch ever with our safest, most productive and most

with our unique range of features from dual-clutch transmissions to

vehicle are detected ahead of the truck. The system also detects the

says the FM and FMX interior cab space has increased by up to one

efficient range of transport solutions has been eagerly anticipated by

Volvo Dynamic Steering will allow us to provide our customers with

lights of smaller vehicles such as motorcycles and cyclists.

cubic metre, and day cab models benefit from a 40 per cent increase

customers,” he added.

“This has been a massive project

the best transport solution possible, while driver’s will appreciate all the

Other active safety features Volvo has included are Adaptive Cruise

There is also a new 12-inch

and we have invested heavily in our manufacturing capability to ensure that these trucks will be built at our

new touches that will make their life on the road easier.”

“And best of all, we are building this

Control (ACC) for speeds down to zero km/h and Hill Descent Control that automatically activates the

instrument panel, which Volvo says minimises driver distraction with digital instrumentation while

Wacol production facility,” he said.

entire range right here in Australia,”

wheel brakes when extra brake

a new, larger touch screen display

“As always, will continue to be serviced by the largest dealer network in Australia and New Zealand.”

O’Connell emphasised.

Volvo says that the new cabs, across the range, meet the world’s most

force is needed to maintain constant downhill speed.

Electronically-controlled Brake

with a simplified menu is now also featured. Like its rivals from Daimler, the various functions can

“The new Volvo FM and Volvo FMX are

stringent crash test rating, the

System (EBS), a prerequisite for

now be controlled via buttons on

intelligent and versatile and continue to support our customers by building on the already formidable reputation

Swedish BOF10 cab strength test, while visibility has been improved by more than 10 per cent on the

safety features such as Collision Warning with Emergency Brake and Electronic Stability Control, comes as

the steering wheel, by voice control, or via the touchscreen and display control panel.

carved out by the classic models in the urban streets, the quarries and

Volvo FM and the Volvo FMX, which now features similar lines

standard on the new truck as does Volvo Dynamic Steering, while Lane

As we say the new Volvo’s will be on sale from 30th November and we

the regional back blocks of Australia.”

He continues.

to the Volvo FH cab with a larger windscreen, slimmer A-pillars, slim

Keeping Assist and Stability Assist, is also available as an option.

look froward to presenting a full road test as soon as we can.

in storage space.

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OCTOBER TRUCK SALES SEE KENWORTH RACE AHEAD OF VOLVO IN HEAVY BATTLE IT’S BEEN A FASCINATING time for the Australian commercial vehicle

to capture the Heavy sector for 2020 up until the middle of the year but

in the heavy sector ahead of Isuzu with 113 heavy sales.

a strongly performing Fuso which garnered 183 sales and 19.6

market with interesting numbers across all sectors of the market

Kenworth’s strong bounce back in August, September and now October

In Medium duty Isuzu put in a stunner, taking almost half the

per cent market share.

In vans Volkswagen usurped usual

in October.

Isuzu was the overall market leader

has put it 84 trucks ahead of Volvo year to date. Kenworth punched out

market with 253 units sold and 47.2 per cent market share in the sector,

market leader Mercedes Benz to lead the sector with 150 vans in

yet again, moving 726 trucks for the month capturing just under a quarter

230 trucks for the month and took 22.7 per cent share of the sector,

while Hino captured 29.7 per cent share with 159 medium duty sales

October ahead of Benz with 138 and Renault with 103 units.

of the entire market with 24.1 per cent share, while Japanese rival

while Volvo sold 143 trucks for a 14.1 per cent market share.

in October and Fuso moved 84 units for 15.7 per cent market share.

Despite Covid and the ongoing difficulties the overall truck market

Hino slotted into a strong second with 402 sales and 13.4. per cent and Fuso was third with 309 trucks and 10.1 per cent share in October.

The battle for the coveted Heavy Duty sector has continued its swing back in favour of Kenworth after Volvo relinquished a strong lead at the end of July. Volvo was on track

It is believed that Volvo was severely constrained by supply hold ups that limited the number of trucks it could produce and deliver to customers in October.

The big performer in Heavy Duty for the month was Mercedes Benz which finished close behind Volvo with 127 heavy duty sales to be third

Between them the three Japanese brands captured 92.6 per cent of the total 536 medium duty sales in the month.

Light duty saw a similar Japanese brand dominance with Isuzu securing 360 sales to take 38.5 per cent of the market ahead of Hino with 201 trucks and 21.5 per cent market share and

has remained reasonably buoyant with total sales across all segments of 3011 units giving the market a year to date tally of 27882 units and a likely projected end of year total somewhere around 35000 units, a result that many people believed was not possible back in April at the start of the pandemic.

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WE A L L

S H A R E A V I S I O N A T A

V O L V O U

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T

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G R O U P A

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From CEO to technician, our passionate Australian team of over 1200 people is united by a shared goal to help create a better future. Built on a history of hard work and tenacity, we believe in a modern Australia that is inclusive, diverse and has the confidence to combine a global viewpoint with local insight. So next time you’re choosing a business partner, look a little closer and choose the company that’s helping drive Australia forward.

volvogroup.com

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ELECTRONIC WORK DIARIES FINALLY GIVEN THE THUMBS UP BY NHVR AUSTRALIAN heavy vehicle industry is finally being dragged kicking and screaming into the 21st century with the announcement in mid November that the National Heavy Vehicle Regulator has finally approved the first electronic work diaries for heavy vehicle drivers.

“The work diary has been a requirement for fatigue-related heavy vehicles* for more than half a century, and today more than 200,000 written work diaries are used by heavy vehicle drivers each year.

“This announcement will cut this red tape enabling drivers to record their

Step Global’s system is a tablet or smart phone based app system that appears to have a lot of appeal for owner drivers, contract drivers or small fleets as well as for larger fleets. Currently it is only available for Android based devices, however it is expected to be available as an Apple

from the Google Play store, sign up with one of Step Global’s distributors and get started.

Integrated training is available on the app and the company says that driver can be ready to start using the electronic work diary in less than 30 minutes. For the operator, there is free

Drivers and fleets will now have a choice in how they record their work

work and rest hours by simply pressing a button, rather than spending time

iOS app for iPhones and iPads in the next few months.

access to the Smart eDriver portal and reports.

and rest hours, with EWD, which are electronic recording systems to record work and rest times, as a

ruling lines and counting multiple time periods on multiple pieces of paper.”

The EWD Policy Framework and

Step Global, told T&B News that the Step Global Smart eDriver system is actually the only system fully tested

Drivers will be able to download the app after the 23rd November and complete training ready for the 1st

voluntary alternative to the written

Standards were developed in

and certified for the full NHVR EWD

December launch.

work diary.

Deputy PM and Minister for Infrastructure, Transport and Regional

association with technology providers, transport operators, police and transport authorities in 2018 and

standards and will go live on the 1st December. The company disputes the ability for the Teletrac Navman to be

Teletrac Navman told T&TA that

Development Michael McCormack

were subject to comprehensive

fully compliant by the introduction

made the announcement in early November and said the rollout of EWDs from 1st December would

review and consultation.

As far as T&TA can tell after speaking with representatives of both Teletrac

date and says the company is discussing this with the NHVR. “We can tell you our platform is fully

mean drivers can now “put down the

Navman and Step Global, the two

compliant with all NHVR standard

accuracy of their written work diaries

pen, paper and ruler when recording work and rest hours”.

“Congratulations to local Australian companies Step Global and Teletrac

approved systems are quite different in terms of hardware and sectors of the market they may appeal to.

The Teletrac Navman system is tied

and Basic Fatigue Management rules right now and has the ability to integrate Advanced Fatigue Management solutions on request,”

and gain a greater level of back office visibility into driver hours.

Navman which have met the strict

into that company’s telematics system

Step Global told us.

requirements to provide an alternative to a written work diary,” Mr McCormack said.

and the EWD component has to be used with its own tablets and fleet based telematics offering.

Step Global says Smart eDriver users can download the mobile application onto any compliant Android device

challenges, and continually updated the solution based on customer feedback.

010 www.truckandbus.net.au

it pioneered EWDs and fatigue management solutions in Australia as far back 12 years ago, with its Sentinel system coming to market in 2008.

The company says its customers have adopted Sentinel to check the

It says it has developed a deep understanding of fatigue risks and

It added that it has given created a comprehensive EWD solution that

meets real day-to-day needs of transport operators, administrators

transport and logistics operators ready and eager to adopt the

and drivers.

Teletrac Navman says its Sentinel

technology and we should see a good uptake across the industry.

is already being used by more than 40,000 drivers across Australia,

NHVR Chair Duncan Gay said a company’s investment in EWDs is

and these customers will be able to move to the new NHVR-approved

an investment in industry safety and productivity.

solution at no additional cost from 1st December 2020.

“Right now, industry is managing 60 million pages of work diary paper per

The new solution is also available now for all new clients of Teletrac Navman’s telemetry systems from

year – this equates to 14 B-Double loads of red tape,” Mr Gay said.

“Today’s announcement will enable

this date.

companies and drivers to more

A group of early adopters will be the first to install the technology in December, including prominent

effectively focus on managing their fatigue, rather than managing the book – which is an important step

organisations such as Lindsay

forward in delivering improved

Australia and Aldi.

Teletrac Navman’s chief product officer, Andrew Rossington says

fatigue safety outcomes.

“As well as reducing time checking written work records on the side of

that its EWDs will streamline and

the road, it also delivers huge cost

simplify the whole process of logging driver hours, both from a safety and operational standpoint.

“EWDs empower drivers to manage their own compliance, give managers peace of mind that their drivers are safe, and make it easy for everyone to stay compliant and keep records of driver work and rest times,” Rossington said.

“Digitising processes will also help the industry tackle growing demand and a shrinking pool of drivers. This kind of technology is set to assist a new generation of drivers, ones who will be more familiar with a device than they are with pen and paper,” he added.

and time savings for heavy vehicle businesses with many operators spending multiple days every week reconciling the written work book with internal systems.

“I look forward to welcoming other technology providers also submitting systems for approval.”

Drivers and operators interested in the benefits of using an EWD should contact an approved provider to arrange their access.

There is currently no application fee to apply for approval of an EWD and all approved EWDs will be listed on the NHVR website at www.nhvr.gov.au/ewd Authorised officers and police

Assistant Minister for Road Safety and Freight Transport Scott Buchholz

will still be able to check an EWD, including recent records, at the

said both companies are technology partners with a number of heavy

roadside to ensure drivers aren’t exceeding their legal driving limits.

vehicle operators, which should see a broad rollout across industry.

Approval for these companies to provide an EWD was based

“This approval gives the providers the green light to work with their partners to use their products as

on comprehensive technical assessments and expert advice and while many operators and the NHVR

an approved fatigue management system,” Mr Buchholz said.

were keen to see the first EWDs rolled out, it is also important to

“We know both technology companies have a number of

ensure that approved systems are fit for purpose for Australian laws.

TRATON AND HINO PLUG INTO ELECTRIC VEHICLE DEVELOPMENT COLLABORATION VOLKSWAGEN’S Traton commercial vehicle subsidiary appears to have put the truck in gear and is starting to roll the massive and growing behemoth with both its play for Navistar in the USA and its MOU with Hino being set in motion.

Traton and Hino recently signed a joint venture agreement for e-mobility in order to plan and provide e-mobility products that will be based on the two companies’ strategic partnership established almost two years ago.

The two companies will combine their strengths to develop electric vehicles including battery electric vehicles (BEV), fuel cell vehicles (FCV), and relevant components as well as creating common EV platforms including software and interfaces.

They will form a team of advanced specialists from both companies and launch activities in Södertälje in Sweden and in a second step in Tokyo.

The two will team up to shorten lead times for future e-mobility products with battery and fuel cell technology with each convinced that both technologies will be needed in the future.

The 2018 agreement they signed had the aim of forming a mutually beneficial strategic long-term partnership they say. They went on to establish a procurement joint venture in 2019, and have now solidified the collaboration with e-mobility. Both companies have agreed to explore each other’s capabilities and investigate further possibilities to collaborate in other future fields of technology.

“Traton’s mission is to carefully balance the interests of people, planet and performance and this new joint venture with our partner Hino is the next important step in electrification, pushing our mission further ahead,” said Matthias Gründler, CEO of Traton.

Gründler reiterated that Traton has a goal of investing around one billion euros in electrification before 2025.

Hino boss Yoshio Shimo said he is delighted that the companies can follow the procurement joint venture and further embodying our synergy with Traton in e-mobility, to help reduce global CO2 emissions and fighting global warming.”

“We will combine our strengths as leading commercial vehicle manufacturers to offer EVs with the highest value for customers, through joint planning of commercial EVs,” said Shimo san, who is president and CEO of Hino.

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GLOBE

VOLVO UNVEILS 2021 RAN GE/TENSE HEAVY DUTY SAL ES BATTLE/ELECTRONIC DIA RIES APPROVED/PACCAR EXP ANDS AUSSIE FACTORY

VOLVO AND ISUZU SIGN FORMAL ALLIANCE DOCUMENTS THE VOLVO GROUP and Isuzu have announced that the two companies have moved their alliance along to the next phase, signing binding agreements to form a strategic alliance within the commercial vehicle realms, they say are in order to capture the opportunities in the ongoing industry transformation.

