Transport & Trucking Issue 137

www.truckandbus.net.au Issue 136 2021

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BRISBANE TRUCK SHOW COVERAGE

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36

MACK ANTHEM DRIVE SEA ELECTRIC FIRST TEST PACCAR 50 YEARS IN OZ LIFE ON THE ROAD IN AN IVECO

Anything & everything.

Brought to you

by Isuzu.

*According to T-Mark industry statistics. FSA/ISZ12929

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 GOOD SHOW OLD CHAP!

www.truckandbus.net.au admin@truckandbus.net.au

The doomsayers would have had you believe that this year’s Brisbane Truck Show was going to be a failure, but like the Y2K bug, reality is often far from the predicted disaster and the HVIA team did a tremendous job to make sure our best truck show was the best it could be under the circumstances.

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 and Joel Helmes

20 MACK SINGS A NEW ANTHEM

It’s one of the most anticipated arrivals on the Australian truck market in years, and when offered the opportunity to sample the new Mack Anthem as well as the upgraded SuperLiner and Trident on local roads we were well prepared to give up our weekend to pilot the various trucks down the Hume Highway from Sydney to Albury.

26 PACCAR 50 NOT OUT

Paccar has celebrated two major milestones, the 50th anniversary of the first Australian-produced Kenworth truck, and the production of the business’s 70,000th truck at its Melbourne plant. Joel Helmes was at the celebration for T&TA.

32 REDUCED CAPACITY – INCREASED PERFORMANCE

Scania is the only truck maker on the planet offering a V8 turbo diesel these days and while it is the flagship engine in the Swedish brand’s range, one wonders how long the big banger V8 will last in a world that seems to be all about downsizing and always improving efficiency. That is brought into sharper focus with Scania’s latest 13 litre 540 hp offering which we took for a test recently.

38 HYUNDAI WITH ALL THE FRUIT

Hyundai trucks have had a long and faltering beginning in Australia after a couple of false starts, but with automatics now available on the smart looking light duty Mighty, it may just be the shift in perception that the Korean truck brand needs. If it was up to providores at the Sydney’s produce markets then it would already be a success. We take a look at one of the providores who have embraced the until now unloved Hyundais.

44 HOME AWAY FROM HOME

The chance to take a brand new fully equipped motor home on the road for a five day trip was too good an opportunity to pass up, even if it was ostensibly as a test of Iveco’s Daily light truck.

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Electric trucks are the topic on everyone’s lips these days with environmental concerns. When we were offered the chance to drive one of SEA Electric’s battery electric powered light trucks we naturally jumped at the opportunity and came away impressed by the performance and overall package.

56 THE PERFECT ‘KOMBI’ NATION

Volkswagen virtually invented the van sector, at the very least they made it successful and created a whole culture around the Kombi. Now 70 odd years on the latest ‘Kombi’ or Transporter range has hit. We took three of the range for road tests in a comprehensive review of the new ‘Kombis’.

60 NEW DOG FROM THE OLD KENNEL

A long history with old Land Rovers and Range Rovers meant we were keen to sample the new version of the British brand’s traditional workhorse Defender, and while it is a very different hound, we found it would be an easy companion to live with.

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

THE ALL-NEW 700 SERIES HAS ARRIVED THAT’S ANOTHER HINO

SAFER, CLEANER AND BUILT FOR THE FUTURE

The all-new 700 Series rewrites the rules in safety, emissions, performance and comfort. It’s our safest truck ever, with XAVIER_HINO37908.25

an enhanced Hino SmartSafe package featuring driver assist technologies that take an active focus on protecting all road

users. Designed to meet Euro 6 exhaust emission standards, it’s the cleanest Hino heavy-duty yet. Delivering increased

performance with more engine power ratings, a wider range of axle configurations and the choice of a true automatic or

automated manual transmission. With an eye catching new interior and exterior, offering improved comfort and functionality targeted squarely at the driver. The all-new 700 Series is the truck of the future, here today. Find out more at hino.com.au

A SALES BOOM WE ALMOST CAN’T BELIEVE BUT HAVE TO RESPECT

T

he latest truck sales figures underline what a major part trucks are clearly playing in the surge in our economy over the past 12 months.

It is almost difficult to comprehend that the truck market is currently near line ball with the half year sales figures for the record setting year of 2018. June 2021 was also the best monthly sales figures in the history of the truck industry in this country.

Anyone who says they predicted, at the end of May last year, that a new truck sales record was a possibility 12 months hence, is having a lend, because amidst all the gnashing of teeth that was going on back then, no one could have predicted this sort of bounce back.

But, the fact is, no one buys trucks just for the sake of it, or as an act of patriotic altruism to boost the economy, or even just for the tax write off benefits the government is offering.

Trucks represent a big investment, buying a new truck is not the same as buying a new printer at Officeworks to get a $500 tax write off, sure you get the tax benefit but if you’re spending say $300,000 on a new truck you’re going to want to have some work for it to justify the spend.

No use getting a tax break if you are not earning money to pay the tax that you want to write off.

The reality is demand for trucks has never been higher, whether for freight distribution to cart all of the toilet paper

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that is so in demand, or for groceries, fuel, retail supply. online shopping goods and of course the last-mile delivery of all of that online shopping.

Then there are the massive infrastructure projects that have been ramped up by state and federal governments as a stimulus to the economy, and lets face it because we damn well need them for a more efficient nation. Everything from Sydney’s WestConnex motorway and new second airport to Brisbane’s Cross River Rail, Melbourne’s Westgate Road Tunnel and Metro Rail Tunnel projects and Sydney’s Western Harbour Tunnel and multiple Metro train lines, along with a myriad of other projects from tunnels under the Blue Mountains and Coffs Harbour to the Inland Rail line.

The top dozen national infrastructure projects underway at the moment are worth close to $100 billion, which also means an awful lot of dirt has to be shifted, a massive amount of concrete needs to be poured and tonnes and tonnes of steel have to be delivered, and all of those things have to happen on the back of trucks, which is why the demand for them in all shapes and sizes has gone through the ceiling.

The benefit of an influx of new trucks into the market is that it provides a huge update to the national ‘truck park’ , re equipping the ageing fleet and injecting better safety, cleaner power trains and more efficient trucks onto our roads,

which is something that will benefit this country enormously in terms of saved lives, reduced fuel use and emissions and just plain efficiency improvements.

When the government does remove the tax write offs sales will probably dip a little but all of the major truck brands are telling us that the order books are full well into next year, and this demand will continue for some time to come.

Meantime, inside this issue we take a close look at the Brisbane Truck Show, the biennial truck expo that somehow survived Covid, the pullout of Volvo Group, Isuzu and Hino and still put up a pretty impressive effort for the truck industry.

Along with that we have drives in the new Mack Anthem and SuperLiner, Scania’s R540 13 litre and one of SEA Electric’s battery electric powered Hinos, as well as Iveco’s Daily, converted to cart a mobile home around on its back.

In the light commercial realm we test the new Volkswagen Transporter range and we take a look at a Sydney providore who is a convert to the seemingly unloved and ignored Hyundai Mighty light duty truck, ordering a fleet of them and convincing a number of other providores at the Sydney market to buy them as well, might be something in that!

So enjoy the read, drive safely and keep buying those trucks! See you next issue.

JON THOMSON

Would you trust your livelihood to a replacement part that isn’t backed by Isuzu?

FSA/ISZ12866

To keep your truck performing at its best, only trust Isuzu-backed parts, which include Isuzu Genuine Parts, Isuzu Best Value Parts & Isuzu Approved Parts.

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JUNE SETS AN ALL-TIME TRUCK SALES RECORD THE AUSTRALIAN truck market set an all-time high monthly record in June as the Covid 19 bounce back

Kenworth was fourth in the overall market with its 325 tally, while Mercedes-Benz claimed fifth with

that would have been a respectable full year figure for Scania.

Fuso with 88 heavy duty sales moved

and instant tax write offs spurred

198, which includes vans and light

past Hino’s 79 to be sixth in the

the market to a massive 4741 sales, topping June 2020 by 120 units and the June figure for the record year of

duty Sprinter based trucks.

The Paccar brand also continued its dominance and strong result in June,

segment, while Mack on 66, DAF on 61 and UD on 59 were the next best, ahead of Iveco with 43, and Western

2018 by more than 500 units.

At the mid-point of 2021, the year-to-

moving it even further ahead of Volvo in the all-important fight for Heavy

Star with 42. Freightliner continues to fall short of expectations, with its

brands between them captured 84.4 per cent of the light duty market.

Mercedes’ 44 light truck sales was

date sales tally is 19,920 units, just 50 trucks behind June 2018’s tally of

Duty supremacy. Kenworth’s tally for the month was more than double

30 heavy duty sales belying the true potential of its Cascadia model.

the next best behind the dominant Japanese brands.

19,970, with all of the major brands recording strong sales, led by Isuzu,

Volvo’s total of 146. The Swedish maker finishing only seven trucks

As mentioned, Hino topped Isuzu by seven trucks in Medium Duty,

In vans Mercedes-Benz dominated with 283 sales for the month, 22 units

which again topped the sales charts with 1085 sales, ironically not the brands best ever month.

ahead of Mercedes-Benz with 139 heavies. Scania and Isuzu battled out fourth place, with the Swede selling

claiming 293 sales for the month,

ahead of Renault, while VW was third with 161 sales and Ford in fourth

Isuzu captured 22.9 per cent of the

122 trucks and finished just four units

market, with long-time rival Hino scoring its best every monthly sales tally with 761 units and 16.1 per cent

ahead of Isuzu on 118.

Scania’s year to date figures for the first six months are the best half year

with 182 sales, while fourth placed Mercedes-Benz was so far behind

share, as well as beating Isuzu in the medium duty sector. Fuso also had its

figures it has ever recorded. Its 576 deliveries for the first half underlines

15 units in the medium sector.

Isuzu was supreme in light duty,

remainder of 2021, some pundits believe that the 2018 record of just over 41000 units can be bettered, a

best ever month in Australia with 568 sales and 12 per cent market share.

the success the brand has had in recent times, because not long ago

selling almost double the number of trucks that Hino moved. Isuzu’s 681

result that few would have believed just a year ago.

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an occurrence that has only happened a handful of times in the history of the two brands in Australia. Fuso was third

it almost doesn’t register, selling just

sales and 42 per cent market share was 292 ahead of Hino, which gave it a 24 per cent share. Fuso had a great month in light duty, but the 298 trucks it sold pale when measured against Isuzu’s result. The three Japanese

with 119.

With all of the major truck groups continuing to report strong demand with order books full through the

NAVISTAR FINALLY A PART OF VW TRATON – INTERNATIONAL TAKE OVER NOW COMPLETE TRATON HAS AT LAST finalised its take-over of Navistar, with the certificate of merger submitted on the 1st July, signalling that the merger of the US commercial vehicle manufacturer with the German based Traton is now complete.

In a move that was started almost five

The Traton purchase of 100 per cent of Navistar has cost it around $USD 3.7 billion ($AUD 4.9 billion).

The company said that the addition of Navistar marks the beginning of a new era and also means it is entering the final stretch of its ‘Global Champion Strategy’.

North America represents 35 per cent of the global truck profit pool, and the Navistar acquisition will grow the

“Over the past five years, Navistar and the Traton brands have worked very well together, and it is exciting to now become part of the global Traton Group,” said Navistar president and CEO Persio Lisboa.

“Our common understanding of the future of transportation and our joint heritage creates a very solid basis for our common way forward.

“The transport industry is changing

Traton Group by around 30 per cent in terms of sales revenue.

rapidly, and together we will shape this change – for the sake of

end vehicles and they are expecting more and more in terms of efficiency and safety, so we want to meet this

Traton’s brand portfolio also includes Scania, MAN, Volkswagen Caminhoes e Onibus (South America), and RIO,

our customers, and the Navistar team is ready for the next step of collaboration,” he added.

demand.”

Traton said that its Scania brand is currently building a plant northwest

and the Navistar acquisition adds the

A strategic alliance has been in

of Shanghai, with series production

Freightliner, Western Star, Detroit Diesel and Ford’s truck division, which became

International brand to the Group.

“Today is a sensational day for the Traton Group and for our new

place between Traton and Navistar since 2017, with both companies benefiting from the value generated

scheduled to begin next year which will make Scania the first Western truck manufacturer to have a fully

the ill-fated Sterling brand.

colleagues at Navistar joining the

by enhanced purchasing power and

independent production plant in China.

Renschler could not have imagined how long winded, drawn out and bruising the Navistar take-over would

global Traton family,” said Traton CEO Matthias Gründler.

“From this day on, we will be working

the integration of new technologies.

Traton said that as a new brand in the Group, Navistar will be in a

The Chinese facility will also house research and development activities,

be, eventually claiming Renschler’s

side by side to bring sustainable

better position to meet “the growing

own job on the way. However, in reality Navistar was really the only option for Traton if it was to establish

transportation of the future one step closer,” he added. ”This is something the entire group is

requirements of the market and to improve its customer offering even

itself as a global truck maker on a par with Daimler. Traton, was

looking forward to,” he said, “The fact that this merger has been

spun off from Volkswagen, and was floated on the stock market in 2019, with the parent company retaining

implemented, despite the obstacles presented by the COVID-19 pandemic, is testament to the impressive team

The company added that, combining Traton’s leading position in the

control, while selling 11.5 per cent of

work on both sides of the Atlantic and

with Navistar’s strong presence in North

“We want to create new business models and partnerships that add value. We are expanding

Traton to the market, netting around $AUD2.4 billion.

I would like to thank each and every one involved,” he added.

America, will lay the foundation for a premier company with a global reach

our perspective on logistics and digitalisation.”

years ago, by former CEO Andreas Rencshler, the Volkswagen subsidiary Traton, now holds all Navistar common shares and the Navistar name was delisted and deregistered with the SEC in July.

Before joining VW, Renschler was the architect of Daimler’s moves to become a truly global truck maker, engineering the take-over of

further”. This is especially the case with the transition to electric mobility and the establishment of autonomous driving.

European and South American markets

and complimentary capabilities.

Traton’s next target appears to be China and the massive opportunity that it presents.

“Right now, we are analysing the best ways we can single-handedly leverage our brands’ potential there,” said Gründler.

“Chinese fleet customers are increasingly looking toward higher-

with the plan to create a new technology hub for digitalisation as part of its future strategy, Traton also wants to broaden its business base and open up new areas of activity, playing an even bigger role in shaping transportation “beyond iron and steel,” Gründler said.

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NEW SCANIA DEVELOPED COMMON BASE 13 LITRE SET TO BE TRATON’S LAST CONVENTIONAL POWER PLANT TRATON BOSS MATTHIAS GRÜNDLER has said that the Group’s upcoming

enable Traton to “build bridges to the future”, which he said will

drivetrain R&D by 2025.

“To make that happen, we

which is developing both batteryelectric and hydrogen fuel-cell electric

13 litre Common Base Engine will be the last conventional power plant developed by the Group, as the company pivots to electrification.

Speaking following the finalisation of the take-over of US truck maker

clearly be shaped by battery-electric commercial vehicles.

“It is highly efficient, which makes it an eco-friendly solution while electric trucks still have a higher total cost of ownership than diesel ones for the moment,” said Gründler.

Gründler said that Traton’s modular

are systematically shifting our development spend away from conventional drives and placing a clear emphasis on electric,” he said.

“For a long time, it looked like the race for alternative drives was anyone’s game, but now, a clear favourite is emerging and that is

vehicles and Gründler believes that in the long run, battery-electric alone is not a feasible way

system for electrified drives has been on the road since 2020, initially

battery technology,” Gründler added.

He explained that the kilowatt-hour

in city buses.

Scania began series production of its first electric truck in September last year, with the truck featuring a range of 250 kilometres. While the Swedish brand also offers a plug-in hybrid

price has been dropping much faster than predicted, meaning the total cost of ownership of electric trucks will quickly fall below that of their diesel counterparts.

“Electric vehicles are also cheaper to

Scania announced in a press release in Europe recently that the new

truck which it says can travel 60 kilometres on electricity alone.

“We want to become an electric

maintain and repair and this means they may already be more appealing than diesel trucks in terms of their

engine would be part of its major

leader,” Gründler said.

total cost of ownership in 2025.

launch planned for November, which the company described as the biggest introduction since 2016, with the

The German based group is putting its money where its mouth is by massively increasing the spend on

“By 2030, a double-digit percentage saving is feasible, which will be a crucial advantage in an industry like

arrival of a substantially updated Euro 6 truck range

R&D relating to electric mobility with plans to spend nearly $USD 1.9

Gründler said that the CBE will

billion ($AUD2.53billion) on electric

transportation, where margins are low.”

Gründler said that ultimately, it is up to customers, but that batteries will

Navistar, Gründler explained that the Common Base Engine currently being developed as part of a joint operation led by Scania, is set to be installed in Scania vehicles in Europe with a launch planned in November and deliveries starting early in 2022.

“After that, we will start using the engine in both Latin and North America, while its other European brand, MAN will start to use it from 2024.

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to meet zero-emissions goals.

The biggest challenge, Grundler said, is charging infrastructure.

“The biggest task is to establish a powerful, cross-border rapidcharging infrastructure for long-haul transportation by 2025. This requires an enormous collective effort on the part of industry and policymakers, and we need to make a start on this here and now,” he added.

Gründler said the electrification efforts is one-way Traton is preparing to face the industry’s future challenges.

“You know the environment we are operating in, the overarching climate targets have been defined for the EU and for Germany and here in Europe, we have to reduce our CO2 emissions by 55 per cent by 2030,” he said.

“A target of 65 per cent reduction is even likely for Germany and digitalisation is continuing to gain

soon have the edge in virtually all applications.

“Even compared to fuel cells for the

momentum with the pandemic putting wind in its sails, while automated driving is becoming

foreseeable future, battery-powered

a reality.”

vehicles will be cheaper – especially in terms of their energy costs, plus, three-quarters of the output energy

“Our main goal is to seek to balance the needs of human beings, the environment, and the economy in

is used to power the drive, for

everything we do, Gründler said.

Hydrogen-powered vehicles, it is only a quarter,” Gründler said.

This is a different strategy than that

“This is something we call the People, Planet, and Performance triad. We are devising a new

recently announced by its main opponent in the market, Daimler,

strategic course to do just that,” he concluded.

Volvo Trucks.

Driving Progress

Introducing the revolutionary new range of Volvo heavy duty trucks that’s reshaping our industry to be cleaner, safer and more productive.

These innovative trucks are a result of our unique combination of global vision and local intelligence, and they have been designed to dramatically enhance your business productivity and competitiveness.

All four models feature new standards in safety, productivity, fuel efficiency and driver focus as well as each model offering Euro 6 and Euro 5 options.

The entire range of Volvo trucks are made right here in Australia, which means they’re built to suit our unique local conditions. So, when you buy a Volvo truck, you’re supporting local jobs, and the local economy.

The new Volvo Trucks heavy duty range. The future is being made right here in Australia.

Certified for all Australian-built models.

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MERCEDES-BENZ UNVEILS ITS FIRST EVER PRODUCTION FULL ELECTRIC TRUCK MERCEDES-BENZ Trucks has given its battery-electric eActros its world premiere, unveiling the first series production electric truck to wear the famous three-pointed star, which the company says will have a range of up to 400km with a battery capacity of 420kWh. Mercedes-Benz says the eActros rings in a new era and highlights its

Interactive Cockpit.

is driven with a degree of forward

which roughly corresponds to a

The company announced that the battery of the eActros series-

vision and planning then braking regeneration enables it to recover

halving of perceptible noise volume.