The agreements, signed in early November, follow Isuzu’s acquisition of UD Trucks from the Volvo Group late last year for an enterprise value of about $US2.3 billion, the two companies said.

Creating the best long-term conditions for a stronger heavy-duty truck business for UD Trucks and Isuzu Motors in Japan and across international markets is one of the goals of the alliance.

The two companies will establish a Joint Alliance Office, with facilities both in Japan and Sweden, which will be overseen by a board comprising the Isuzu Motors president, the Volvo Group CEO and other key executives

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from the two groups.

“I have high expectations on this strategic alliance, which will make

as well as supporting the logistics industry.”

Isuzu Australia has also welcomed

another substantial transformation within the broader transport industry warmly welcome here in Australia,”

Volvo and Isuzu Motors even more competitive within their respective

the formalisation of the binding agreements for the strategic alliance,

Harbison said.

“The focus on complementary

markets and segments,” said Martin Lundstedt, president and CEO of the

which it says is set to build a longterm and industrious relationship.

capabilities and the leveraging of volume opportunities here will be a

Volvo Group.

“I am confident that UD Trucks will

Isuzu Australia says that the agreement will meld the strengths

real win for road transport equipment operators around the world.

become a bridge between the Volvo Group and Isuzu Motors and that

of both global commercial vehicle companies and is designed to

the strategic alliance will create the conditions to continue to develop UD Trucks to a new level within Isuzu Motors.”

Masanori Katayama, president and representative director of Isuzu Motors, said the Covid-19 situation had made the alliance even more valuable, and had built a solid, trustful relationship between Isuzu and the Volvo Group.

“This long-term partnership will

respond to industry changes and capitalise on the abundant opportunity available to the broader global road transport sector.

“The formalisation of the alliance, marks a significant day for the global Isuzu family and firmly underpins the current and future strength of the organisation,” said IAL director and COO, Andrew Harbison.

“The transfer of ownership of UD Truck from Volvo to Isuzu

“Further enhancing this is the intended cooperation between Isuzu and Volvo regarding the development of new technologies such as autonomous driving, connectivity and medium – and heavy-duty electric vehicles.

span across products, technologies and regions, and actively contribute to service improvements and strengthened customer satisfaction

is an important aspect of this announcement and has been described as building a bridge in the business between Isuzu and Volvo –

“Whilst the news doesn’t impact the domestic Australian market immediately, we’re excited to see where this strategic partnership will lead for our customers, with both global groups clear leaders in their fields of expertise.

“In the meantime, our local operators can look forward to continued and uninterrupted service, advice and support from IAL and our dealer network,” Mr Harbison concluded.

VOLVO STARTS SELLING ELECTRIC

TRUCKS IN AMERICA FROM NEXT MONTH said it will begin selling trucks with hydrogen fuel cells in the second half of this decade, and plans to have a fossil-free product range by 2040.

“By rapidly increasing the number of heavy-duty electric trucks, we want to help our customers and transport buyers to achieve their ambitious sustainability goals. We’re determined to continue driving our industry toward a sustainable future,” said

electric, and at least 50per cent of group revenues will come from services. Volvo said electrified vehicles provide potential to increase the total vehicle and service revenues by more than 50 per cent over the lifecycle.

“Medium-duty electric trucks for refuse and city distribution are already in serial production and we are pushing ahead with high speed in the commercialisation of heavyduty trucks for regional transport

VOLVO TRUCKS in the USA has announced it will start taking

will continue to invest in and drive the development of this technology,

orders for its VNR Electric truck for customers commercially in the North

both globally and right here in North America,” said Peter Voorhoeve,

Roger Alm, president of Volvo Trucks Corporation.

Volvo Trucks North America credited

America market starting on the 3rd December.

president of Volvo Trucks North America. “We are excited to bring the

its LIGHTS project, started in 2019 in Southern California, with validating

offer our solutions to a broad range of customer segments when

The VNR Electric truck will enter production in early 2021 at Volvo’s

Volvo VNR Electric to the market in just a few weeks.”

US manufacturing plant in Virginia.

“Volvo Trucks is committed to lead

Volvo announced ambitious plans for electric vehicles at its Capital

the viability and reliability of the VNR Electric in real-world operations.

“We are fully confident in bringing this new technology to the

the commercial transport industry towards more sustainable solutions by advancing electromobility. We

Markets Day, also announcing a full range of electric heavy-duty trucks for the European market in 2021. It

market conditions and the total cost of ownership move in favour of electrified solutions. We are doing this to create value for our customers, for society and for our owners,” said Volvo Group president and CEO Martin Lundstedt.

commercial market,” Voorhoeve said.

Globally, Volvo plans at least 35 per cent of its vehicle sales will be

and construction applications.

With a complete line-up we can

PACCAR ANNOUNCES FURTHER EXPANSION AT BAYSWATER PACCAR AUSTRALIA has announced

Australian manufacturing

and safety standards.

is important to them.

“The increase in production reflects

“As we go into our 50th year of manufacturing Australian-made

Paccar’s supply chains, following

the work carried out across the business in managing the restrictions

Kenworth trucks, we also celebrate the assembling of DAF trucks in

year, marred by significant negative health and economic impact.

The company says it will expand

the increase in production earlier this year,” said Andrew Hadjikakou, managing director, Paccar Australia.

and challenges we have faced this year, particularly in Victoria.

“I am proud of the dedication and

Australia, having more than doubled the number of DAFs being produced in the plant since 2018. The increase

its workforce, with recruitment

“Being a proud Australian

enthusiasm displayed by all Paccar

in production provides a positive

currently underway for the factory and related departments at the Melbourne-based head office, to

manufacturer with a predominantly Australian supplier base means we are not suffering some of the

Australia employees, our dealers and suppliers in ensuring we keep delivering world class Kenworth

outlook for the future growth of both brands in Australia,” said Andrew.

“In preparation for this growth, the

support the increase and as a further

constraints of overseas component supply. Australians are patriotic

and DAF trucks while adhering to

$40 million Bayswater site expansion

boost to the local community.

“This is great news for local

and are showing that supporting

Government guidelines on social distancing and maintaining health

is well underway and is on schedule for completion in 2021,” he said.

it is again increasing truck production over the coming months, despite what has universally been

manufacturing and follows the recent employment of more than 120 people for the Kenworth DAF Bayswater Plant, and many more in

acknowledged as a very unusual

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Road Test

T

he traffic was bumper to bumper, and in the last few months before the NorthConnex tunnel took over from the infamous Pennant Hills Rd, in Sydney’s North. It was Friday afternoon at the end of a 1000 km round trip road test at the wheel of Mercedes-Benz, latest Actros and the last thing a B-Double driver wants to hit is an hour of crawling, ever stopping traffic, stuttering its way from traffic light to traffic light.

In just about any other truck that scenario would have been a painful test of patience and temperament. However after a solid day at the wheel of the Actros we were able to remain fairly sanguine about the task. The comfort, quietness, user friendly controls and the revolutionary

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new technology MirrorCams made the hour long idle speed crawl, along this thoroughly clogged major artery a great deal easier to endure than it would have been in an older truck.

The test of the newly updated Actros had started the day before and we had piloted the new Actros 2663 pulling a B-Double set, tipping the scales at 47 tonnes, north from Sydney up the Pacific Highway to Coffs Harbour.

The Pacific is a natural environment for B-doubles these days with most Sydney Brisbane freight operators taking the ‘coast’ road in preference to the New England, given it is largely dual carriageway and will be totally motorway conditions by early in 2021. So it seemed logical to do a return trip in the new

Actros up the Pacific and back.

This ‘new-gen’ (or is it a ‘re-gen’?)

Actros is similar in many ways to the Actros launched here in 2016. The cab and driveline are largely the same as that all new Actros from four years ago, but there have been a number of new features added and some important updates to the spec with this latest update. The MirrorCam is clearly the headline new technology debuted with the new Actros, largely because it is so new and different to anything that came before it in terms of rear vision for drivers.

However there are a whole lot of other features that make the latest Actros a very complete proposition on the road.

Climb up into the Actros cabin and get behind the wheel and the first thing

MERCEDES-BENZ HAS ENJOYED A REPUTATION FOR PRODUCING ADVANCED ENGINEERING, PERFORMANCE AND SAFETY SINCE GOTTLIEB DAIMLER AND KARL BENZ PRODUCED THE FIRST REAL AUTOMOBILE 135 YEARS AGO. THAT TRADITION HAS BEEN CONTINUED IN THE TRUCK ARENA WITH THE LATEST MERCEDES BENZ ACTROS WHICH HAS TAKEN A REALLY GREAT TRUCK AND MADE IT EVEN BETTER. WE HIT THE PACIFIC HIGHWAY FOR A TWO DAY ROAD TEST OF THE LATEST MIRRORCAM EQUIPPED ACTROS AND CAME AWAY IMPRESSED.

you notice is that there are no big door mirrors blocking your vision through the door windows. Only once they have been removed do you realise just how much blind spot is created looking forward to the right and left of the truck. Instead the two vertical display screens, on the inside of the A pillars, deliver a crisp and crystal clear picture of what is going on aft of the cabin, but more of that later.

There is no doubt the Daimler driveline is, if not the smoothest and best matched on the market in heavy trucks, then it is damn close. Although at 47 tonnes the new Actros was a little shy of a full B-double load, it was still a substantial load and probably a weight that many operators run at up and down the Pacific every night.

A mid-morning departure meant we had

the best of the M7 and Pennant Hills Rd and quickly escaped Sydney’s suburbs for a run up the M1 Motorway heading to Newcastle and beyond. The Daimler 15.6 litre pulls beautifully from standstill and with the PowerShift 12 automated manual shifting efficiently, quietly and quickly shuffling up through the ratios the engine delivers on both efficiency and performance.

The big Benz straight six pumps out 625 hp and 3000 Nm of torque in its Euro 6 guise, which it delivers with such smoothness, urge and willingness that it makes it a pleasure to drive, instilling confidence in the driver, making you feel like it could tackle just about anything.

As we hit the insistent and consistent climb up from the Hawkesbury on the M1 the smoothness and willing power and

torque delivery coupled with that slick shifter produced an impressive climbing performance. Although we were only grossing 47 tonnes it is still a decent load and a very decent performance.

On the flat of the freeway past Wyong and heading for Newcastle, the Actros just hummed along with no fuss, delivering incredibly quiet running and impressive economy.

Mercedes has well and truly embraced the ‘down speeding’ concept with its engines and is reaping the rewards of it in some exceptional fuel economy. This is all about lower engine revs, and using technology like the predictive cruise control to harness momentum and gravity off the hills, to lower engine revs and fuel usage.

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Unfortunately for us, the GPS-assisted Predictive Powertrain Control cruise was not fitted because it was ordered specifically on this truck. Even so we had an eye on the economy and worked away at buttoning off as we crested known hills and letting the truck glide downhill using the 47 tonne mass to roll as far as possible before easing back on to the throttle to maintain a consistent road speed.

The PPC is meant to, through a combination of ‘learning’ routes and using GPS data know where hills are and manage the cruise control functions to maximise fuel economy and efficiency.

We’ve experienced it on an earlier ‘test’ version of the Actros in Melbourne last year and it is impressive, but we would like another crack at it on an intercity drive at some stage.

Our efforts still netted us fuel economy of just on 2.0km/litre on the way up the Pacific and on the way back we bettered 2.1km/litre closing in on 2.2litre/km at times. We were pretty impressed with this because the truck was still able to maintain a good clip and averaged good speed on the highway.

Again part of the good fuel economy and also the low wind noise can be put down to the MirrorCam system, without that big

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rectangular plate of steel and glass jutting out into the breeze the wind noise is dramatically reduced as is the drag, which after all were the primary reasons to develop the system.

At cruise with the speed held on just under 100km/h the engine was ticking over at just 1450rpm, with the 12 speed sitting in overdrive top. The truck’s 3.583:1 diff ratio was also doing its job, keeping those revs low and using the flexibility and torque of the 630hp 16 litre to maintain a high gear as long as possible.

The MirrorCams have divided opinion and it seems you are either for or against them depending largely on your ability to embrace new technology and concepts.

We love them and find them a huge leap forward in helping drivers to be safer and more aware of what is around them.

One of the things we really like is the ‘digital’ indicator bars shown on the mirror display, which can be configured by the driver to suit their own preferences. In short the lines on the bottom of the mirror show the driver the exact end of the trailer and other lines can indicate distances back from that, so the driver can set them to say 50 metres, 100 metres or whatever.

This means you can easily judge how far behind other vehicles following really are.

It is very clever.

The other benefit is the wide angle they provide and the fact that they alter the range of focus when the truck turns, so you aren’t looking at the side of the tautliner and you can actually see the very rear of the last trailer. This came in handy when starting up in Coffs on the second day, when negotiating the tight departure road from the road house we stopped overnight at. The MirrorCam showed us just how close the rig was as we manoeuvred our way around some parked cars, giving us confidence that we could thread the needle without strife.