Thanks to those low noise level,

production model is equipped with either three or four battery packs,

electrical energy, which is then fed back into the batteries and is made

each with an energy capacity of around 105 kWh. The maximum battery capacity of 420 kWh enables

available for use by the drive system.

The eActros’ two integrated electric motors offer high levels of efficiency

Benz points out that things such as late and overnight deliveries become more possible without disturbing

ranges of up to 400 kilometres to

and a constant delivery of power with high starting torque, according to Benz.

The eActros also delivers noticeably fewer vibrations and is apparently much smoother in driving modes.

Like all electric trucks, the provision

Benz claims the truck can be

of immediate torque by the electric motors, which in this case are coupled to a two-speed transmission,

charged with up to 160 kW when connected to a regular 400A DC charging station, with the three

ensures powerful acceleration,

battery packs requiring a little more

impressive driving comfort and driving dynamics which enable more relaxed, low-stress operation than a

than one hour to charge from 20 to 80 per cent, again so long as the ambient outside temperature is

conventional diesel-powered truck Mercedes-Benz said.

around 20deg C and the batteries are in good condition.

Another factor the company was trumpeting is the lower centre of gravity which is clearly an advantage

The company also said that in order to assist transport companies along their way to eMobility, the eActros

when it comes to cornering.

will be marketed with a system that also provides advice and services, as

‘clear desire to achieve CO2-neutral road-based goods transport’.

be achieved. There are some riders on these figures, with Benz saying the range was determined internally,

The standard model eActros is

in optimum conditions, with four

scheduled to roll off the production line at its Wörth am Rhein plant in Germany from the third quarter this year.

battery packs, after preconditioning, in partly loaded distribution traffic, without a trailer and at an ambient

Mercedes-Benz says the findings from its “eActros innovation fleet”,

outside temperature of 20 deg.

Mercedes-Benz said that the

which commenced in 2018, as well as its close exchanges with customers, have been incorporated

technological centrepiece of the electric truck is its drive unit, which is a rigid electric axle with two

into the development of the series-

integrated electric motors and a

production model.

The standard specification eActros will also feature the many aspects

two-speed transmission.

It adds that both of the liquidcooled motors generate a continuous

of technology debuted in its latest

output of 330 kW with peak power

diesel-powered trucks including MirrorCam and the Multimedia

of 400 kW. In addition, Benz says if the eActros

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Lower noise levels also deliver advantages with drivers experiencing a significant 10dB reduction in noise inside the cab in full-load operations,

nearby residents.

well as a range of digital solutions to increase utilisation of the vehicle and optimise the total cost of ownership.

NEW BOSS AT ISUZU AUSTRALIA

As an example, Benz cited the fact

crash elements built into the truck,

that it is possible to establish a highly

including the integrated aluminium

realistic and meaningful usage profile

profile designed to protect the

for electric trucks using a customer’s

batteries in the event of a side-on

existing route plan.

crash, along with sensors which can

Benz is calling it eConsulting and

detect a crash scenario. If a crash

says that it doesn’t just include

happens the High Voltage battery

electrification of the depot, but

would be automatically isolated from

also covers questions concerning

the rest of the vehicle. In addition the

planning, applying for and

driver has the option of actuating the

implementing everything to do with

HV shutoff at any time in the cab.

the charging infrastructure and

The eActros also comes standard

connection to the electricity network.

with an external Acoustic Vehicle

As a result Mercedes-Benz Trucks

Alerting System (AVAS) to warn other

says it has also established a

road users like pedestrians and

strategic partnership with Siemens

cyclists while Sideguard Assist offers

Smart Infrastructure, ENGIE and

additional safety when turning off to

EVBox Group, and if required, it

the nearside.

can additionally provide help with

There is also the fifth-generation

identifying available public grants

of Daimler’s Active Brake Assist

for infrastructure and vehicles.

emergency braking system with

The truck’s Multimedia Cockpit

pedestrian recognition.

Interactive allows the driver to

It appears that Daimler is full charge

constantly be up to date with the

with its aim for CO2-neutral transport

charge level of the batteries and

using battery-electric and hydrogen-

the remaining range, as well as

based fuel-cell technologies.

the current and average energy

The company says the logistics

consumption.

sector is facing a massive set of

Fleet managers will also be able to

challenges, with environmental

use the Fleetboard portal’s digital

regulations becoming even more

solutions to efficiently control the

demanding on the one hand, while

fleet. This will also include things

on the other the massive increase

such as an individually developed

in global freight volume needs to

Charge Management System for

be transported as sustainably and

creating charging profiles, and

efficiently as possible.

a logbook containing detailed

Mercedes-Benz Trucks says it is

information on driving times,

working hard to achieve these

downtimes and charging breaks.

goals and identifies with the Paris

Benz says there is also a mapping

Agreement’s aim of decarbonising the

tool which shows the vehicle’s

sector and wants to completely switch

current location in real-time, and

its European product portfolio to

whether it is in motion, parked or

electrically powered trucks by 2039.

being charged, as well as how high

The eActros is the first fully-electric

the battery charge is.

series-production truck from Benz

When it is launched in Europe,

and the company says it marks an

the eActros will be offered with

important step in the direction of

Mercedes-Benz Complete, which the

CO2-neutral goods transport.

managing director and CEO at IAL. We’re looking forward to continuing to build on the great work between our Australian and Japanese operations,” he said.

company says is a service contract

The company has more in the

“IAL has big plans for the future, especially in relation to our ability to adapt

including what it calls an ‘All-round

pipeline with the low-floor

Carefree Package’.

Mercedes-Benz eEconic specialist

to rapidly evolving domestic and international industry change.

“Shindo san’s formidable track record at our parent company in Japan,

Mercedes-Benz Uptime will deliver

refuse truck expected in 2022, the

fully automatic telediagnosis, which

battery-electric eActros LongHaul

will continuously monitor the status of

due to be launched in 2024 and the

especially in the product development and planning space, and his tenure across the breadth of Isuzu’s global markets, fills us with great confidence.”

Mr Harbison also took the opportunity to extend a sincere thanks to outgoing

several vehicle systems in the truck

GenH2 Truck with hydrogen-based

managing director and CEO, Hiroko Yaguchi.

in real time. By bundling repair and

fuel cell in the second half of this

“Despite the great news, it is a bittersweet moment for our business, as we

maintenance requirements, which

decade.

bid farewell to Yaguchi san, who is returning to Japan after an extended

Benz says will reduce the number

T&B News understands that the

of unplanned workshop visits.

eActros and the other zero emission

four-year assignment here in Australia.

“Her strength, resilience and business intelligence during that time and

Naturally for a truck from Daimler the

models are on Daimler Truck Australia’s

eActros boasts high levels of safety.

wish list, but at this stage there are no

indeed throughout an unprecedented 2020, won’t be forgotten. We wish her every success in her future endeavours within Isuzu Motors Japan,”

Benz cited the example of the special

firm dates set down yet.

Andrew Harbison concluded.

ISUZU AUSTRALIA has a new managing director and CEO, following the appointment of Takeo Shindo to the position, replacing Ms. Hiroko Yaguchi, who held the position for three years and nine months.

Shindo san’s appointment comes following a tenure spanning 35 years at Isuzu Motors Japan (IML), and will bring a wealth of experience gathered from all corners of the global Isuzu family.

Having previously worked across corporate, operational, sales and retail roles in Japan, North America and Africa as well as several growing South East Asian markets, Shindo san joins IAL during a time of consolidated domestic growth and rapid industry change.

IAL director and COO, Andrew Harbison, extended a warm welcome to Shindo san.

“We’re extremely pleased to welcome Shindo san to Australia and the role of

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ALL THE LATEST NEWS AND

ALL TIME JUNE SALES RECORD

VIEWS FROM ACROSS THE

GLOBE

/ TRATON CLINCHES NAVISTA R DEAL / MERCEDES BENZ’ FIRS T ELECTRIC TRUCK / SCANIA

WAREHOUSE EXPANSION

THIS 700 IS HINO’S BRAND NEW HEAVY HINO HAS LAUNCHED its new heavy duty 700 range, declaring it is the safest truck it has ever launched in Australia as well as boasting a wider range of axle configurations, transmissions and engine power ratings and Euro 6 compliance across the range.

the Hino SmartSafe safety suite until mid-2022 as a result of validating the VSC and PCS systems Hino says.

As with Hino’s new 300 range and the 500 models, safety tech play a key part in the Hino product strategy which has helped Hino bridge the gap on Isuzu in medium duty and it is

now in the new big truck and the eyecatching new interior offers increased comfort and practicality for drivers according to Daniel Petrovski.

Driver Monitor (DM) has been added to its Smart Safe that also includes Pre-Collision System with Autonomous Emergency Braking,

The nine litre models begin with the FH 1832 4x2, FR 2632 6x2 and FS 2632 6x4 models, which feature the A09C-VP engine that delivers 320hp, and is mated to the six-speed Allison 3200 true automatic transmission.

Meanwhile, the 700 Series FY 3036 8x4 model features a more powerful

Although Hino would not be drawn on firm aspirations for the new truck

again hitching its hopes with the 700.

The new 700 is Euro 6 compliant,

Pedestrian Detection), Lane Departure Warning System, Vehicle Stability

version of the nine-litre engine – the A09C-VN - with 360hp, and is

during Transport & Trucking’s briefing, they believe the wider variety of power ratings and axle ratings will

which is being demanded by an increasing number of fleets keen to show corporate responsibility.

Control (VSC), Reverse Camera.

As part of the wider spread of models Hino has added the Euro 6

matched to the larger and stronger six-speed Allison 4440 true automatic transmission.

give the company more firepower in

Petrovski told us that Euro 6

A09C 9-litre straight six turbo diesel

The SH 1845 4x2 models will feature

the heavy sector against the likes of both Isuzu and Fuso.