Some have been critical of the MirrorCam for backing, but it hasn’t been our experience. We had no issue backing using the new technology.

One thing some have questioned about MirrorCam is the potential for damage with a complex camera jutting out on a wing above each door. However the reality is the wings are hinged and designed to fold in if hit, while the cameras are well and truly recessed into the wings.

Benz people tell us that in the unlikely occurrence of actually damaging a wing then it is easily and cost effective to change, cheaper in fact than replacing a traditional mirror and we all know that can be a costly experience.

“THE SUPERB RIDE COMFORT AND ROAD MANNERS THAT ARE DELIVERED ENSURE THAT DRIVER FATIGUE IS MINIMISED”

The MirrorCam is an optional extra that apparently will cost between about $4000 and $5000, which is a fair whack, but if you factor in the reduction in fuel consumption and the resulting cost savings at the diesel pump it wouldn’t take too long to make the cost back.

It will be interesting to see the take up of the MirrorCam but if it was our call we’d be ticking that box straight away.

The superb ride comfort and road manners that are delivered ensure that driver fatigue is minimised, while its excellent steering and consistent and predictable tracking, no matter what the road surface, makes the Actros a treat to drive. This came into its own as the afternoon wore on and we neared Coffs.

It wasn’t a particularly long drive, but when you are at the wheel of the Actros it just feels like you could go all day.

Inside the cabin the impressive dash and multi-media display gives the driver all the information and interface you need. It is a system that is being adapted across all strands of the Mercedes Benz world. if you jumped out of the Actros and into a new Benz E300 sedan or a Sprinter van, then the dash, multi-media display and various interfaces pretty much carry across all of the vehicle types and underneath the

electrical architecture. It is very different to the way truck dashes have been executed in the past and that is not a bad thing. The Benz engineers have done a great job with this and it is very easy and safe to use.

Both the instrument layout in front of the driver and the multi-media display are tablet style LCD screens that are vivid and easy to use and read. The instruments in front of the driver show a digital ‘glass cockpit’ style display as they say in the aviation industry. Front and centre is a large round speedo ‘analogue style’ display that shows speed on one side and a tachometer reading on the other, with a large digital speed readout in the middle. Other info, such as odometer and trip readouts, fuel efficiency, air brake reservoir readings, time of day, fuel and ad blue gauges, a gear indicator, a display of what radio station or audio you are listening to and cruise control indicator are all there. The screen can be configured different ways for the driver to decide which is easiest for them.

That might all sound a bit fussy and unclear but the layouts are really easy to read and you can change the info on display using the easy to use control on the right hand spoke of the steering wheel.

Move your gaze across to the left hand

‘wing’ of the cockpit and you will be focussed on the multi-media screen that controls all of the audio, navigation, the extensive interior lighting options and also the HVAC functions and the parameters for the MirrorCam including dialling in the correct trailer length.

The nifty thing here is that you can control the info and functions via either touching the icons on the screen, swiping across it to see other icons, or using the buttons at the bottom of the screen or via a similar control pad on the left hand spoke of the steering wheel. Bottom line is it is easy to read, easy to use and above all safe.

Wands on both sides of the steering column control the windscreen wipers and washers on the left side, while on the right the rotary gear selector as well as the retarder are at the driver’s fingertips and easily operated.

The park brake is another feature from the Benz passenger car design portfolio while the push button starter is also a Daimler family design. The remote control key fob is a proximity switch, so access can be gained just by having the key in your pocket. There is also a really handy ‘light check’ function that allows the driver to check all the trucks lights with one easy button push. Very convenient.

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“ IT IS CLEAR THE ACTROS IS VERY MUCH KING OF THE ROAD”

Cruising the Pacific with a quiet and very comfortable Actros and the superb audio system playing some good music was our idea of a great way to spend a couple of days. The audio system fills the cabin with superb sound and with such low ambient noise it is very easy to take.

It also has a very easy to use and link Bluetooth phone interface so that makes work a whole lot easier as well.

The Actros cabin is large and comfortable with a wide flat floor that makes it easy to spread out, stretch, get changed or dressed after a night in the bunk or to move across to the SoloStar ‘armchair’ on the passenger side cabin to fulfil some paperwork.

SoloStar is a different take on sleeper bunks with an 850mm wide fold down inner sprung mattress equipped bed. The ‘armchair’/lounge is set back into the back, left hand corner of the cab with the wraparound style seat allowing a

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passenger to travel in with a seatbelt. As mentioned it can be used by the driver to sit back and relax, read, watch something on the lap top or tablet or either eat or do paperwork at the fold down table.

To convert the system to a bed the back of the4 seat is folded down and then the bunk is folded into place. We have to admit we didn’t stay on board during our trip in the Actros. A work writing backlog meant we stayed in a motel, but next time we have resolved to stay in the Motel Actros.

The lighting controls and range of ambient, low impact or almost flood like brightness, allows you to get the right level no matter what you need, and it is easy to use.

By the time we saddled up early the next morning for the return trip to Sydney, drizzling rain was falling on the concrete carriageway of the Pacific. However the sure footedness and excellent steering and tracking of the Actros gave a feeling of

confidence and aplomb.

About six hours later as we motored off the M1 motorway into that Pennant Hills Rd traffic jam, we quickly realised that a trip like that in an older truck would have been a lot harder to take, particularly that last slow, creeping traffic ordeal.

Some may decry new technology in trucks and prefer ‘simpler’, old style, low tech trucks, but I would reckon anyone who makes those statements usually hasn’t had the chance to drive a new age machine like the latest gen Actros.

There is no doubt that a truck like the Actros delivers the driver and their load with a lot less stress, fatigue and with a whole lot more safety and efficiency It is in our view a truck that leads the pack in terms of its performance, ease of operation, safety and efficiency and with the new age technology like the MirrorCam, and the PPC it is clear the Actros is very much King of the Road.

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Road Test

F

reightliner has built a great deal of anticipation around its new flagship Cascadia, a truck that the Daimler organisation has a lot riding on.

Then along came the Covid 19 crisis and what was supposed to be a big year for the new truck has been turned into a bit of a slow start for this important new truck.

The crisis has caused supply chain issues

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that slowed production from Daimler’s plant in North Carolina as well as knock on issues with shipping and other logistics just getting the trucks across the Pacific.

However we are told that trucks due to be delivered in April or may are now reaching customers in Australia.

Hats off to Daimler trucks Australia though, the company has been working

away within the restrictions and lock downs and just trying to get on with it the best they can given the circumstances.

It is clear Daniel Whitehead and his teams including the Freightliner operation, headed up by Stephen Downes are very focussed and are happy to play the long game. They know that things hasten slowly in the truck business and they have

WITHOUT WANTING TO TAKE ANYTHING FROM THE USA’S 45TH PRESIDENT, IT STRUCK US THAT MR TRUMP’S CHARGE THAT HE WOULD ‘MAKE AMERICA GREAT AGAIN’ COULD BE REPURPOSED FOR THE HEADLINE ON THIS STORY. HERE WAS AMERICA’S BEST SELLING CLASS 8 HEAVY DUTY LINE HAUL TRUCK IN THE FORM OF DAIMLER’S US DEVELOPED AND BUILT CASCADIA, BRINGING FRESH LEVELS OF SAFETY AND EFFICIENCY TO A CONVENTIONAL TRUCK, A SECTOR LONG DOMINATED BY US DESIGNED MACHINES. THESE ‘AMERICAN’ CONVENTIONALS HAVE LOST GROUND TO THE EURO CAB OVERS AND LAGGED IN AREAS OF SAFETY AND EFFICIENCY, BUT THE ARRIVAL OF CASCADIA MAY JUST BE THE CHANCE TO REALLY MAKE AMERICAN TRUCKS GREAT AGAIN! WE TOOK ONE FOR A ROAD TEST UP THE PACIFIC HIGHWAY.

some very clear on reshaping the way Freightliner is presented to Australian truck buyers and in rebuilding the reputation of the brand which has suffered on the back of problems with early Argosy models.

Despite the fact that this was a long time ago, the reality is reputations in the truck business stay tarnished for a long time and often stay for often irrational reasons.

That was then but this is now. Daimler’s resolve in keeping the wheels rolling even in the pandemic was evident in the fact that the company’s PR was persistent in making a road test program for the new truck work within the restrictions and border closures, while other truck companies simply pulled the shutters down entirely during the crisis.

So it was that we found ourselves behind the wheel of a new Cascadia for our first proper road test on Aussie soil, heading from Sydney to Murwillimbah of all places. Why Murwillimbah? Well, the original plan was to drive it to Brisbane, making is easier for Queensland based journalists could access the rig for tests.

However just a few days before the hard

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closure of the state border made that impossible. The alternate plan meant we would drive it to Daimler’s dealer Murwillimbah Truck Centre , and drop the truck off at Daimler’s dealer in that town before hitching a ride to Ballina and catch a flight back to Sydney from what at the time was possibly Australia’s busiest regional airport.

Still it would be a stern test of the Cascadia 116. The 116 nomenclature indicates the bumper to back of cab measurement expressed in the old imperial measurement of 116 inches (or 2950mm for those born after 1972).

The test truck was a 13 litre model using the Daimler Detroit Diesel six cylinder turbo diesel a with 505 horsepower and 2508Nm of torque on tap. The ‘little’ Detroit engine, as opposed to the bigger 16 litre with 600horsepower and 2779Nm of torque would have some hard work ahead of it on the Pacific Highway, given the B Double rig was grossing around 60 tonnes.

In reality the 116 Day cab with the 13

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litre and the DT 12 automated manual transmission, although rated at 140tonnes, would most likely be the sort of spec most operators would use in single trailer configuration at around 40 tonnes, or in lighter B Double work in intra-state distribution work.

However we have been told that The 116 is being used for B Doubles on highway linehaul with 68.5 tonne tankers for Finemores, Toll and Linfox, mostly in Victoria but also in NSW milk tankers at the same weight, and also with tipper dog operators. In hilly terrain operators would probably go for the 16-litre, to avoid working the the 13-litre too hard. It’s beeen pointed out that while the 13-litre has 55hp less power than the DD15, it has the same torque output.

Our plan was to get away from Daimler’s Huntingwood dealership in Sydney’s west in the late afternoon and break the journey with an overnight stop at Nabiac where it would be easy to grab a motel bed and a meal with somewhere to park the truck, before hitting the road early next day to

make Murwillimbah in good time.

This strategy meant we would have plenty of heavy traffic and stop start going to test the big load and tractability of the Cascadia. And test it we did. The usual late afternoon Pennant Hills Rd crawl lived up to expectation and time after time we found the Cascadia having to dig deep into that 13 litres to accelerate the 60 tonnes from standstill on a steepish hill to charge all of 800 metres before grinding to a halt again.

The performance was impressive, the DT12 speed shifting efficiently and smoothly up and down through the box coping with the traffic malaise admirably.

It is scenarios like this that made us so thankful for a good AMT because our left leg would have been in need of physio if the task had been performed in a manual Roadranger.

Once clear of the Sydney suburbs and on the M1 the DT12 slotted up to 12th on the M1 heading to the descent onto the Hawkesbury Bridge and the Cascadia assumed a comfortable stride, humming

along with the other traffic, with the proviso that this machine was hauling 60 tonnes and the uphill stretches were a test.

There was no need for any anxiety, the13litre again dug in and ground away at the hills with a confident and hardworking feel.

Inside the Day cab of the Cascadia is comfortable and well appointed, albeit missing a bunk which is not only a good place to nap but a handy storage space inside the truck. However this spec will find favour with metro and intrastate distribution so in that sphere the bunk is an unneeded extravagance.

Climb up into the cab and slide behind the steering wheel and you instantly detect elements of family resemblance between this truck and other Daimler trucks, notably the Mercedes Benz Actros. For a start the steering wheel carries. The same appearance and control elements as the Actros, which for many companies operating Daimler fleet will mean a degree of familiarity and commonality that will make driving easier and safer.

The Daimler control system lets the driver control elements of the truck controls and information systems using the steering wheel controls, infotainment touch screen, or voice control.

The system also allows the driver to scroll through the vehicle systems on the main instrument screen in front of the driver with a range of info from the vitals like engine temperature, gearbox and diff temps, fuel economy, trip meters and odo amongst other details .

The Cascadia’s adaptive cruise control is also controlled from one of the two steering wheel mounted toggles, while Bluetooth phone and radio/audio system controls are also located on the wheel. We found the entire system easy to use, simple to navigate and intuitive.

Safety has always been one of Daimler’s core tenets and the Cascadia is arguably one of the safest conventional trucks available in the world and doesn’t give anything away to the core Euro cab overs, including its siblings from Benz and the

likes of Volvo, Scania, DAF and MAN. Many operators believe conventionals offer better overall safety anyway because of the bonneted design that provides greater protection from the front. But whether that it is true or not, the Cascadia has the same levels of safety equipment as any of the cab over Euros, with standard ABS, ESP, Airbags, seatbelt pretensioners and aforementioned adaptive cruise control as well as Daimler’s version of AEB which it calls Active Brake Assist or ABA for the acronym enthusiasts.

Along with all that there is lane keep assist, side guard assist, which detects vehicles beside the truck and alerts the driver with warning sounds and lights if you indicate and start to change lanes into the path of the object.

Suffice to say the Cascadia gets the full Monty when it comes to safety equipment and engineering, which is becoming increasingly important for large fleets eager to ensure work place health and safety standards and that is sure to give

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Freightliner greater entrée into those fleets for applications that require a conventional we feel certain. It may even drag some of its opponents kicking and screaming into a safer future.

As we headed north from Newcastle into the gathering darkness the cooler night air filled combustion chambers and the truck hummed along nicely. The Cascadia delivers all the ride and handling advantages of a bonneted truck with the Daimler signature safety, steering and braking performance. It really is a very pleasant truck to drive and all too soon we had pulled up for the night at Nabiac for a feed and eventually sleep after a long battle between noise of other trucks on the Pacific and the Nabiac pub’s near non-existent sound insulation.

Up before dawn the next day and on the road again the Cascadia was tracking well on the at times bumpy stretches of the Pacific, the steering delivering control and confidence all the way.

With the cruise set just below 100 the fuel consumption was pretty impressive given the weight being hauled and size

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of the engine with the average just shading 2km/litre.

With the excellent audio system pumping out a series of interesting podcasts and music streamed via Bluetooth from the smart phone, the trip along the now mostly dual carriageway Pacific proved an easy task for the Cascadia and it proved that drivers could cover lots of safe efficient kilometres in this truck with minimal fatigue.

The ride quality in particular was excellent, for even with a largely new motorway underneath, the road surface is still not billiard table smooth but the Cascadia has been well specced for Australian roads after the extensive test program that Daimler carried out prior to bringing the truck to market.

One US adoption that has arrived with the Cascadia is the extra mirrors positioned near the front of the bonnet. These mirrors give a wider perspective back down the truck that the door mounted mirrors can’t provide. Some have questioned them and said they don’t like the forward mounted

mirrors, but we like them, having first encountered them on a Mack Anthem, in the States a couple of years back.

While we like them and see value, the reality is they will probably be overtaken

by Daimler’s MirrorCam as seen on the recently tested Benz Actros.

All too soon we took the left turn off the Pacific and headed back along the Tweed River for the short run into Murwillimbah and the Daimler dealer.

Sure the Cascadia was probably not specced ideally for the task of running 60 odd tonnes in B Double trim up the Pacific, but to its credit it did the job without protest and with great comfort and efficiency, particularly when it comes to fuel consumption, recording an average of just a shade over 2km/litre, which is very impressive indeed.

As we said, it been a slower start for Cascadia in Australia than Daimler probably planned for, but have no doubt, this truck will make an impact on the Australian market and we believe it will be a positive one.

The revolutionary new Freightliner Cascadia has been built following unprecedented levels of research, development and real world testing.

This is a Freightliner like none before it, delivering new levels of safety, comfort, connectivity and real cost of ownership.

So, for those wanting to be fully equipped to seize new opportunities and stay ahead of the pack, the Cascadia is here - ready and capable for what lies ahead.

Industry People

M

ichael May clearly knew something the rest of the industry didn’t, and that was that his new job would see a different reporting structure and different responsibilities to his predecessors at Iveco. It came as part of an offer from the global boss of Iveco, Gerrit Marx, a German ex Daimler and Bain Capital executive, who became president of Iveco commercial and specialty vehicles in January 2019.

Marx came into his role on the back of a restructure for CNHI (Case New Holland Industrial), the parent company of Iveco. To put it crudely, rather than being overseen and ruled by the ‘tractor salesmen’ who formerly ran the business, Marx now oversees the commercial vehicle

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business and rather than being a division of the ‘ag machine’ operation in Australia May reports to Marx at Iveco HQ in Italy and is also responsible for not just Australia but SE Asia and the Pacific.

Asked directly why he made the move Michael May was straight and to the point “It definitely was a challenge that interested me, I was approached out of Italy, and it was a different mindset, than leadership within Iveco in the last few years,” said May. “If you take a look at the top we’ve got Gerrit Marx as our new CEO, and that signalled a change from what I can tell, I’ve been here nine months now and it’s clear that the company really wants to forge a new direction,” he added.

“So for me, it was really about a potential

to turn this business back to what it once was in our industry. Iveco and the history of the company goes a long way back and has some really good legacy reputation and for me, I’m attracted to that,” said May. May said he sees the potential there, and added that the company is talking in an innovative and an entrepreneurial way at the top, and that’s what attracted him to the role.

He is at pains to point out that the spin off of Iveco from CNHI, means the corporate structure for his predecessors was different to the one he now works within.

“They (his predecessors) were really managing the brand and the sales application, and Gerrit Marx wanted somebody as the head of Iveco for the region to oversee all of the business,

WHEN NEWS BROKE LATE LAST YEAR THAT MERCEDES BENZ TRUCKS BOSS, MICHAEL MAY HAD DECIDED TO LEAVE THE DAIMLER BEHEMOTH AND TAKE UP A NEW ROLE AS CEO OF IVECO AUSTRALIA, SOME INDUSTRY OBSERVERS INITIALLY WERE SCRATCHING THEIR HEADS, WONDERING WHY HE WOULD CHOOSE TO MAKE THE MOVE TO A TRUCK COMPANY THAT HAD BEEN BURDENED WITH A ‘REVOLVING DOOR’ OF CEOS IN RECENT YEARS. WE SAT DOWN FOR A CHAT WITH MAY TO FIND OUT WHY HE TOOK UP THE CHALLENGE.

and that was attractive to me,” he adds.

“I don’t think I would have been interested unless that was happening and it’ll be really about us building this brand again to stand alone, which is something I’ve had some experience with other brands and, I just thought the timing was right,” Michael May said May spent 20 years with Daimler and says it was probably a point in his life where he questioned whether he should stay or go, not because there was anything wrong with his role at Daimler. Many pointed to the fact that May could have possibly been the next MD of the local Daimler operation, replacing Daniel Whitehead if he was likely promoted to a more senior role the Daimler world.

“I asked myself, “well, what do I do? Do

I go now or just keep going and going?” I thought it was a great move, and I haven’t changed my view on that at all. I’m still really pleased by it, and the structure of reporting directly to Italy, not just to part of our brand here in Sydney at CNH, that is a major plus,” said Michael.

With the weight of globalisation and a rapid reduction of manufacturing in Australia, due to economic rationalism, which has been most obviously manifested in the shutdown of car manufacturing, May’s arrival at Iveco coincides with increasing chatter about its long term future as a local truck assembler/manufacturer.

Asked if he thought Iveco would continue to make trucks in Australia and what the future of truck manufacturing might be in this country, May said he

believes that while there are challenges, local manufacturing does deliver some distinct advantages.

“I definitely think it’s challenging, there’s no two ways about that, but I do think it poses real advantages, and when you talk about what attracted me to the role at Iveco, I think as an engineer originally that is exciting for me,” said May. “I think Iveco has really good depth and skill in engineering and the support functions developed over many, many years, particularly with the ACCO being such a strong leader, it’s actually amazed me the amount of skill, passion and the people who are entrenched within our whole industry that know and connect to our brand,” he said.

“I think we probably will see ourselves

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evolving to different things, but manufacturing still needs to remain a core for us. From Iveco’s perspective, what I see is an opportunity within manufacturing that involves flexibility and customisation.

“If we can really leverage that and our skillsets then that’s how we need Iveco’s manufacturing mindset to evolve, I think that’s exciting,” he added.

“We talk about our high loads and high temperature testing, validation, and stuff like that, I’ve got a whole bunch of really talented engineers in that space, so why shouldn’t we test for American or European applications here in their off season? I reckon there’s really good leverage opportunities,” he said.

“I believe we have to disrupt, we’re a smaller manufacturer, we’re not as big as the others, and I think we’ve taken a slightly different tack on how we partner to do that and the type of models we apply it to, not just to the easy solutions, we’re applying it to the highway product, which is challenging, but it’s real,” he adds.

Interestingly Iveco has made a major investment in, the at times controversial, but always interesting US zero emission truck start up, Nikola. While May was careful in what he said about the Nikola Iveco tie up, he is clearly enthused

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about the opportunities it may present, particularly here in Australia “The whole topic of hydrogen, is just an exciting opportunity, right? You can talk about it for hours, but we need to be prepared as a company in that space, and I think Gerrit’s shown that he’s willing to do that with the decisions he’s made with the Nikola partnership,” said May. Asked whether he could see Iveco in Australia potentially being the sales channel for Nikola fuel cell trucks and May’s face lit up, clearly excited by the prospects and opportunities that could provide.

“Yeah, most definitely. I mean, that’s probably not an official response as yet, but that’s most definitely the goal,” May said.

“We’ve definitely had contact about it from fleets and it’s super interesting, people are excited by it, and you know what? The marriage, particularly of the truck and the product in Europe, is really based on models that are similar to what we sell here,” he adds.

May again enthuses about the engineering resources available at Iveco in Dandenong adding that there is a team of really skilled people who equip the company well for a hydrogen future.

“We have highly qualified engineers, all these great people, we just need to leverage

that towards where we see ourselves going with Nikola and fuel cell, and some of the hydrogen investments that are potentially available from the government,” he adds.

May has been around the truck industry long enough to know and understand that bold promises and boasts often prove to be disappointments with the loudest promises often failing to materialise.

“I’ve been around this group for a while, and we’ve seen things come and go and come and go, but I see this not going. It’s just a matter of how quickly Australia can catch on, and how quickly our government can make decisions about infrastructure and legislation,” said May. “Incentives drive this sort of stuff, but as I see it, we just need to take what Iveco has on offer through Nikola and other channels, leverage our local skillsets, get better connected with the companies that are really talking about green hydrogen particularly, and make sure we’re really pushing that as a leader.

“We’ve got an opportunity to not just join on but leapfrog, because I think this company as a whole is in a really exciting space,” he adds.

May admits that he hasn’t had a chance since joining Iveco, to see what the tie up with Nikola will look like up close, that

opportunity evaporated with Covid when Iveco had planned to unveil some details of its road map for Nikola at the cancelled Hanover Truck Show, which was planned for September. He says that once airports and air routes open again he will be there to take a closer look at the excitement that is pulsing through Iveco internationally.

“The excitement and the belief is real, which is why I find what Gerrit Marx is doing in trying to take this whole thing forward so exciting, because it’s going to change something for the entire industry,” May said.

The Covid crisis has affected every aspect of our lives across the globe since March and in Australia no state has been more affected than Victoria, where Iveco’s Australian HQ is located making it difficult for a newly arrived CEO to really get his teeth into the task of taking over running the company.

May said Iveco took early warning signs as an Italian company, because Italy and Spain, along with China were arguably the hardest hit nations in the first phase of the pandemic. After resigning from Daimler in late 2019, May took ‘gardening’ leave for a couple of months, joining Iveco just as the crisis started to emerge on a global scale.

“I started at Iveco in February, and six

weeks in we started seeing the problems, but before that Italy had already been hit with it, along with Spain, where one of our major production facilities is, so, here I was having just joined and watching it unfold in Europe, initially it impacted us from a parts and vehicle supply perspective,” he said.

Despite that and all of the severe lockdowns in Victoria in recent months May says Iveco is in pretty good shape on the whole from a stock perspective.

“It wasn’t an immediate impact felt by our network or by our customers, it was just something that we had to manage, and I think we were ahead of the curve, because it takes a big toll when you close down and in Italy and Spain they closed down which meant we were ahead of the curve in preparation so fortunately we have been able to keep things moving”.

May says the issues in Italy gave the Australian operation an insight on how to protect its staff, and that this was the first and foremost imperative, making sure that Iveco staff were safe.

“We’ve had pretty some good preventative logic, even prior to the Victoria governments contols, which has done a pretty good job too, I must say,” May added.

The shutdowns impacted Iveco production supply and May says the company made a decision early on to continue with production, even though Volvo and Paccar both closed down for various periods.

“We made the call that we would be better to stay open because we didn’t want to stop, but kept going, reducing what we did, bringing our production rate down to three days a week while maintaining the safety for our workforce,” said May. “That turned out to be a good move, and we’re still running at that rate and with heavy trucks in particular being an essential service it’s been very good, in that we can continue to keep our staff employed and continue the supply of vehicles, finding a better balance of our stock,” he added.

“If you can work from home you must, is the wording we read, and the thing is that as soon as I rock up to the office I notice that about ten other people follow me, so it’s about making sure we do the right thing,” May said.

“It is really vital to set the right example and keep away from the heavy fines, and also the risk of spreading the disease, it’s been pretty intense in Victoria during the lockdown,” he added.

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“Those early days in April were probably when we really saw it impact us, our business, our staff, the way we go about business and most of my team’s been working remotely, other than the factory guys and I give special permission for people to go into the office for particular reason, but we maintain all the safety protocols,” he said.

May said that things have since bounced back, making things interesting and informing Iveco about how it can learn from this.

“I’ve been on meeting calls back to back, it’s been really interesting for me, particularly connecting in with Europe on a daily basis which has meant doing much more over the phone.