Hino has been hamstrung by the lack

continues to be an important consideration for its customers and says that it is safe to say that it’s one

alongside the E13C 13 litre engine.

The 13-litre and 9-litre models have different grille treatments with the

the E13C-BL engine with the same peak power of 450hp.

The new 700 Series SS 2848 6x4

of a competitive 8x4 offering but the

of the top three considerations for its

larger engine models having four

prime mover, FS 2848 6x4 rigid and

new 700 will see that fixed and put its new big truck on a more equal footing with the market leader and also with

larger fleet customers.

The new 700’s styling is not dissimilar to the truck it replaces, with detail

chrome bars on the grille and the 9-litres featuring three chrome bars and a lower cab height.

FY 3248 8x4 rigid models utilise the E13C-BK engine with peak horsepower of 480hp (353kW).

other brands mixing in the heavy

changes around the grille and other

“The all-new 700 Series is built

The E13C engines are matched to the

vocational sector.

In 2020, the 8x4 market ran to about 1,450 trucks and Hino says while it would like to capture a larger slice of

cosmetic touches discerning it from the previous 700. The new frontal styling includes an enlarged chrome grille and Hino badge, with LED

as a vehicle for today and for the future – Australian customers clearly prefer the convenience of two-pedal transmissions, which is why the

latest generation of the ZF 16-speed Automated Manual Transmission (AMT), the TraXon TX 2441TO. Standard auxiliary braking on all 700

that pie, but as a new entrant to the

headlamps and Daytime Running

expanded Hino 700 Series model

Series is via the ‘Jake Brake’ and in

under 400HP 8x4 market, it has set modest objectives for its new model.

Interestingly while the new 8x4

Lamps set in the bumper, and polished alloy wheels are standard.

The interior has received a major

range is now available with either a true automatic or an automated manual transmission (AMT), which are

fact it is the only Japanese heavyduty truck available with a Jake Brake. All 13-litre models have the

models will be available here in the

facelift with the same ochre brown

matched to their respective engine

ZF intarder integrated into the

third quarter it won’t be available with

dash tones seen in the 500 range

power ratings,” said Petrovski.

16-speed ZF AMT.

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SCANIA PUTS ITS MONEY WHERE ITS PARTS ARE – MAJOR WAREHOUSE EXPANSION ON THE BACK OF BUSINESS GROWTH SCANIA HAS ANNOUNCED it is investing in two new parts warehouses to meet the growing demand for its trucks and the increase in the ‘truck park’ of Scanias across the country.

set to come on stream in September

need to supply many customers

has had on global supply chains and

this year.

The new parts warehouse is substantially larger than its existing

around the country with a reliable flow of parts, as well as the

make us more independent,” said Ben Nicholson, Scania’s national

additional service capacity we are adding with our new company-

parts manager for Australia and the After Sales team member

owned branch at Eastern Creek.

“We live in an increasingly uncertain

responsible for the warehouse capacity expansion project.

world and we have all seen over the past year the impact on long-distance

“With the addition of the new Regional Warehouse in Perth, we will

supply chains during a pandemic.

With this added capacity for parts-

also build some additional resilience into our supply chain within

national parts warehouse which has

as witnessed by the latest TIC truck sales figures that saw the company

been in operation since 1992.

Scania say its second investment will be in a new stand alone warehouse facility in Perth, which will have 2000 m2 of parts storage to support

record one of its best sales months ever and a year-to-date sales volume

Scania’s WA operations and will come on stream this month (July 2021).

that would have been a respectable full year tally just a few years ago.

The company recently started

The WA facility is required to service the growing Scania on and off-road

holdings we anticipate being able to provide more parts, more quickly to more customers from these new

Australia,” Nicholson said.

“When the new warehouses are online, we will improve spare parts

population, particularly among demanding applications such as

warehouses,” he said.

Scania said that when Covid 19 hit

availability reducing lead times, as well as being better at pre-picking

Scania’s many mining customers, for whom uptime, and therefore parts

last year, it increased parts stocks at its National Warehouse in Victoria

kits to provide superior support to our own and our authorised

access, is critical the company said.

“We have taken this decision to

and at branch warehouses around the country, to “build resilience

independent dealer workshop operations,” he said.

expand our national and regional warehousing capacity as a result

in case of major supply chain disruptions”.

“The expansion of our warehousing infrastructure will also require us to

of the accelerated growth of sales of trucks, buses and engines over the past decade, and therefore the expected demands for replacement and service parts for these vehicles and engines over the next decade and beyond,” said Scania After Sales Director, Patrik Tharna.

“We have doubled our truck sales and market share since 2010, and our bus market penetration remains extremely high, underscoring the

The company also secured the ability to deliver directly to workshops and customers from other warehouses in Europe and Asia. However, production capacity and container availability had, and still has, impacted on spare parts availability it added.

“The new National Warehouse in Melbourne will allow even more stock to be located in Australia to counter the negative effect Corona

further grow the number of Scania employees working in Australia, and we are now well over the 500 mark,” Patrik Tharna said.

“And in line with Scania’s global and local drive towards a sustainable transport solution, the new National Warehouse comes equipped with solar panels on the roof. We will take all opportunities to continue to reduce our carbon footprint,” he added.

Scania’s business is growing at record levels across all divisions,

construction of a new companyowned sales and service branch in an area that has become Sydney’s new ‘truck central’ at Eastern Creek, and has announced it is now acquiring two new warehouses to provide what it says is a higher level of ‘first pick of spare and replacement parts’.

The company said the move is underpinning its promise of “exceptional uptime for customers”.

Scania says the largest of the new investments will be located close to its head office at Campbellfield in Melbourne’s northern suburbs and will secure additional capacity for spare parts storage and dispatch at a new 9000 m2 warehouse, which is

Ben Nicholson (left), Scania’s national parts logistics and inventory manager and Patrik Tharna, after sales director for Scania Australia at the new National Parts Warehouse in Campbellfield

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Truck Show

OUR BRISBANE TRUCK SHOW COVERAGE BROUGHT TO YOU

BY CONTINENTAL TYRES.

GOOD SHOW OLD CHAP! THE DOOMSAYERS WOULD HAVE HAD YOU BELIEVE THAT THIS YEAR’S BRISBANE TRUCK SHOW WAS GOING TO BE A FAILURE, BUT LIKE THE Y2K BUG, REALITY IS OFTEN FAR FROM THE PREDICTED DISASTER AND THE HVIA TEAM DID A TREMENDOUS JOB TO MAKE SURE OUR BEST TRUCK SHOW WAS THE BEST IT COULD BE UNDER THE CIRCUMSTANCES.

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W

ith Volvo Group, Scania, Isuzu and Hino pulling out, not to mention Cummins, and a bunch of other long term show participants pulling out, the task was never going to be easy.

Many people have asked “how was the truck show?”, since our return from Brisbane and we have to answer, “it was much better than we imagined it being!”.

Despite all the tales of Paccar being the prime shaker and mover behind the proposed TIC Melbourne Truck Show that was to have taken place in March, the Bayswater team turned up with a stand that lacked nothing, and in a cheeky slap

to Daimler, its main rivals in Brisbane, every Kenworth and DAF on the stand was painted in blue, matching the paint schemes on the Freightliners and Benz machines across the aisle.

But in many ways it was Paccar’s party, celebrating its 50 years of manufacturing in Australia and it presented what director of sales and marketing, Brad May described as “reflecting the total product solutions customers need.”

The big attraction on the Paccar stand was the latest Kenworth Legend SAR, which the company announced would go on sale for one day only, with what ever orders it takes on the 8th July being the

limit to the Legends it eventually builds.

To secure a limited edition Legend buyers have to stump up a $10,000 deposit and wait till their Legend rolls down the line.

The Legend SAR is modelled on the iconic W900SAR, built and sold in Australia from 1975 until 1985 and the first Kenworth designed, engineered and built in Australia specifically for Australia and which gained the nickname ‘The Nugget’ prompting the new Legend being dubbed Son of Nugget.

Along with the Legend SAR , Kenworth had the T410 SAR, a T610, a T360 and a K200 all of which featured brilliant blue paint finish and sensational air brush murals of Australian scenes.

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The DAF display featured the locally assembled CF 530 FTT and CF 450 FTT along with the CF 450 FTT powered by the new MX-11 engine, with the company emphasising its local assembly of DAF CF, providing buyers higher levels of customisation with local engineering input and cost savings through local parts sourcing.

DAF also had the flagship XF FTT with a Super Space Cab, while the CF 530 FAT 6x4 rigid rounded out the display.

Across the aisle at Daimler, the only other heavy hitting manufacturer to honour the show with its presence Daimler didn’t have a lot that was really ‘new’ in hardware terms, given the timing of the show, but with a full array of Mercedes Benz, Freightliner and Fuso

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models the main focus was new variants and ‘software’ features including safety, driver aids and even autonomy as well as the first OEM electric truck , the eCanter.

Kenworth wasn’t the only one celebrating a 50th birthday with Fuso Canter marking the 50th year since it arrived in Australia, and it has to be said that it has come a long way since the days of UFOs or Unsatisfied Fuso Owners in the 1970s when reliability issues caused early owners to advertise in newspapers.

But that was a long time ago and things have very much changed.

Fuso showcased a new upgraded Euro 6 Fighter which means Fuso now offers a vehicle with Euro 6 rating across all segments, The Fighter Euro 6, now provides

safety tech including Advanced Emergency Braking, Lane Departure Warning System and Electronic Stability Program.

Daimler’s Japanese brand also launched a new Shogun 360 using Daimler’s 7.7 litre six cylinder turbo diesel, developed as a 14-pallet rigid model available as either a 6x2 or 6x4 model, again with a full-suite of safety tech Freightliner had its full line-up of Cascadia trucks for the first time at Brisbane, given the company launched the model at the end of 2019, making it the first Australian truck show for America’s most popular heavy truck since it arrived on Aussie roads.