“It would have been nice to actually get my feet on the ground in Italy, to meet some of the key people face to face, but it’s been no problem at all, and we will be looking at things different after this I would suggest”.

A corporate blow for Iveco Australia that happened to coincide with Covid was the announcement by Navistar that it would not continue selling International trucks in Australia after the current Prostar ceases production at the end of the year.

While Iveco has been the distributor of the International brand again for the past couple of years the numbers have been meagre, in fact hardly bothering the scorer with its small monthly sales tallies.

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The announcement had longer, more embedded historic significance for Iveco, given its Australian plant at Dandenong was once International’s factory before the Italian company bought it from the cash strapped American truck maker in the 1990s.

“I think for us it was disappointing because International has such a strong tie here, fact is we’re not just Iveco, this operation grew out of what was International’s Australian operation and the number of people I’ve spoken to within dealers that have had a link, or have come through our facility when it was International is remarkable,” said May. “It’s definitely disappointing for us, and actually we were starting to get some traction with Prostar, the product was not doing as well as it needed to from my perspective, and probably from the US perspective and I’m still reflecting on it,” he adds.

“There was massive potential for International and now it’s wasted, whether or not Navistar made the right decision strategically or not, it’s really not for me, to comment,” said May What the new boss does have to work with is probably the best product spread of any truck/heavy commercial vehicle company operating in Australia, with everything from the extensive Daily van and cab chassis light duty truck range, through the Eurocargo medium duty

models and the Stralis heavy models, as well as buses.

“I reckon for us as a company we have to focus now on our brand and we need to really refine where we fit and what we stand for as a value proposition to our customer, because I don’t think it’s 100 per cent clear,” said May. “It’s becoming clearer to me we’ve got really good reliability, and really good product but no one knows about it, that included me before I came here.

“We’ve got a strong network but we need to simplify what we offer for customers so they see that value, and double down on our brand and what we stand for,” he added.

“Our product spread has amazed me, and we talk around the heavy end and we’ve got opportunity there which we’ll continue to exploit, we’ve got some gaps in the B-double space and what not, but we’re in a phase of testing into that space now and we have the skills locally to do it and we’re getting a bit more freedom now that we’re gaining the trust of Iveco HQ,” he said.

May believes the company has to do more with its medium-duty Eurocargo offering and to take the fight up to the Japanese brands that dominate the medium sector.

“The Eurocargo is an amazing product and it’s got the potential to go up against a Japanese-dominated space, but we need to get our act together and convince people

that if you or I had to go and drive trucks all day in that space, this is the truck you’d pick,” said May. “That makes it very easy for us to sell, in my view, and we need to refine it, make it very, very basic and easy for our customers and our network to understand that it is a leader in emissions and safety, because it really is, it’s got all of that and more in that space, so I only see potential there,” he adds.

May also believes the Daily provides opportunity for the brand offering a variety of options and opportunities across the light duty sector.

“There’s a massive opportunity for us with the Daily, which is a big and growing part of our business, and an advantage because it’s more like a truck-based Euro 6 platform with all of the safety features, and it puts us into spaces that we have really just let go to the Japanese,” said May. “We can get in there, with a seven-tonne capability which we have probably not exploited as well as we could, because it’s got carrying capacity that no one else has.

“These are things that I’m seeing and I think it’s handy to have some fresh eyes come in and say ‘wow, this is real opportunity.”

The departure from Iveco’s line up last year of its original Australian developed ACCO which has dominated the waste and concrete agitator market for decades which

many observers believe has left an issue for the company. However Michael May, as would be expected, still puts a positive spin on the ‘new’ Euro based ACCO. This despite the fact that the industry perceives the new ACCO as both too heavy and overpriced, which has seen other brands including Isuzu, Dennis Eagle, Mercedes Econic and Volvo moving to pick up ACCO buyers.

“The ACCO’s been great, we’ve got the new waste truck and the E6 ACCOs really gaining good traction now in a more competitive waste market,” said Michael.

“I know from my past and other brands are starting to punch into that space, but we’re finding what we’ve gained over the last 50 years of dominating this space is valid and useful, and we are really getting good feedback on efficiency and manoeuvrability around ACCO, which is very promising,” he added.

Another area May believes Iveco has some advantages to exploit is in the allwheel drive, 4x4, 6x6 and 8x8 truck sector where it has coverage from light all the way to heavy duty.

“Starting with the Astra at the top, which is an area that we can get into more really heavy duty off road applications, I mean really heavy, wide, awesome products, we had one land the other day with a massive tipper on the back, for work in mines, they are unbelievable,

and they’re rock solid,” he said.

“So, together with Magirus which is also an Iveco owned company and the Daily light-duty four-by-fours, again we have great coverage and the people I speak to around these products love them.”

May says he is making some structural changes and some people have left the business.

“I’ll be bringing some other people in and looking at special vehicle and bus as well, because we’ve got a really good bus product particularly off Daily, which can go right up against the Japanese 22 seat Toyota Coaster and Fuso Rosa models, so we’ll be focussing on these business lines,” he said.

With all that May is adamant he is in for the long haul and that famous Iveco ‘revolving door of MDs’ is over.

“This is not a quick win, there are quick wins, but I’m really setting the task and I’ve been given the scope to set milestones that are reasonable for sustained growth and partnership,” he said.

“If we set those as goals and visions, we’ll get there, and I don’t want to just flash in the pan and grab a bunch of numbers at the end of a year and move on, that’s not what’s driving me,” May concluded.

You get the feeling that Michael May is a fresh start for Iveco in Australia, we have no doubt that he can last the distance, let’s hope that Iveco can live up to his expectations and its promise.

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Road Test

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IS THE WORK UTE STRUGGLING A LITTLE TO CARRY AROUND THE NECESSARY TOOLS OF YOUR TRADE AND MATERIALS FOR JOBS, SAFELY AND EFFICIENTLY? PERHAPS IT’S TIME TO CONSIDER STEPPING UP TO A SMALL TRUCK INSTEAD. WE GET IT, AND SO IT SEEMS, DOES HINO. YOU DON’T HAVE A TRUCK LICENCE AND NEITHER DOES YOUR APPRENTICE, AND YOU DON’T WANT TO GO THROUGH THE EXPENSE AND DOWNTIME OF GETTING EVERYONE LICENCED, PERHAPS THE NEW HINO 300-SERIES COULD HELP. WARREN CAVES TOOK IT FOR A SPIN. www.truckandbus.net.au 033

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he recently released new Hino 300-series range of trucks offer class-leading safety and tech with the addition of a suite of active and passive safety features to include, dual SRS air bags, Hino’s PreCollision System (PCS), incorporating Autonomous Emergency Braking (AEB), and Pedestrian Detection (PD), Vehicle Stability Control (VSC), ABS braking, Traction control, Daytime Running Lamps, and Lane Departure Warning System (LDWS), all wrapped up in a light truck that can be driven on a standard car licence.

We grabbed the keys to an all new, Hino 300-sereis 616, standard cab to evaluate the benefits and performance on offer.

The test vehicle was fitted with an aluminium drop-side tray, with generous proportions measuring, 3150mm long by

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1900mm wide, with ladder racks and a soft tonneau cover, your typical tradie spec truck.

Down in the engine room, resides Hino’s NO4C-WL, four-cylinder, OHV, turbo diesel, intercooled engine producing 110kw (150hp) @2500 rpm and 420nm of torque, spanning from 1400-2500 rpm.

The featured transmission is Hino’s A86OE, six-speed, double overdrive, true automatic transmission.

The weights for practical purposes are listed on the driver’s door to state a GVM of 4495kgs (optional 5500kgs available), and a tare weight of 2360kgs. So, for this application the usable payload is 2135kgs, which is greatly in excess of any single cab, Japanese-based ute which could offer around 1300kgs of payload. Additionally, with the greater expanse of cubic tray space and handy integrated ladder racks

useful for floor /wall and roof sheets or timber lengths out to six months or so, versatility is even more enhanced over the standard, tray back ute.

All this extra load carrying ability of the 300-series 616, tray back, doesn’t necessarily come at the expense of practicality. We found the 616 really easy to park in most supermarket parking areas, in-fact, the compact dimensions, tight turning circle and narrow width of the standard cab made short work of the parking task, a morning smoko run by the apprentice to McDonald’s or the local coffee spot, shouldn’t pose any problem.

While the 616 offers a seating capacity of three, the in-cab space is best suited for two. The centre seat is cramped, with not much leg room, although with the automatic transmission (a five-speed manual is also available), there would

be no need for fondling around for gears obstructed by the centre passengers’ knees.

Accessing the cab and the driver’s seat was quite easy. The low seat base and cab height posed no real issues for access. The driver’s seat provided reasonable comfort from a fixed base seat, and offered generous rearward adjustment for my medium (182cm) height.

The space between the gear lever and the driver’s door frame was ok, but I found when resting my right leg against the door, it lined up with the hard, window control switch panel and became uncomfortable.

The steering column offers dual adjustment for both reach and tilt, to cater comfortably for most driver sizes.

The passenger side seat looked as if it would not be particularly comfortable on a long journey.

The 616 is equipped with two main cup

holders on the dash proper, to securely hold early morning Latte, heart starters. A further two cup holders become available when the centre seat is folded forward.

Two overhead roof vestibules are fitted above the windscreen on both sides for storing small items, although these are open and there are no lift-up doors to secure things in place.

New to the Hino 300-sereis is the 6.5inch touch screen multi-media system, which incorporates the audio and DAB radio, phone Bluetooth functions as well as the satellite navigation system. The satellite navigation system was easy to operate and phone Bluetooth pairing was a simple affair, without the need for plying your way through multiple menu options to connect.

The 6.5-inch screen is also used for displaying vision from the reverse camera,

which is standard equipment across the entire, 300-series range. A further three, optional camera inputs can also be connected.

We do believe that the sound system could benefit from better speakers, even tradies value a premium sound experience.

On the road the four-litre engine was nimble and quite punchy considering it was loaded to a gross weight of 3754kgs.

Smooth and remarkably quiet in operation, the engine gelled well with the six-speed auto to collaborate and agree on sensible operating parameters, keeping the whole show rolling and working the engine within the range of 2000-3000 rpm, a speed at which the engine seemed to perform at its best.

Only at infrequent times did the transmission embark on fruitless hunting of gears between fifth and sixth in an

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argumentative tug of war between trying to achieve optimal fuel economy or best performance. During these conditions (usually in an 80km/h speed zone), we found it best to make use of the OD lock button, located on the gear lever, to lock out top gear.

This eliminated the hunting and yielded better performance while maintaining smoother operation and consistent road speed.

With the exception of the abovementioned foible, the transmissions behaviour was floorless during our test, to offer a relaxed and unstressed driving experience.

To keep speed in check, the 300-series 616 is equipped with a single stage exhaust brake, located on the left side steering column stalk. The deceleration offered was considerable, and the transmissions shift response to the exhaust brake activation was harmoniously effective to bring speed down to the desired level, reducing the reliance on the foot brake and thereby reducing associated maintenance and service costs to the braking system.

A new 4.2-inch Multi-Information Display (MID) is found between the speedo and tacho gauges on the dashboard, to display various vehicle operation and maintenance data, emission control system status, fuel use and trip statistics.

These menu functions are easily navigable via the steering

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wheel buttons, as is the cruise control and phone operation.

The LDWS worked as expected on well-marked roads, offering an audible reminder if you were to drift from your marked lane.

Thankfully the AEB system didn’t get a test run. We have however experienced a simulated AEB test, from the cabin on Hino’s test circuit in Hamura, Japan, under controlled conditions. For that test, the truck did pull up without any driver assistance and did not run into the simulated obstacle, so we’ll assume that if the unthinkable were to happen, the AEB system would intervene, appropriately.

The 300-series 616 complies to euro five emission standards achieved via EGR and DPR (Diesel Particulate Reduction) technologies. To compliment the system, a dash mounted manual DPR button is fitted for peace of mind.

At the conclusion of our test period, keeping in mind the weight of the Hino 300-series (3754kgs), over mixed driving conditions the 616 showed a fuel consumption figure of 14lts/100km. In the grand scheme of things this fuel usage would not be that far in excess of a heavily laden Japanese-based diesel ute, though with the 300-series Hino tray back, all that gear is a whole lot easier to fit in.

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Operator

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FOR LEADING VICTORIAN BASED REFRIGERATED TRANSPORT COMPANY SRT LOGISTICS IVECO’S LATEST FLAGSHIP PRIME MOVER PROVED THE PERFECT ADDITION TO ITS SIGNIFICANT FLEET, ENABLING DRIVERS TO HANDLE MULTIPLE TRAILER SWAPS EACH DAY, WITH GREATER EFFICIENCY AND SAFETY. WE TAKE A LOOK AT SRT AND THE REASONS WHY THE IVECO X-WAY WAS SUCH A COMFORTING PURCHASE FOR THE COLD STORAGE AND TRANSPORT SPECIALIST.

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ike many road freight transport companies, SRT Logistics has faced plenty of challenges in the last few months due to vastly changed operating conditions surrounding the COVID pandemic . But with challenges, come opportunities.