Freightliner revealed a few weeks back that it was offering a head-protecting side

airbag later this year, adding to its steering wheel mounted airbag. In addition to the safety boost the company also revealed a new digital dash which will become an option later in the year.

For Mercedes the big news was that it has launched local validation program for an Actros that can help steer itself.

The Benz says its Active Drive Assist technology that it will be validating down under enables SAE Level 2 partially automated driving capability, which will be a first for Australian heavy trucks.

The company revealed its validation program will consist of 20 trucks, with 15 units in Australia and five in New Zealand operating across a wide range of customer fleets.

Benz also revealed an extension of its Active Brake Assist 5 advanced safety package to its 8x4 Arocs rigid highway range which means it now extends across its entire Australian line up.

Down the hall, Penske had an MAN TGX 640hp with an XXL cab, an MAN TGX 540hp prime mover with an XLX cab, and a medium-duty MAN TGM 320hp 6x4 unit on its stand alongside the US heavy iron from Western Star which showed a 4800 with a 6x4 FXC model with a 34” Starlight lowline roof sleeper and a 4900 6x4 FXC model with an 82”.

The Penske display was a clean and no nonsense stand and certainly showed the glamour end of the Penske offering.

Hyundai Trucks appeared properly for

the first time at the Brisbane Show with the company’s execs telling us they would not have been there had it not been for the ‘great deal’ they were offered by the HVIA given all of the other pull-outs.

We have long wondered why Hyundai has struggled to make a mark on the Australian scene because the product line up it now has looks the goods and is much better than its sales numbers would suggest.

Hyundai sales boss Darryl Thornton fronted the stand which included one of its new Pavise medium duty models with a light duty Mighty on the back. He also revealed that the brands very good but little seen heavy duty model, the Xcient would soon have a B Double rating

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after initially being launched without it, apparently an oversight by previous management.

However the really exciting news from Brisbane was the increase in the number of electric trucks and electric drivelines on display. It is still a tiny proportion of the show and the overall market but we believe that in two years time the electric showing in Brisbane is likely to triple, not just double as it did this time around.

As we mentioned Fuso showcased its new eCanter, which is the first and only OEM electric truck on the market so far.

A bit further down the main exhibition hall, SEA - Electric expanded on to a full-size stand with four of its Hino based electrified light and medium duty models, in an impressive display of its locally assembled SKD models.

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Local heavy duty start up Janus had a Kenworth donor truck that it has converted to an electric drive train with ‘quick’ change batteries that it says can be slipped in and out of the front of the truck, through doors that replace the grille, in about four minutes, with the battery pack giving about 450km range with a single trailer 42 tonne gross, it claims.

JAC trucks made its re appearance in Australia after its ill-fated and poorly executed first attempt almost a decade ago. This time JAC is leading with an electric version of its latest light duty truck and it is being imported and distributed by BLK Auto, the company that distributes BLK buses and is headed up by Jason Pecotic, the same person who brought JAC here the last time with his then company WMC. This time

around they are pitching the Chinese made electric light duty truck with a purchase price of around $150,000, and a range claimed at about 200km between charges.

Another Chinese Electric vehicle was the EC11 van that made its debut at Brisbane with both a goods van and a light duty bus that doesn’t look unlike a Mercedes Sprinter imported by Brisbane operation EV Automotive.

Truck component maker Dana showcased its electric driveline offerings which were the same as used in both SEA Electric’s trucks and the Janus machine as well.

Overall the Brisbane Show was much, much better than many expected, even with the no shows and the HVIA should be proud of what it achieved.

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Road Test

IT’S ONE OF THE MOST ANTICIPATED ARRIVALS ON THE AUSTRALIAN TRUCK MARKET IN YEARS, AND WHEN OFFERED THE OPPORTUNITY TO SAMPLE THE NEW MACK ANTHEM AS WELL AS THE UPGRADED SUPERLINER AND TRIDENT ON LOCAL ROADS WE WERE WELL PREPARED TO GIVE UP OUR WEEKEND TO PILOT THE VARIOUS TRUCKS DOWN THE HUME HIGHWAY FROM SYDNEY TO ALBURY.

T

he Anthem is Mack’s ticket back into the main game, true, up to date, line haul prime movers with full stand up cabs, flat floors, along with the latest Volvo Group electronic architecture to maximise the efficiency of the truck.

Sure Mack has had product selling into the market but with the arrival of more modern ‘conventionals’ such as Kenworth’s T610, which has been here close on five years, and Freightliner’s recently launched Cascadia, the Bulldog’s aged product line up didn’t really measure up alongside the opposition.

In its home market in America, Mack has steadily lost share in the line haul market, thanks to that lack of a modern cab. This has seen Paccar, Daimler, and

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even International, win sales away from Mack in America, with the brand moving further into the vocational, refuse and construction markets at the expense of its line haul sales. The Anthem was developed to halt that slide and reverse the trend.

But it is much more than just a line haul prime mover here in Australia, where the cab has been adapted across virtually the entire Mack offering in Australia with the ability to tick either a sleeper or day cab and with the choice of 6x4 or 8x4 rigid chassis and of course the 6x4 prime mover.

The new cab features 1.8 metres of headroom in the cockpit and 2.1 metres of headroom in the sleeper compartment if fitted giving Mack its first full stand up cab with a flat floor.

The first thing that you notice standing

in front of the new Anthem in particular, is the very contemporary take on the Mack grille and the truck’s muscular looking frontal profile.

On the road it became apparent quite quickly that the new Mack’s looks are a bit polarising, you either like it or you don’t, but we have to say, we like it and see it as a strong evolutionary step forward.

For a start, the new profile is much more aerodynamic than the old ‘square’ style Mack grille and overall shape. The better aero performance is further aided by the reduction in gaps and better overall panel fit according to the Mack people.

Climb up into the Anthem or Superliner cabs and you are immediately aware of the flat walk through floor layout and the new wrap around dash. Position yourself

on the ISRI suspension seat and the view ahead is clearly very good, with the new Anthem bonnet in particular, sloping away and revealing excellent forward vision.

However one strange carry over is the split front windscreen, which is interesting given its opponents from Freightliner and Kenworth use one piece screens, which engineers have told us further decreases drag as well as giving better forward vision.

The dash is a wraparound design which is a major upgrade from the previous Mack generation with a bigger 5” Mack Co-Pilot information screen in the middle with a large speedo on one side and tacho on the other, as well as a range of gauges monitoring ‘vital’ signs directly below with fuel, oil pressure and engine temperature along the bottom.

The instrument aren’t full digital, they are what Mack calls ‘digital-analogue’, so they have analogue needles but digital faces. They are all easy to read and the full colour info screen can be scrolled through using the steering wheel buttons to bring up a range of info for the driver.

Speaking of the steering wheel. It is a new design with a flat bottom on the wheel which Mack reckons was included for better comfort, particularly for the ‘girth’ challenged. We like the wheel, it has a nice feel and the buttons on the spokes are well designed and easy to use. On the left spoke there are controls for answering and hanging up Bluetooth telephone calls along with the Adaptive Cruise Control buttons, while on the right the buttons for audio volume, changing

radio stations and audio mode are located.

Either side of the wheel are two stalks with the left hand stalk managing turn signals, high beam and wipers while the right hand stalk controls engine brake and a button for scrolling info on the Copilot screen. There is also a light control module on the far right of the dash.

On the angled wrap around left hand dash panel is an area that can be configured with four optional auxiliary gauges, which in the case of the Anthem include oil, gearbox and exhaust temperatures, and turbo boost pressure.

Directly below the gauges is a bank of 18 rocker switches alongside an air vent on the left side and the controls for the mDrive transmission at the top on the right. Below the mDrive controls is the

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WHILE THE MACK ANTHEM IS THE BASIS FOR THE NEW CAB, IT HAS ALSO BEEN ADAPTED FOR THE TRIDENT AND SUPER-LINER MODELS

radio-audio unit which has Bluetooth and a range of external inputs.

The disappointment with the radio unit is that it is small and with particularly small buttons and controls, one of our real bugbears. The last thing you need when piloting a prime mover and trailers down the road at 100km/h is to be trying to figure out the tiny controls on a small radio audio unit. A better option would have been a larger 2-DIN sized audio unit with a volume knob and a touch screen, which would be easier to read and use.

This could have been fitted in the space below where the CB is located in what is a 2-DIN space and the CB could be moved one place up into the spot below the mDrive control. Just a thought, although we doubt the Mack engineers would bother listening to mere mortals like us.

Finally on the left hand dash are the HVAC and park and trailer brake releases along the bottom of the panel with two

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bottle/cup holders at floor level.

Save for our gripe with the radio, all of it is well located and designed and we quickly found it easy to use and operate in the day we had in the cabs of the new Macks.

Most importantly for the new trucks is the fact that they have been engineered and designed with the Volvo family Tier II electrical architecture. What this has allowed the engineers to do is to better manage the driveline, with the electronics enabling faster and smoother shifts in the mDrive AMT and better mating it to the engine, which is of course a Volvo power plant in reality, despite the Mack name on the rocker cover. It also means better integration with the Bendix Wingman Fusion system which delivers the adaptive cruise control, autonomous emergency braking, roll stability, lane keep assist and blind spot warning functions.

The ongoing disappointment for Mack’ buyers is that for what ever reason the

Bulldog brand continues to miss out on driver or passenger airbags despite the fact that parent company Volvo has long been a safety champion and its trucks feature them. As one wag said during the drive, “the Mack has airbags, just that they’re on the rear axles not in the cabin”!

While the Mack Anthem is the basis for the new cab, it has also been adapted for the Trident and Super-Liner models. The cab, originally seen in the USA in 2017, has been locally adapted for all three models and this is by far the highlight of the new models.

Along with the day cabs the 36 inch integrated sleeper cab is available as an option and is a nice space. We would like to get a crack at an overnight run in the new Mack’s, once the major national road show tour the company is running to introduce the new trucks, is completed.