As a specialist provider of refrigerated transport and warehouse services to both wholesale and retail food outlets in Victoria and Tasmania, demands on SRT have significantly increased during the current pandemic. It’s a situation that has also seen it add four new Australianmade Euro6 IVECO X-Way AT 6x4 prime movers to its fleet, operating out of its Laverton North depot in Melbourne.

The four new trucks are engaged in single trailer refrigerated work throughout metropolitan Melbourne, normally

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coupling to trailers in Port Melbourne that have arrived from Tasmania and transferring them to the distribution centres of Australia’s largest supermarket chains.

According to SRT Logistics’ Director, Brent Miller, the trucks operate from 5am to 6pm, seven days a week, with the drivers often coupling and uncoupling trailers up to 15 times per day.

As one of the sons of the company’s founder, Jim Miller, Brent and his brother Robert purchased SRT in 2012, but both originally started as drivers and it’s this time behind the wheel that helped shape some of the company’s criteria in purchasing the new X-Ways.

“The X-Way has the connections for the airlines and cab tilt on the driver’s side of the cabin. This means drivers can get out

of the cabin and more efficiently connect or disconnect the trailer; they don’t even have to step up onto the catwalk, it can all be done at ground level,” Brent said.

“This makes the process safer, faster and overall just easier, especially considering that they are coupling and uncoupling so many times per day.”

SRT Logistics is no stranger to the Iveco brand having previously used Eurocargos as part of its medium duty fleet and more recently, four 6x2 Stralis ATi rigids.

Looking at the specification of the X-Way, Brent thought it was ideal for single trailer metropolitan work.

“With output of 460 horsepower and 2150 Nm, a 12-speed automated manual transmission and a full suite of safety features, on paper the X-Way ticked all the boxes for us. We then had the opportunity

to access a demonstrator which confirmed that the model was an ideal fit for our application,” Brent said.

“The engine is responsive and output is right where it needs to be – why pay for extra horsepower when it’s not required?

Contracting to the major supermarket chains, we also needed to meet certain emission and safety standards, which the X-Way easily does.”

Among the X-Way’s safety equipment is Adaptive Cruise Control, ABS brakes with Advanced Emergency Braking System, Electronic Stability Program, Anti-Slip Regulator, Hill Holder and Lane Departure Warning System, ensuring the trucks are brimming with active safety features.

Again, recalling his time as a driver, the X-Way’s ergonomics and cabin

appointments also ranked highly in Brent’s consideration set, and the positive feedback from the drivers is an endorsement that the correct decision was made in purchasing the X-Ways.

“The drivers have commented that the steering is lighter than on the other European brand trucks that the X-Ways replaced, and that the turning circle is great – important characteristics considering the amount of tight manoeuvring these trucks do every day,” Brent said.

“The pedal placement is also excellent as is the quality of the seating (air suspended, heated and with lumbar adjustment) and other cabin appointments, which make for a very user-friendly and comfortable truck, especially in the city.”

Delivered in April this year, Brent has

assigned each of the new trucks to a specific driver, all of whom are looking after their vehicles with pride, while servicing of the new trucks is being carried out by Adtrans Truck Centre, which is conveniently located in the same suburb as SRT’s Melbourne depot SRT Logistics offers a complete transport and distribution service to key markets in Tasmania and Victoria as well as a national service to all states through forwarding partners.

The company boasts a comprehensive range of refrigerated and dry grocery equipment ranging from small delivery vans through to B Doubles, and currently has in excess of 186 registered vehicles on the road including 38 small vans and heavy rigids, 36 prime movers and over 90 trailers and reefer containers.

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Its coverage of Tasmania sees it service every corner of the state through three distribution facilities, operating 24 hours a day, seven days a week, employing staff directly, ensuring it has hand selected people and trucks delivering premium service to its customers.

SRT Logistics says it is the only transport company in Tasmania that boasts a service that covers every single town in the state every week.

In Victoria operate its distribution centre in Laverton North is its main hub for logistics planning and coordination of all shipping services in and out of Tasmania and enables it to be the only provider shipping to and from Tasmania with a refrigerated door-to-door freight service.

It operates four distributions centres in total including three in Tasmania at Brighton in the south, Western Junction in the north and Quoiba on the North West coast) as well as its main hub at Laverton North in Victoria.

All of SRT’s sites operate with dedicated refrigerated storage and each has refrigerated cross-docking environments with sealed loading docks to ensure the temperature integrity of perishable goods. Each site offers chilled, frozen and dry storage with a team of dedicated warehouse professionals providing storage and pick and pack services as well as cross-dock and deconsolidation.

“At SRT Logistics we do not just see ourselves as a service provider, rather we see ourselves as a business partner of our customers. Whichever end of the food supply chain you are in, you need a logistics provider that cares about your goods and your customers as much as you do,” Brent Miller said.

Over the past two decades SRT Logistics has worked with some of Australia’s premium wholesale and retail food brands including Woolworths, Lion, CCA, Schweppes, Inghams, Bidvest and JBS and in Tasmania with customers who service the boutique and mainstream retail food industries, such as: Tasmanian Bakeries, Ashgrove Cheese, Nichols Poultry, Moo Brew, Willie Smith Cider, Hansen Orchards and Premium Fresh Tasmania.

The wealth of experience SRT has built up over the past two decades in designing, implementing and managing complex high and low volume supply chains has positioned it well and reckons the purchase of the new Iveco’s is part of the positioning ensuring a better and more efficient service in the long run.

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“AT SRT LOGISTICS WE DO NOT JUST SEE OURSELVES AS A SERVICE PROVIDER, RATHER WE SEE OURSELVES AS A BUSINESS PARTNER OF OUR CUSTOMERS”

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Operator

NO JOB IS TRULY OUT OF THE QUESTION FOR DCM LOGISTICS AND ITS TRUCK FLEET, WHETHER IT’S A BIG HAUL OR ONE THAT’S NOT AS INTENSE — TRANSPORTING LOADS THAT RANGE FROM PORTABLE BUILDINGS TO FORKLIFTS, THEN DCM IS THERE. WE TAKE A LOOK AT DCM AND ITS GO GET’M ATTITUDE.

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“ I’D MOST DEFINITELY GO WITH ANOTHER ISUZU, THEY’RE BUILT WELL AND EVERYTHING WORKS FOR ME”

DCM Logistics owner Michael Ekin

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CM Logistics owner Michael Ekin has a penchant for the bigger trucks, and likes having the confidence knowing that his trucks can handle the tough tasks.

Founded and based in Queensland, and covering everywhere from Longreach to Rockhampton and down into NSW to Sydney’s south, DCM Logistics is in the business of moving a broad range of cargo from tractors and forklifts, to bobcats, portable buildings and shipping containers.

But before the company was born, Michael worked as an independent hauler, staring out in 2008 with an Isuzu FVR 950 , working as a contractor carrying goods

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for Toll. When a chance came up to move machinery for Crown Forklifts, Michael jumped at the opportunity, buying an Isuzu FVL 1400 (FVL 240-300) 6 x 4 outfitted with a tow and tilt tray to get the job done.

Three years later, Michael struck out into the transport market under his own company, DCM Logistics, named for his three sons: Dan, Chris and Matt.

As the business grew, Michael added a further two Isuzu F Series workhorses to the fleet—two FTR 900s (FSR 140-260).

Seeking a longer wheelbase, Michael sold his FVL 1400 in 2018 to upgrade to a new heavy-duty FYJ 300-350 8 x 4 with six-

speed Allison automatic transmission.

“I was getting close to my limits on the six-wheeler FVL, which had nearly 900,000 kilometres under its belt.

“So I needed to upgrade to an 8-wheeler to get a bit more comfortable, that’s why I went for the FYJ.” Like his old FVL, Michael fitted the FYJ with a tow-and-tilt slide tray, built by ATB Engineering in Brisbane—a setup that suits DCM Logistics’ operations to the tee.

Proud of the on-point presentation of his current Isuzu fleet, Michael said he would happily return to the team at Gold Coast Isuzu and stands by his brand of choice for any future truck purchases.

“The team at Gold Coast Isuzu, they do the job and they do it well,” Michael said.

“And this FYJ does about 1,400 kilometres per week, the others around 1,200 kilometres, and I’ve had no dramas.

“I’d most definitely go with another Isuzu; they’re built well and everything works for me.”

High on Michael’s list of considerations in purchasing the new FYJ 300-350 were the chassis and floating cab-over design of the FYJ model, which would have an impact on both height restrictions and route planning for long hauls.

“To work within the height limits, but also with the heavy loads, I have to have

a certain body that wouldn’t make me have to cut back on the load the truck carries.

“So really, with the FYJ I’ve been able to navigate all of that, and the truck has allowed me to take on bigger things, larger machines.

“I recently had a 13-tonne roller on board, which I wouldn’t have been able to do previously with a smaller truck.”

With the business focusing on excellence in load care, it was important to Michael that the FYJ is fitted with Hendrickson HAS61 airbag suspension in the rear to ensure his customers’ goods receive a smooth, shock-free ride.

“All the trucks I own have Hendrickson

airbag suspension; I think it’s wise for the low-carrying,” explained Michael.

“It’s a lot softer than the spring setup, and as such, you’re looking after your load and cart better, and I like looking after things.”

Satisfied with the pulling power of the FYJ’s 9.8-litre engine, Michael was also keen on the uncomplicated DOC emissions control system, which meets Euro V regulations without the added bulk of Selective Catalytic Reduction.

This offered the added advantage of tare weight reduction—an important element for DCM Logistics in meeting their payload targets.

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“One of the factors I looked at was that this model comes with the exhaust gas recirculation system… I didn’t like the idea of AdBlue.

“I’ve heard a lot of stories about how costly it is, how it can lock the system and I wanted to steer away from that type of emission control—I wanted a simpler version.”

“And the tare weight came in where I needed it to be, so I could lift right up to my limits.”

DCM Logistics isn’t shy about working hard, testing the considerable capacity and 9-metre body of the truck on a regular basis with a variety of challenging cargoes.

“The most difficult thing we’ve transported was an extra wide, extra

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heavy portable building that was built for Telstra,” Michael recounted.

“It was 7.5 metres long, 3.5 metres wide, concrete-lined, and weighed nearly 12.5 tonnes.

“It also had to be transported to an area that was near impossible to access, but we managed to get it in.”

While avoiding unnecessary modifications, Michael did kit out his new FYJ 300-350 with unobtrusive extras like chrome wheels, chrome guards and LED lights—all small additions that would set the truck apart just enough to get his customers’ attention.

“Basically, I just fitted my truck out with a little bit of bling, everything that makes it stand out a tiny bit more,” he said.

“I also put onboard scales on the FYJ to tell me exactly how much I have on board the truck.”

It’s the little touches that set DCM Logistics apart from its competitors in the heavy haulage market, according to Michael.

“Pride in my vehicles and their presentation shows my customers that I can look after anything for them, because I look after my own,” Michael said.

“People often comment on how welllooked-after and well-maintained my trucks are.

“A guy asked me the other day, ‘Is that truck brand new?’, I said ‘No mate, it’s 12 months old’—but it looks like it’s just come off the showroom floor.”

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Road Test

DID YOU HEAR THE ONE ABOUT THE TWO RAMS IN THE PADDOCK ? I KNOW IT SOUNDS LIKE A BAD RURAL JOKE ABOUT TWO SHEEP, BUT IN THIS CASE THE RAMS ARE TWO OF AMERICA’S FINEST PICK UP TRUCKS. WE TOOK A DRIVE IN BOTH A WHOMPING 5.7 LITRE V8 PETROL RAM AND ITS MORE SUBDUED DIESEL SIBLING. 050 www.truckandbus.net.au

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n one hand we have the big red RAM 1500 5.7 litre Hemi V8, brash, big and charismatic.

On the other hand we have its sibling the big white RAM 1500 3.0 litre V6 turbo diesel, still endearing and with ample performance, but more the conservative, quieter brother who is more frugal, considered and pragmatic.

We started our liaison with the two RAM brothers with Big Red, and it immediately welcomed us in to its capacious, luxury interior. Some in Australia may consider American pickups, like the RAM are just too big for Australia, and particularly our car parks, but get behind the wheel and pretty quickly you adapt to the size of the beast and your brain becomes attuned to driving and parking it.

As most will know the RAM range is distributed in Australia by ASV, a joint venture between Ateco and the Walkinshaw Group. Walkinshaw handle the conversion of the RAMs from their native left hand drive to right hand drive suitable for Australian roads. The pickups come to Australia, completely built up, ready for delivery to a US dealer, before Walkinshaw pulls the car apart in Melbourne and turns it into a right hooker.

This explains the relatively high price for RAMs here, by comparison with the cost in the US. Having said that, when you get behind the wheel and inspect the cockpit and the quality, it is difficult to even believe that the conversion has been undertaken locally. It is a seamless translation and the quality is as good, if

not better than from the original factory.

Slip the key into the ignition and fire the big Mopar V8 into life and there is that delightful thrum that you only get from an engine with two banks of four cylinders.