For the first part of our drive from Sydney to Albury the grey and threatening

skies were a prelude to a torrential downpour that was part of a severe southerly front, sweeping up the Hume.

We found out later that our destination in Albury Wodonga had received 96mm of rain in just a few hours. It wasn’t long before we faced the downpour but the Macks handled the wet conditions with ease and felt secure on the road.

There were a total of five trucks in our convoy with an Anthem 36inch sleeper hauling a single tautliner, a similar model running a day cab hauling a 40 foot container on a skel trailer and a third configured as a day cab eight-wheeler rigid tipper. Alongside the Anthems was a SuperLiner fitted with the 36inch high rise sleeper, hauling a tautliner B Double set and a rigid day cab Trident with a tipper body and towing a dog tipper.

Our first drive was in the SuperLiner B double, grossing just under the 62.5 tonne maximum and it was powered by the MP10

685hp/3150Nm 16 litre, mated to the mDrive HD13-speed which adds a crawler gear to the normal 12 speed transmission.

The pouring rain was a challenge first up, as we tackled the hills of the Southern Highlands, but as we edged past Goulburn the rain dried up and the sun came out.

The SuperLiner was handling he hills with ease, and the thing that was most notable was the smoother shifts and better anticipation from the AMT, thanks in no doubt to the new electronic architecture and its better integration.

The big 16 litre was a willing performer pulling strongly on the undulating hills on the way south, holding gears and lugging into the peak torque band with tremendous efficiency and confidence.

Just as we did later on the next leg from Yass, when we sampled the sleeper cab Anthem, it was obvious the new cab, no matter which model it was configured as, delivered much better sound insulation

and isolation from the bumps and grinds on the Hume. The other aspect that has brought a major improvement are the longer front springs that have aided the ride quality no end. The new Macks handled the chop over the, at times pretty ordinary, older tarmac on Highway 31 with comfort and aplomb. The rear suspension uses Mack’s Air-Ride system, which also aided the smooth and unfussed ride of the SuperLiner.

We could easily have settled in behind the wheel of the SuperLiner, but a quick lunch break at Yass saw us shuffle across to the sleeper cab Anthem with its single trailer grossing 41 tonnes. This one was powered by the 13 litre Euro 5 MP8 engine with 535hp and 2600Nm of torque, and also mated to the mDrive HD 13 speed AMT. The crawler gear in the HD gearbox provides a 17 to 1 extra low ratio for crawling and manoeuvring and gives two reverse crawler gears which many believe

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“ THE ANTHEM WAS EQUALLY COMFORTABLE AND QUIET AS ITS SUPERLINER SIBLING” is a welcome extra for the old Bulldog.

As part of the updated range Mack is also offering the XHD version of the family AMT which delivers two crawlers making it a 14 speed with the two ultra low gears offering a 19 to 1 ratio and a ‘climb a brick wall’ 32 to 1 crawler.

But we thankfully didn’t have to worry about crawler gears during our drive and we will report about that at some point in the future.

The Anthem was equally comfortable and quiet as its SuperLiner sibling, with the low ambient noise in the cab enabling easy chat with our Mack minder sitting alongside in the new cab.

It is particularly easy to get a comfortable driving position behind the wheel of the Anthem and with dash and layout most things fall easily to hand. As previously mentioned, forward and side vision is excellent offering a wide and clear view of the road ahead.

As we ambled down the Hume in the now bright sunshine the MP8 was ticking over at 1400 rpm as we maintained 100km/h using the Bendix adaptive cruise control thanks to the 3.09 to 1 diff under the rear end.

As we ran a daylight only drive such things as external and interior lighting was not tested so we hope to have a better insight on a longer overnight test in a few months.

Casting an eye around the sleeper cab

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there are ample storage lockers, providing 108 litres of stowage space around the bunk for the driver’s gear. The bunk looks pretty comfy with a thick mattress and two small opening fly screen equipped windows on either side of the cab, as well as an oscillating fan for added cooling.

There is LED lighting for reading and getting ready for bed or preparing to hit the road again and there is a control panel on the back wall next to where a sleeping driver’s head would be that gives control for lighting, the audio system and HVAC, as well as providing power outlets and USB ports. Under the sleeper is an optional 36 litre integrated fridge Our first assessment is the cab measures up very well against the opposition from Freightliner and Kenworth and gives Mack a serious contender in the long haul market.

Our time in the sleeper cab Anthem was all too short, swapping into the day cab Anthem prime mover and Skel at Coolac for a different perspective on the Anthem theme.

Our take out from the day cab model was that this is a truck that will be very good for exactly the task it was specced for, hauling containers out of port facilities and around town or to nearby regional centres. The cab is comfortable, if not as spacious and roomy as the sleeper version while still boasting the same good ride and equally good NVH qualities.

The convoy pulled into Tarcutta in the

late afternoon, the swap over area all but deserted hours away from hosting the many rigs that would be rolling in later in the night. It was our turn to climb down from the Anthem day cab and mount up in the Anthem rigid eight wheeler, which proved to be a real rocket ship.

The rigid Anthem again provided a very good ride and low cabin noise levels as we powered the final couple of hundred kilometres to the Volvo Truck Centre in Wodonga The test was over all too soon and we bade farewell to the Mack Roadshow in Wodonga having had an impressive introduction to the new model line-up, spearheaded by the highly anticipated Anthem.

We didn’t get much of a chance to look at fuel economy, or get a long run at how good or bad this could be, but reports are that there have been some pretty impressive numbers returned so far during testing and the early stages of the Mack National Roadshow.

If first impressions are anything to go by the Mack Anthem as well as the new SuperLiner and Trident will be winners for Mack in Australia, and they are a major step up for the old Bulldog.

We will wait and watch with great anticipation to see how they are received and how they handle Australia longer term, while looking forward to some longer and more probing road tests.

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

PACCAR HAS CELEBRATED TWO MAJOR MILESTONES, THE 50TH ANNIVERSARY OF THE FIRST AUSTRALIAN-PRODUCED KENWORTH TRUCK, AND THE PRODUCTION OF THE BUSINESS’S 70,000TH TRUCK AT ITS MELBOURNE PLANT. JOEL HELMES WAS AT THE CELEBRATION FOR T&TA.

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1

971 was an interesting year in Australia. The Liberal-Country Party coalition was in its 22nd year of power, but not for much longer, the Vietnam War was still raging despite massive protests, the economy was booming thanks to massive expansion of mining and a new truck factory opened in what was almost farmland on the eastern edge of Melbourne.

When Paccar opened its doors in Australia in 1971 it was a very different country, and it was a bold move to start building US trucks in a country with a population of just 13 million It wasn’t always the case that Aussie Kenworth owners were driving locallyproduced trucks, the Kenworth story in Australia started with the importation of Kenworth S-models from the U.S.

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back in the very early 1960s.

Later in that decade, knocked-down trucks were being assembled in Australia, but it was becoming clear the brand needed to start producing trucks locally, designed and built to better meet Australia’s unique road conditions and regulations.

After purchasing a parcel of land in Bayswater Victoria and building the facility that would allow for local production to commence, Paccar (in those days still known as Pacific Car and Foundry) got to work on building the first local Kenworth offering - a cab-over K125CR. That milestone vehicle, known affectionately as ‘The Grey Ghost’, now lives at the Kenworth Dealer Hall of Fame in Alice Springs, but was in attendance for the milestone celebrations.

In those early days, a period described

as being all about growing and learning

by Paccar Australia managing director, Andrew Hadjikakou, the Bayswater plant was able to produce just one truck per day, today the plant has grown ten times larger and handles twelve different models from both the Kenworth and DAF ranges.

The plant can now produce up to twentyone trucks per day, some of which are exported to markets such as Papua New Guinea and New Zealand.

Despite the enormous growth and change over five decades, Mr. Hadjikakou said some things have remained exactly the same.

“Kenworth began manufacturing in this country with a philosophy and dedication to manufacture and engineer each truck individually, every one of them is as unique as the customers that buy them.

“ THIS IS A PICTURE OF AUSTRALIA’S MANUFACTURING STRENGTH, AND VERY MUCH AN IMAGE OF AUSTRALIA’S VERY BRIGHT MANUFACTURING FUTURE”

Treasurer Friedenberg, looks amused but Paccar boss Andrew Hadjakakou seems a bit tense

“It is the desire to build the world’s best trucks that still inspires and unites us.”

Mr. Hadjikakou said.

The Paccar boss paid tribute to his team, which now comprises around 1,200 workers, many of whom have been longtime employees.

“Being part of what we create here, what we stand for, gets into your DNA and in many cases is passed on from family generation to generation.”

It’s estimated that the local truck manufacturing operation indirectly employs many thousands more people, primarily through the parts supply chain required to keep the line moving.

A group of dignitaries, including federal treasurer Josh Frydenberg, assistant treasurer Michael Sukkar, assistant minister for Road Safety and

Freight Transport Scott Buchholz, and assistant minister to the deputy prime minister Kevin Hogan, were on hand to help Paccar celebrate.

After a factory tour that included some actual hands-on truck manufacturing experience for the Treasurer, Mr. Frydenberg recognised the enormous contribution the Paccar operation has made to the Aussie economy.

“This is a picture of Australia’s manufacturing strength, and very much an image of Australia’s very bright manufacturing future.

“It has been incredible to meet with the Paccar workers today and hear their own stories and you can sense the pride among you all.”

The major milestone for Paccar and the Kenworth brand comes after the entity

faced, and made their way through, a number of major challenges since that historic first day back in 1971.

Those challenges included the removal of import tariffs, fluctuating fuel costs, economic downturns, global recessions, dimensional changes, emission reductions, and most recently, the COVID-19 pandemic.

Mr. Hadjikakou said he was very optimistic about the future because of the operation’s ingrained culture of innovation and heavy investment in next-generation technologies.

“COVID-19 revealed how important onshore manufacturing is to this country, it stirred up Australia’s deep patriotic sense.

“Hopefully our story will inspire other Australian-based companies to look closer to home for production.”

And there looks to be good reason to be

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optimistic. Paccar is about to complete the latest expansion of the Bayswater factory, there’s also a $15 million investment taking place in local research and development, software integration, and engineering to produce new products.

“These products will benefit our industry, community, and broader economy through cleaner engines, higher levels of safety and comfort, reduced fuel usage, and higher productivity,” “Our factory expansion is set to double our manufacturing capacity and will position the organisation for the next 50 years of manufacturing on this site.”

Mr. Hadjikakou said.

One man who might just know the Kenworth product better than anyone else is veteran salesman Manny Melkonian.

Manny, who just recently retired, was Paccar ’s longest-serving employee and he was honored at the event for the contribution he has made to the Kenworth success story in his career, single-handedly selling 3,000 Kenworth trucks.

While the enormous contribution made to the Kenworth Australia story by leading Kenworth dealer group Brown and Hurley was also recognized at the event.

Servicing the NSW and Queensland markets, the Brown and Hurley Group, which is celebrating its own 75th anniversary this year, has sold more Kenworth trucks in Australia than any other dealer network.

Brown and Hurley have been with Kenworth since day one and to mark their contribution to the brand, Brown and Hurley will have the honor of taking delivery of the milestone 70,000th locally produced Kenworth.

Brown and Hurley’s Jim (JJ) Hurley was on hand at the event and reflected on the long-running professional relationship.

“I was here for the original opening of the plant fifty years ago, we sold our first Kenworth in 1965 and I personally sold my first Kenworth in 1967 when I was 24 years old, so I’ve been doing it for a while.

“We have our 17,000 Kenworth sale coming up in a couple of months, and it’s pretty interesting to note that it took twenty-one years to sell our first 1000 Kenworths, and now we sell around 1000 a year.” Mr. Hurley said.

“Fifty years of manufacturing in Australia, what an achievement,” “I’d like to congratulate all the Kenworth team members past and present who have contributed to this magnificent product, Australian made, World’s best.”

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Kenworth’s Australian number one, The Grey Ghost.

Federal treasurer, Josh Friedenberg, not content with just driving the Australian economy, slipped behind the wheel of a Kenny.

“ FIFTY YEARS OF MANUFACTURING IN AUSTRALIA, WHAT AN ACHIEVEMENT”

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Road Test

REDUCED CAPACITY INCREASED PERFORMANCE

SCANIA IS THE ONLY TRUCK MAKER ON THE PLANET OFFERING A V8 TURBO DIESEL THESE DAYS AND WHILE IT IS THE FLAGSHIP ENGINE IN THE SWEDISH BRAND’S RANGE, ONE WONDERS HOW LONG THE BIG BANGER V8 WILL LAST IN A WORLD THAT SEEMS TO BE ALL ABOUT DOWNSIZING AND ALWAYS IMPROVING EFFICIENCY. THAT IS BROUGHT INTO SHARPER FOCUS WITH SCANIA’S LATEST 13 LITRE 540 HP OFFERING WHICH WE TOOK FOR A TEST RECENTLY.

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T

hinking about the future of Scania’s big banger V8 was something we pondered when we slipped behind the wheel of Scania’s latest R540, which is the most recent upgrade to the Swede’s 13 litre six cylinder, delivering another 40hp and 150Nm over the previous top spec for the 13 litre.

Scania will tell you that the V8 is here to stay because it is a modular design and many of the components are interchangeable, save for perhaps the block, but even that has some commonality.

Don’t get us wrong, we love that Scania V8 and want to see it hang around, but

when this 13 litre can match the torque of the 520hp version of the 16 litre V8 then you know some buyers are going to be considering their options in a bid to save money and fuel.

Of course the other benefit of the 13 litre six is the reduced weight over the front axle, a factor that reduces the mass over the front by 300kg compared with the V8, so if that front axle weight is critical the 13 litre six has a lot of appeal.

We met up with Scania’s driver trainer, Dave Whyte at the company dealership at Prestons in Sydney’s south west, where the R540 with was saddled up and ready to go

with a B-Double set tethered to the prime mover and the rig grossing 58.5 tonnes.

Our test trip would take us south to Goulburn and back on the Hume, taking the run up the steep hills to the Southern Highlands, and then reaping the benefits of the downhill run on the way back.

However, this run is typical for many trucks specced like this, running from logistics warehouses into the Sydney urban areas and back.

Hitting out on to the M7 south toward the Hume, the quiet, no fuss way the 12-speed overdrive Opticruise equipped with an additional two crawler gears is

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clearly ideally matched to the engine and always seems to be in the correct gear, maximising the matching with the Scania’s torque profile. The 13 litre’s peak torque output is available between 1000 and 1300rpm and the 12- speed consistently stays in the peak torque band.

The updated 540 Euro 6 version 13-litre boasts a fixed geometry turbocharger fitted with ball bearings supporting the shaft, while it also utilises its own spin-on oil filter to extend component life. There is also a revised turbo housing which has been designed to enable a more rapid engine response, which Scania says achieves faster spool up by using the improved utilisation of the pulse energy inherent in the engine. It has also been given different inlet and exhaust manifolds,

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while the pistons, rings and cylinder bores have been treated with low friction coatings to reduce drag and to deliver more power and reduce fuel efficiency.

Scania engineers have utilised revised SCR and DPF filters to achieve Euro 6 emission compliance, which is becoming increasingly important for many larger fleets, keen to present better green credentials for corporate clients.

Heading south on the Hume there is a persistent and constant climb up into the Southern Highlands and the torque of the new 13 litre showed its quality, easily tackling the hills, hauling the B-Double set.

The ease the 13-litre showed on the climb to Goulburn belied its smaller capacity and fuel efficient nature, marching up the inclines like a 16 litre while still

delivering really strong fuel numbers. The onboard trip computer indicated that we had achieved just under 2.0km/litre, a figure that would be bettered on the return run.. The toughest climbs including the Aylmerton Hill and the tough run up the Welby Hill a few kilometres later saw the 13-litre pulling strongly, with the gearbox nearly hanging on to 10th and only slotting into 9th just before the summits on both hills. It was a very impressive performance that demonstrated why this engine will become a strong option for fleets looking to maximise efficiency.

The 3.42:1 axle ratio, the truck was running is part of the overall equation delivering the right mix for the transmission to hang on to higher gears and that ensured the perfect recipe for fuel efficiency.

As the climb levels out a little and runs the undulations on the way to Marulan and on to Goulburn, the Scania rarely moves out of 12th, ambling along with the intelligent cruise control system employing eco-roll off the hills to make up some ground, after those earlier, steep fuel burning hills.

One thing that really stands out in the Scania is the low level of noise in the cabin. We now know that noise is a really big factor in fatigue and clearly the Scania engineers have done a great job reducing noise intrusion. This would also be helped by the engine speed down philosophy of the driveline, with all of the factors making for a very pleasant and comfortable work environment. The only truck we have driven lately that is quieter than this Scania is the MirrorCam

equipped Mercedes-Benz Actros.

By the time we reach Goulburn for a quick lunch break, fuel consumption had improved and faced with the largely downhill run back to Scania in Prestons the signs were encouraging that we would achieve an even better efficiency figure.

Scania says the combined formula applied to this truck through its greater engine efficiency, and driveline performance delivers a 2.5 per cent improvement in fuel consumption.

The efficiency gains are not just as a result of the previously mentioned factors, but also because of things like a smart coolant pump and by employing a more efficient power steering pump that is computer controlled, to reduce engagement at low demand levels to further improve fuel efficiency.

Not only is the cab interior quieter it is also very comfortable and well appointed, more like a luxury car than a truck with the R spec cab offering plenty of room and a good size bunk. The option of the G cab is also available with the 540 engine, while the S cab is available as a special order.

Heading back to Sydney the Scania’s excellent braking and retardation package is shown to great effect. The system is integrated into the Adaptive Cruise Control system that allows the truck to determine the most efficient descents, utilising both eco-roll with the engine spinning over at idle and the transmission disengaged, or with the fuel supply switched off and the engine braking controlling the truck’s speed.

We reckon the combination of the Scania’s retarder and engine exhaust

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braking package is close to the best on the market ensuring confidence inspiring retardation on downhill runs.

The system is easy to use allowing you to select your ideal speed with the Cruise Control and then by simply tapping the brake, a complimentary process is triggered between the Retarder, the Opticruise gearbox, as well as the exhaust brake and the conventional disc brake system, all of which operates without any fuss or trouble to ensure a safe descent speed, no matter what the downhill run is like.

The whole system is intertwined and networked so that everything works in sync. This means that if additional braking is required the Opticruise transmission will shift down to help increase the exhaust braking power, while brake blending will ensure that the retarder braking is maximised, which in turn takes some of the heat and wear out of the service brakes.

Scania’s other weapon is its excellent

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Retarder or Intarder as some call them, which works superbly and also very quietly, in fact all of the exhaust/engine, retarder, braking is achieved with minimal noise or fuss inside the cab.

The auxillary braking systems are all manually controlled on the right hand steering column stalk which also handles the controls for the transmission.

It should be no surprise that a Scania like this is packed chock full of the latest driver aids and safety technology, including naturally, the Adaptive Cruise Control (We see it as a safety tech item), Emergency Autonomous Braking, Lane Departure Warning, a drivers SRS airbag and seat belt pretensioners.

Scania has also revised its Hill Hold ‘app’ which now holds the truck still on a hill without rollback until you press the accelerator. On previous models this function operated for just three seconds, so the revision will be a welcome one.

By the time we arrived back at the Scania facility in Prestons the fuel consumption

was sitting at just under 2.1km/litre, which for a 13 litres loaded to 58.5 tonnes can only be considered impressive.

This is a mighty good truck, with strong torque from a fuel efficient and economical 13 litre six cylinder. As we said earlier this is an engine option that is going to have huge appeal for fleets looking to downsize the fuel bill, without costing in terms of on road performance.