Twist the rotary dial gear selector to D, ease away from the kerb and you realise there is a well of power resting under that right foot, and it is eager to gallop away down the road more like a stallion than a RAM. Smooth, torquey and far more sophisticated than you could imagine, the Hemi V8 that sits underneath that big bonnet, just purrs away and responds instantly when you jab that right pedal, roaring like a sports car and performing like one as well. Herein lies the true beauty of the RAM V8. One moment

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it is idling along at particularly low revs, in the highest of its eight-speeds, purring along at 80km/h and the next it can be instantly snapped to warp speed, gathering its large bulk and rapidly accelerating, almost defying physics. It is a remarkable use of old school engine technology, that in the humble opinion of this writer, works particularly well.

The other physics defying quality of the RAM is its handling. The suspension and handling tune is really very good and even when hurried along it turns into corners well, rides over bumps with aplomb and has steering that is sharp and well weighted.

Lets consider the size of the RAM. It is in fact not as big as many imagine, particularly when you measure it against our own home grown (or at least designed) Ford Ranger Raptor. The RAM is 5817mm long, 2017mm wide and 1983mm high. The Ranger is 5398mm long, 2028mm wide and 1873mm high.

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So the RAM is actually only a bit more than a ruler length or 419mm longer than the Ranger, about 11 mm narrower and is just 110mm higher. Those numbers surprised us and everyone we have spoken to about it. It just seems bigger.

The RAM in particular has struck a real vain of popularity in the Australian market and while it is a bit more expensive than most of the established Japanese and Euro utes, the RAM is also surprisingly competitive. That is probably why they are driving out of showrooms at the rate of about 60 to 70 a week. RAM sold just under 2700 trucks last year, and to the end of September this year the tally was just over 2500.

When you crunch the cost numbers you realise the RAM 1500 V8 crew cab as we tested it, priced from $89,950 plus on road costs is still pretty competitive with the top of the dual cab ute pack.

For a start, a bare bones, dual cab Toyota

LandCruiser manual GX will set you back about $82,000 plus on roads with a tray, and nowhere near the equipment levels of the RAM. The Toyota HiLux dual cab SR5 wears a tag of about $67,000 and when you look at the likes of Ford’s Ranger Raptor ($76,490), Mercedes X Class 350D ($79,415) and VW Amarok TDI580 ($72,790) the RAM looks like pretty reasonable value, particularly given equipment levels, towing and hauling capacity and overall street presence.

For those 89000 clams you need to shell out for the RAM 1500 V8 Express Crew Cab the biggest attraction is under the bonnet, where the 5.7-litre Hemi pumps out 291kW and a whopping 556Nm of torque.

Of course when you push the throttle down hard and take advantage of all those watts, the fuel consumption will rise appropriately. The fuel economy claimed is an average of 12.2L/100km. The thing

is that when you get it out on the open road and cruising at the limit, in eighth gear ,with the electronic deactivation silently turning off cylinders, the economy improves dramatically and at times we saw the average improved to around 10.9 L /100km on a country road.

The reality is the RAM is not light, tipping the scales at just over 2500kg, so moving hat sort of mass is always going to consume a fair bit of energy.

The alternative is of course Big Red’s more conservative diesel brother. With the Fiat Chrysler family 3.0L V6 diesel under its equally big bonnet. It delivers 179kW of power and 569Nm of torque down at 2000rpm. However here is the rub, the EcoDiesel is only 0.3 of a litre per 100km better than its showy sibling on the combined cycle.

It doesn’t sound like much but the diesel is actually considerably more economical around town where constant stop start and

acceleration will see it sip a lot less diesel than the Hemi drinks unleaded.

The EcoDiesel equipped RAM Laramie will set you back $109,950 before on-road costs, so it’s a fair bit dearer, and my tiny brain would need an hour with a calculator to work out if the extra $20,000 could be made back in fuel economy, but our reckoning is the V8 would be a better bet from a range of aspects.

It is easy to forget but the RAM is a full four wheel drive offering a push button selection for 2WD , 4WD High and 4WD Low range. We didn’t get the chance to go off road in either of the RAMs, we were too enamoured with its on road ride and handling capabilities. The transfer works on the go and you can easily slip into 4WD high and back into 2WD at the push of the button.

Another thing about the RAM is that it is very well equipped, in both the Express and the higher spec Laramie.

Inside the cabin you get standard climate control air con, the terrific uConnect multi-media system with an 8.3 inch LED control screen with Bluetooth connectivity, and Apple Car Play/Android Auto, sixspeakers and terrific sound quality.

The Express gets cloth trim for its vast interior seating capacity while Laramie is trimmed in leather. The front seat occupants sit in terrific supportive buckets separated by a mega console, while the bench in the rear seats three and features some nifty convenience items like the seat being able to be folded up, providing a secure, flat, added load area, if you have no rear passengers onboard.

Standard out back is a spray on tub-liner, to protect the load area from damage, and the Express we tested also had the optional RAM-boxes on each side of the tray. These use the space over and around the wheel mound to great effect. The boxes have lockable lids so they are secure

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and open on hydraulic struts, are lined with heavy duty hard poly-plastic and they are drainable as well as being fitted with lighting. You can store golf clubs, chain saws, tools or camping gear in them safe in the knowledge they are locked away, or you can fill then with ice and drinks as sort of jumbo eskies. The RAM boxes are so good we are amazed other companies haven’t copied them. Well worth having indeed.

The load area is big and usable although it does seem higher and a little more inaccessible than the average dual cab pick-up. Even with the RAM boxes there is plenty of space although the payload is a little on the light side at 850kg. The towing capacity at 4500kg braked is so far ahead of all of the other Japanese/Euro dual cabs it’s not funny.

The ambience inside the cab on the road is quiet and cosseted. This is not your typical work truck, it is comfortable and very pleasant to be in whether on a long road trip or heading across the city in traffic.

Surprisingly there is very little wind noise, barely any rumble from the tyres and the V8 purr even with a sports exhaust is not intrusive at all. There is also very good NVH characteristics, indicating

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excellent isolation between the cab and the separate chassis.

The fact is there is a huge amount of room in the dual cab, enough to spread out and relax and an equally impressive amount of storage space, from the massive centre console tub to the door pockets and all of the other nooks and crannies around the cab.

Like the similar Chevy Silverado we tested a while back , the RAM has the sort of space to fit the starting five of the LA Lakers without feeling crowded. The leg room front and back is astounding and if you feel crowded in a Japanese dual cab maybe a RAM should be your next consideration.

In terms of driving dynamics and the physics of a big heavy pick up, the RAM is super impressive. Not only does it accelerate impressively it also stops and steers tremendously well. The big four wheel discs pull the RAM up, whether petrol or diesel, with enormous confidence, while the previously mentioned steering response and overall handling package is very good indeed. It is not a sports car but it is a hell of a lot better than most other pick ups.

On a run west across the Blue Mountains the RAM comes into its own, it is pleasant around town but on a run on country blacktop it really is a joy to drive. It is relaxed, comfortable, eats up the kilometres and handles the bumps and turns with ease.

The RAM 1500 comes with a a threeyear/100,000km warranty along with roadside assistance throughout the warranty period, with the servicing schedule requiring a visit to the mechanic every 12 months or 20,000km.

It is clear the RAM isn’t for everyone.

It is big brash and different to what we are used to in Australia but a lot more people are warming to the idea. For us the V8 would be the choice because the buy in price is lower and the fuel consumption gains aren’t big enough to justify the extra investment in our opinion.

Apart from that we just love the V8 burble and the instant power on tap the big bent eight delivers.

If you have a big boat, caravan or trailer to tow and you like plenty of space power and refinement then the RAM 1500 is well worth a look, we would have one in a heartbeat.

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LCV

EXPRESS YOURSELF

MITSUBISHI IS BACK IN THE VAN MARKET AFTER A SIX YEAR HIATUS, THANKS LARGELY TO THE FACT THAT THE COMPANY IS NOW PART OF THE RENAULT-NISSAN- MITSUBISHI ALLIANCE, A FACTOR WHICH HAS GIVEN IT ACCESS TO RENAULT’S TRAFIC VAN AS THE BASIS FOR THE NEW REBORN MITSUBISHI EXPRESS. WE HAD THE EXPRESS FOR A WEEK RECENTLY TO SEE HOW MUCH OF FRENCH ACCENT THIS NEW MITSUBISHI HAS.

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he differences between the Mitsubishi and the Renault vans is minimal and is pretty much confined to a new grille, bonnet and badging and a delete option on the steel bulkhead which separates the cargo area from the front passenger cockpit.

Apart from that the Mitsubishi has a distinctly French accent and Australia is the first market to get the Trafic rebadged as a Mitsubishi Express.

When the company became a part of the Alliance four years ago local Mitsubishi product chief Owen Thomson was quickly putting his hand up for a version of the Trafic, because since the demise of the Express in early 2014 the company has been hurting when it came to light commercial fleets. Mitsubishi does well with its Triton

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ute in the fleet business and has found itself missing out on deals with out a van.

“Most fleets of less than 100 light commercials are made up of around 50 per cent light vans, so it is a reasonable slab of business that we wanted to be a part of again,” said Owen Thomson.

Mitsubishi was always a very strong player in the light van market and so without one it has been missing out on a chunk of sales, albeit potentially a smaller slice of what has become an even more competitive market since it left. With the arrival of a new version of the market leading Toyota HiAce van, the strong performance of Renault’s Trafic, Peugeot’s re-entry to the segment with its Expert, the surge in sales for Hyundai’s ever improving ad very capable iLoad models and Ford’s

popular and extremely capable Transit and so on. Most of those models were either not there when the Express was last sold here or were bit players in the market.

Asked how it will differentiate the Express from the Renault model it is sourced from and Owen Thomson says Mitsubishi has a much bigger and more established dealer network while the Express will carry a five year warranty compared with the three year warranty offered on the Renault.

While pricing will be very similar between the two brands, Mitsubishi says the total cost of ownership thanks to cap price servicing as well as that size and extent of the dealer network will be the main drivers to differentiate the pair.

The Express is sourced from Renault’s

light commercial plant at Sommerville in Normandy, in the northern part of France, the same as the Trafic Mitsubishi will offer the Express in four models with two short-wheelbase versions and two long-wheelbase types, with a choice of four colours including the standard and very popular white as well as silver, red and black.

The Express, like its Renault sibling can be had with either a six speed manual or six speed AMT auto. The manual versions use a 1.6 litre four cylinder twin turbo diesel with 103kW and 340Nm of torque while the autos are coupled to the larger and more powerful two litre turbo diesel with 125kW of power and 380 Nm of torque and both are configured as front drive.

Mitsubishi is pricing the Mitsubishi

Express at a slightly higher level than the French brand. This despite the fact that the Mitsi doesn’t get the benefit of the Apple CarPlay or Android Auto features in the audio system. Apart from that the two are pretty close in spec and appearance but of course the Express gets two years more warranty 100,000km warranty, and as one wag observed it also gets three diamonds on its badge as opposed to Renault’s traditional single diamond.

The entry level Express 1.6L twin turbo GLX SWB manual starting at $38,490 plus on road costs, which is $2000 dearer than the same spec Renault Trafic, the 85kW L1 SWB manual 1.6L which has a tag of $36,490.

The rest of the Mitsubishi line up includes the 1.6L twin turbo GLX LWB Manual at $40,490, the 2.0L turbo GLX SWB

Auto at $42,490 and the 2.0L turbo GLX LWB Auto at $44,490. By comparison the Renault equivalents are generally approximately $1000 to $2000 less than the rebadged version, except for the LWB 2.0L Auto Renault, which at $45,990 is $1000 dearer than the equivalent Express.

The Express is available standard with dual sliding doors across the range and wide opening barn doors at the back.

Mitsubishi says the Express warranty demonstrates its commitment to providing business customers peace-of-mind, so that they can focus on running their business and not having to worry about vehicle problems.

As mentioned earlier, the Express will also come with making capped price servicing for the first three years

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or 45,000km of ownership with service intervals set at 15,000km, consistent with other Mitsubishi vehicles and the company says the cost per service is $250, and the cost of servicing over the first three years totals $750,.

You will need to add about $3000 for drive-away price, and the line-up ranges from meaning the true on road pricing actually ranges from $41,490 drive-away to $47,490 drive-away.

There are indications however that Renault may have sharpened the pencils to match its new identical rival in price and some stories that dealers are even matching the five year warranty to fight the Express’s market advantages.

One other thing that will swing in favour of the Express is the fact that Toyota’s HiAce currently has a three month waiting list thanks to the $150,000 instant asset write off and its popularity, while other

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vans are also in short supply because of productions hold ups due to Covid pandemic issues. So there is an opportunity for Mitsubishi and given the sales volumes it has built in recent times with a relatively plain and glamour free model line up, with a mix of ageing 4WDs, small SUVs and the utilitarian Triton ute, one would imagine they will be out to make the Express a market success as well.

The standard equipment list is reasonably impressive with remote central locking , air con, cruise control, a digital dash display and plenty of charging ports. There is also a very convenient standard phone holder, however while it suited our iPhone 8, we have heard that users of iPhone X and 11 and larger Android models have a little trouble fitting the units in the holder One other criticism is the lack of Apple CarPlay and Android Auto interface, however it is standard on most of the

rival Renault models, which is a strange delete option on the part of the Mitsubishi planners. We would have thought that the cost would have been minimal and for some it may be a game changer so why not just fit it.

All versions of the Mitsubishi Express come with rear parking sensors (as does the Renault Trafic, Hyundai iLoad and Volkswagen Transporter), but the Toyota HiAce and Ford Transit Custom have sensors front and rear.

In terms of safety the new Express like its Renault sibling comes equipped with five airbags including two front, two curtain, and one in the driver’s seat.

Neither the Trafic or the Express have undergone ANCAP testing but the Trafic carries a three star Euro NCAP rating from 2015, and given not a lot has changed since then we would assume that the Express being based on the Trafic would also be in

the three star realm. Given most of its main opponents are either four or five star rated including the new HiLux and Ford Transit, both with five and Hyundai’s iLoad and VW Transporter both with four, it may colour the decision of some buyers.

When it comes to capacity and dimensions the Express measures up well in most areas with an overall cubic capacity in the load area of the SWB model of 5.2 cubic metres and six cubic metres in the LWB. The SWB model boasts an overall cargo area length of 2537mm, an overall cargo area height of 1387mm and a width of 1662 mm, and 1268mm between the wheel arches. The LWB adds another 400mm to the load area length while all of the other dimensions remain the same.

The Express has a 1115kg payload in the auto SWB models and 1150kg on the manual models and a tow capacity with a braked trailer of 2000kg on the manual

and 1715kg on the auto. The LWB models get the same 2000kg tow capacity on the manuals and just 1630kg on the auto and has a 1200kg payload for the manuals and 1150kg on the autos.

Short of delivering a turgid comparison chart, let us assure you that most of those dimensions put the Express/Trafic near the top or at least mid-pack in the van market and in most cases there are only a handful of millimetres in it. So it does measure up quite competitively against the opponents in the room and capacity stakes.

We like the way the Renault Trafic chassis drives and while we are yet to sample the Express version, we feel confident the driving experience would be pretty similar given most of the differences are cosmetic and revolve around adding two extra diamonds to the logo badge.

The van turns nicely with accurate and predictable steering feel, it sits well on the

road and stops well, all of which instils a lot of confidence in the driver, a market of new gen vans, which are an eon away from similar commercial models of just a generation ago. Vans of old teetered around with generally poor dynamics and handling, however that is no longer the case and the Trafic/Express is no exception. The turbo diesel engines are both strong and impressive and deliver good economy, so there aren’t many reasons why the Express shouldn’t be on the shopping list. A relatively low safety rating and the lack of CarPlay/Android may steer some away, but it is still worth a look, particularly given Mitsubishi’s extensive dealer network, strong warranty and cap price servicing offerings.

Its good to have Mitsubishi back in the highly competitive van market and we reckon they might do OK with this new ‘French-accented’ Express. Bon chance!

Company Car

MIDDLE OF THE ROAD AT SOME POINT IN OUR EVOLUTIONARY HISTORY OUR DNA WAS CORRUPTED AND AS A RACE WE DECIDED THAT SUVS WERE A BETTER PROPOSITION FOR PERSONAL TRANSPORT THAN SMALL HATCHES OR WAGONS. WE TAKE A DRIVE IN HYUNDAI’S GOOD, BUT SLIGHTLY UNINSPIRING TUCSON ACTIV.

I

t must have been a quirk of evolution, because, if you apply logic, there could be no reason why we would swap smaller, more efficient cars with ones that are heavier, offer no more space internally, and have a higher centre of gravity and frontal profile, giving less aerodynamic efficiency and dynamic stability, but that seems to be what has happened.

Sure there’s still plenty of small hatches sold, but compact wagons have all but disappeared in favour of the almost ubiquitous Sport Utility Vehicle or SUV, and every car maker on the planet has clamoured to offer them to car buyers.

The irony is most SUVs aren’t very sporty

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nor do they offer much extra utility over a hatch or wagon. Just sayin’!

You might have guessed that this writer is not a huge SUV fan, and you are right.

Give me a lithe, low profile, wagon, sedan or hatch any day of the week, they handle better, they stop better and they use less of the planet’s resources in getting places. But what would we know?

So it was that we climbed aboard the latest version of Hyundai’s Tucson Activ, the test car being a front drive version of the model. There is also an all-wheel drive version and a range of trim and engine options across the range.

The Active is powered by a normally aspirated 2.0litre four-cylinder twin cam

petrol engine which does a reasonable job of pushing the Tucson along, although the more powerful turbo 1.6 litre petrol engine available in the AWD Tucsons would be a better fit in many ways.

The non turbo 2.0-litre delivers 122kW of power and 205 Nm of torque which is sufficient, but not overly abundant, and at times it does struggle. Maximum torque is made well up the rev range at 4000rpm, so don’t expect a hard lugging donk that pushes you back in the seat on take off. It has to be revved, and when you pile the luggage and passengers in it does need to be rowed along to deliver reasonable performance.

It’s mated to a traditional torque

converter six-speed auto and while the engine and transmission works fine it does nothing special, it’s OK but generally unremarkable. It’s inoffensive, but largely uninspiring During our week with the Tucson Active we covered mostly suburban and city driving, with a short excursion into some rural areas on Sydney’s fringe, where we got to try the front drive Hyundai on some relatively smooth gravel roads.

It handled city driving fine, rolling along in urban traffic with little fuss. At cruise speed on the highway or motorway the Tucson travels nicely, it is quiet, smooth and boasts comfortable and well controlled ride.

Head off on to well-made gravel roads and it still works OK, but don’t let the fact that it is an SUV fool you into thinking you are in an off road vehicle. When the going gets rough, turn the Tucson around and head back to the smooth stuff would be our advice.

Back on the blacktop the Active 2.0litre does the job, and during our time with it we averaged just over 9.4 L/100km fuel consumption, which for a compact SUV isn’t all that frugal in our eyes. Hyundai claims a combined average of 7.9L/100km and 11.0L/100km in urban running, which is not all that economical for a compact SUV, but underlines our arguments in favour of lighter and lower profile cars.

Inside the cabin its neat and tidy but again, generally uninspiring with a colour palette of mid greys and blacks abounding. The interior is neatly trimmed and well laid out, but this is as midlevel vehicle and the fit out meets that expectation, it is mid-level and average.

The Active features a 7.0 inch centre Infotainment screen, which is slightly smaller and lacking some of the features of the more expensive Active X variant.

The Active’s system boasts AM/FM radio, but no DAB digital radio tuner, like most other new cars of this ilk. It does however get Apple Carplay and Android Auto, and the near obligatory Bluetooth connectivity, however it lacks Sat Nav,

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which is no great problem because with Carplay and Android, Google maps can be accessed from your phone, which tends to be easier and more intuitive to use. If you do want DAB or SatNav you will need to pay the $3000 extra for the X model and its 8.0 inch screen.

Controls, instruments and the infotainment screen are easy to read and use with good illumination at night and are easy reading in daylight as well.

Again, there is nothing offensive about the interior, the seats are good, they’re comfortable and offer strong support and everything in the cabin generally falls easily to hand. However there is little to help the Tucson Active stand out in a crowded compact SUV market.

Inside, space wise the Tucson offers good head room and acceptable leg room for decent adult-size comfort, while cargo space in the rear luggage area, is comparable with other offerings in the sector of the SUV sector. The luggage area

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boasts 488 litres. The load area is wide and easily accessed so the space is very usable and features tie-down points and a nice flat floor. It features a 40:60 splitfold rear seat that allows you to expand the load area to a convenient 1478 litres with the seats stowed. Thankfully the flat floor hides a full size spare wheel, unlike some other SUVs. How car makers think you can travel this challenging country in an SUV without a full size spare, is almost beyond comprehension.

In terms of safety the Active does get a suite of active safety technology packaged up in Hyundai’s Forward Collision Avoidance Assist technology.

This gives you lane-keep assistance, guided reversing camera and rear parking sensors and a base level AEB systems using a camera-based system that functions at urban speed.

Hyundai gives its standard five-year/ unlimited-kilometre warranty on the Tucson and also offers a range of pre-

paid servicing packages for the car’s 12-month/15,000km intervals. While fuel consumption may be a bit high for an SUV like this the overall cost of ownership should be pretty reasonable.

At an rrp of $30,990 drive-away the Hyundai Tucson Active represents pretty strong value without troubling the automotive excitement meter.

If convenient, cost effective and trouble free motoring in a small SUV package is what you are after, and you’re not seeking pizzazz, neck snapping performance or any admiring glances from other motorists, then the Tucson Active may well be might be the motor for you.

As we say, the Tucson does everything it needs to do and does nothing badly, but it does nothing exceptionally either.

It is inoffensive, if bland, but will deliver you where you need to go at a reasonable price, with reliability and dependability and strong back up from the manufacturer.

It is just not our cup of tea.

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MONEY MATTERS PAUL CLITHROE SUPER SAVINGS BENEFIT FROM BUDGET REFORMS

A

ustralia’s super savings are now worth more than $3 trillion.

That’s good news, but there are weak spots in the system including over $20 billion in lost and forgotten accounts, and close to four in ten people still have more than one super account.

Having multiple super balances not only makes it harder to keep track of your retirement savings, it also means doubling up on fund fees and unnecessary life insurance premiums. Both will white ant your retirement nest egg. Already Australians are paying $450 million a year in unnecessary fees as a result of multiple accounts.

So it’s good news that the latest Federal Budget includes steps to help workers stick with just one super fund through their working life. Treasurer Josh Frydenberg announced that new super accounts will no longer be automatically created every time a worker changes jobs.

We’ve been able to take our super with us from job to job for many years now, however the sheer volume of multiple accounts shows this doesn’t always happen. The downside of the Budget reform that will see workers stapled to a particular fund is that it could mean being locked in to a poor performer. This makes it especially important to select a decent super fund in the first place. Happily, reforms are on the agenda here too.

With over 200 different retail and industry super funds to choose from, it’s not easy comparing funds. That should change with the launch of a new online comparison tool known as ‘YourSuper’ to be maintained by the Tax Office. It will allow a straightforward comparison of fees and returns across super funds.

In addition, funds that consistently dish

up poor results will be encouraged to lift their game. Super funds will be required to meet an annual performance test set by regulator APRA. Repeat poor performers will have to explain their lacklustre results to members, and may even be banned from taking on new members.

The upshot of measures is that our super savings are set to benefit to the tune of $17.9 billion over the next decade.

But why wait for the Budget measures to pass through parliament? It’s always a good idea to take a look at your super at least quarterly to see how your account balance is tracking. If you have multiple super accounts, consider folding the lot into one fund. Head to the website of the super fund you want to hold onto for details of how to do this. It shouldn’t cost more than a few minutes of your time.

Meantime one of the few upsides of COVID-19 is that Australians are taking a closer look at how they manage their money.

There’s nothing like a crisis to jolt us into action, and research by RateCity shows that 42 per cent of Australians are more proactive about managing their money as a result of Coronavirus.

Young Australians in particular are taking the bull by the horns. Six out of ten 18-34-year-olds now take more of an interest in money matters.

One of the big impacts of the pandemic is that we’re saving rather than spending.

An extra $64 billion has been deposited into bank accounts since March, helping households build a valuable buffer of emergency cash.

We’re also taking a closer look at personal debt. Credit card debt attracting interest has dropped 20 per cent since March, and over 110,000 home

owners have refinanced their mortgage, presumably to get a better deal.

In a year that’s been challenging for all of us, these are positive changes. I suspect a lot of the growth in savings reflects travel plans that have gone up in smoke, a reined in nightlife, and uncertainty around job security.

Whatever the case, taking the time to get your money matters in good shape now, will leave you better placed to handle any financial challenges that lie ahead.

The question is, with rates so low, are you making the most of your extra savings?

This is where it’s important to look at both sides of the ledger. If you’re growing savings while also carrying high interest credit card debt, it’s a no-brainer that you’re likely to be better off using savings to pay down debt. You could be earning just 2% on a savings account while paying double-digit interest on card debt.

If you don’t expect to need cash savings over the short term, it can make sense to invest any excess to earn a better return. This calls for thinking about long term goals.

Investing surplus savings in the sharemarket through, say, an exchange traded fund (ETF) does mean taking on more risk. The payoff can be higher long term returns. In the six months since global sharemarkets nosedived as a result of COVID-19 lockdowns, the ASX 200 Total Returns Index (which includes dividends) has climbed 30%. When it comes to savings accounts, the Reserve Bank has made it clear that interest rates will stay at historic lows for some time, potentially several years.

The main point is that taking an active interest in your financial wellbeing is a smart move at any time. Amid the uncertainty of a pandemic it’s doubly important. Having a pool of savings gives us choices over our financial lives, something that can be very reassuring at a time when we all face plenty of unknowns.

Paul Clitheroe is Chairman of InvestSMART, Chair of the Ecstra Foundation and chief commentator for Money Magazine.

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