It has so much more going for it apart from just fuel efficiency. It s quiet, safe, comfortable and flexible and it is little wonder that the versatile and intelligent Swedish truck maker has been one of the star performers on the Australian market in recent times. Now that some of its supply issues have been solved the New Truck Generation Scania’s have been soaring up the sales charts, and the little Swede has been taking sales away from some of its bigger rivals.

The 540 will win plenty of friends and buyers for Scania and goes to the nub of efficient operation so watch this space.

All-time reliability gets all-day comfort.

Mack’s highway hero just got even better. The redesigned interiors and new stand-up sleeper make our dependable truck more comfortable and driver-friendly than ever before.

So drivers feel refreshed and ready to conquer the road.

Step inside and see new levels of comfort.

MackTrucks.com.au/Trucks/Super-Liner

New Model

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HYUNDAI TRUCKS HAVE HAD A LONG AND FALTERING BEGINNING IN AUSTRALIA AFTER A COUPLE OF FALSE STARTS, BUT WITH AUTOMATICS NOW AVAILABLE ON THE SMART LOOKING LIGHT DUTY MIGHTY, IT MAY JUST BE THE SHIFT IN PERCEPTION THAT THE KOREAN TRUCK BRAND NEEDS. IF IT WAS UP TO PROVIDORES AT THE SYDNEY’S PRODUCE MARKETS THEN IT WOULD ALREADY BE A SUCCESS. WE TAKE A LOOK AT ONE OF THE PROVIDORES WHICH HAVE EMBRACED HYUNDAIS.

G

iven the build quality, reputation, and acceptance of Hyundai cars in this country, including its commercial offering, the iLoad van, Hyundai trucks should today be challenging the likes of Fuso and Hino, but that certainly hasn’t been the case.

Almost a decade since the Korean brand launched its odd-looking light duty Mighty, with the company’s local subsidiary, Hyundai Motor Australia originally handling the distribution, Hyundai trucks have hardly bothered the scorer. Hyundai Australia never really gave trucks a proper go and after a couple of years they gave it away, with Sydney Holden and Hyundai car dealer, Dilip Kumar securing the rights to distribute Hyundai trucks here.

It’s been a long and slow road for the Hyundai name plate, and some may say that the truck side of things is still not going anywhere fast.

However there does seem to be some light at the end of the tunnel, with new blood in the sales force for the Kumar’s Hyundai Commercial Vehicle Australia.

Along with a very good heavy duty model, and a new medium duty offering, the light duty Mighty has also had the benefit of an Allison automatic since mid-way through 2020, and ever so slowly the number of trucks Hyundai is recording on the TIC monthly scoreboard is rising.

Recently we visited Sydney’s Flemington produce markets where it seemed like just about every Hyundai Mighty sold in Australia was gathered.

It seems that Sydney’s providores have found the Hyundai as sweet as a summer peach and the perfect fit for produce delivery from the markets to Sydney’s restaurants, hotels, and kitchens.

One of the early adopters of the Hyundai Mighty at Sydney Markets has been Pro Bros Providores, one of Sydney’s leading suppliers of premium fresh produce.

In fact Pro Bros experience with the Hyundai Mightys has led many of its opponents at the markets to also start purchasing Hyundai Mightys.

For Pro Bros boss, Robert Lo, the availability of full Allison Automatic transmission was a major factor in giving the Hyundais a go.

So successful have the Hyundais proved, that Lo reckons Pro Bros is now switching its entire fleet to the Hyundai light duty models, all equipped with Allison automatics.

“The fact that the Hyundai was the only light-duty truck available with a fully automatic Allison transmission was a key factor in buying the Hyundais ahead of other brands,” said Robert Lo. “The Hyundais have proven to be easy to drive, easy to manoeuvre,

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reliable and our drivers say they particularly like the automatics because there is less stress when they are in traffic every day.”

Pro Bros’ operations manager, Mick Dermitas said that the Hyundai Mighty automatics replaced four manualgearbox Japanese light trucks that were troublesome and more difficult to use on crowded city roads.

“We have a fleet of 40 trucks and our experience with the Allison Automatics in the Hyundais has convinced us to switch the entire fleet across to Hyundai Mighty automatics,” Mick Dermitas said. “We are forecasting an additional 20 trucks to be added this year due to the substantial business growth we are experiencing” Mick added.

“In fact our experience with the Hyundai automatics has resulted in about four or five other providores at the

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Sydney Produce Markets buying Hyundai automatics as well,” he laughed.

The Pro Bros Hyundais cover between 100 and 200 km per day around the Sydney metropolitan area, to distribute produce to high end restaurants, hotels, factories, central kitchens, clubs, hospitals, aged care centres, and even some government institutions. Leaving early in the morning means the trucks are often travelling in the middle of the morning rush hour and according to Mick Dermitas that is where the Allison Automatics come into their own.

“THE DRIVERS TELL ME THE AUTOMATICS MAKE THAT GRIND IN THE STOP-START PEAK HOUR TRAFFIC SO MUCH EASIER TO COPE WITH, WHILE THEY ALSO MAKE IT EASIER IN TIGHT CAR PARKS AND LOADING DOCKS,” HE SAID.“

“Safety is also a key factor for us and the Allison Automatics make it much safer for our drivers because they don’t have to worry about changing gears and can concentrate on steering the truck and staying out of dangerous situations.”

The interesting thing about the Hyundai Mightys, is that while Allison transmissions have taken the medium duty truck sector by storm since UD pioneered them in its medium duty offerings more than a decade ago, the Hyundai is the only light duty truck in Australia to feature the US self-shifters.

The dominant Japanese makers have opted for either Aisin autos or AMTs in their trucks, depending on the brand. So a full Allison auto may prove to be a real positive for Hyundai longer term, potentially winning more customers like Pro Bros and their counterparts at the markets.

Of course unlike the AMTs, the Allisons are proper automatics, with full torque

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converters and a sophisticated array of technology as well as the benefit of many decades of evolution, as well as a reputation for reliability and longevity. In the case of the Mightys, the Allison 1000xFE is the trans that Hyundai opted for.

Allison says its 1000 xFE offers improved launch performance, increased productivity, smoother shifting, easier operation and enhanced driver comfort, compared to competitive manual and automated manual transmissions. Certainly our experience with them in the past has born those claims out. As we previously mentioned the ‘baby’, Allison uses a torque converter, which is the best way for launching from standstill and also for managing torque, particularly in that busy city traffic the ProBros trucks have to negotiate every day.

You get the impression Robert Lo and his drivers are pretty happy that they no longer

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have to deal with clutches, particularly when they wear out and have to be changed on a regular basis. The cost, not to mention the downtime that replacing clutches brings a major headache for operators.

For Robert Lo and the team at Pro Bros all of those advantages are major benefits, and walking around the bustling markets it is easy to see why. At busy times, the traffic in the markets, let alone the busy streets of Sydney, requires careful manoeuvring and demands a driver’s full attention. The Pro Bros operation is located up a ramp and the trucks have to manoeuvre into place to be loaded each day for the delivery runs.

One of the other aspects of the Hyundais that has won Pro Bros over is the efficiency, particularly with fuel economy and in overall operations. Again the autos make a huge difference and in this case the fact

that the autos are equipped with Allison’s proprietary FuelSense 2.0 and DynActive Shifting, both programs that utilise a unique set of software and electronic controls to deliver quantifiable fuel savings of up to six per cent.

Rather than relying on fixed points on a shift table, FuelSense 2.0 uses a learning algorithm to continuously find the ideal balance of fuel economy and performance for the duty-cycle helping the vehicle operate more efficiently.

As the Pro Bros Hyundais head out on another delivery day the drivers are all wearing smiles on their dials and given the step up they are from the old trucks and vans it is little wonder. As we said the Allison automatics may just be the impetus to kick start Hyundai trucks in Australia, heaven knows it has taken an awfully long time so far.

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New Model

HOME AWAY FROM HOME THE CHANCE TO TAKE A BRAND NEW FULLY EQUIPPED MOTOR HOME ON THE ROAD FOR A FIVE DAY TRIP WAS TOO GOOD AN OPPORTUNITY TO PASS UP, EVEN IF IT WAS OSTENSIBLY AS A TEST OF IVECO’S DAILY LIGHT TRUCK.

W

hen people say that we don’t make vehicles in Australia any more, we make a point of setting them straight, because apart from the local truck makers, there is still a very strong manufacturing sector in RV vehicles, and with Covid this sector has absolutely boomed.

One of those vehicle makers is the Sydney based Avida, which has been turning out motor homes, caravans and campers from its Penrith factory for more than half a century.

Sure they don’t make the truck chassis

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the motor home is based on, but in every other way Avida and other RV makers are very sophisticated and capable of manufacturing complex vehicles, that are engineered and ready to handle the road and environmental conditions Australia will throw at it.

The chance to take the latest model Avida Busselton away for a five-day jaunt in the country was a tremendous opportunity, and one we couldn’t pass up.

Now some might question why a truck magazine would be testing a motorhome.

A junket I hear you say, well sure, we’ll

take that, but the test was actually arranged by the truck people at Iveco, who supply Avida a with a lot of the chassis they build motor homes on.

Motorhomes are a good business strand for light truck makers and Iveco has very much focussed on serving the industry as it also does in its native Europe.

The Iveco Daily is a favoured chassis when it comes to motor home conversions, both in Europe and here in Australia and although Avida use a variety of chassis it generally favours the Daily.

Avida’s operations manager, Billy

Falconer, met us at the company’s Emu Plains manufacturing plant when we arrived to pick up the Busselton for our five day sojourn.

As you could imagine a company that has been in business for 56 years, and which has turned out as many RVs as it has, needs to be organised, and that is the impressive part of the Avida manufacturing operation. It is a very vertically integrated operation with everything from start to finish managed in house and many of the parts and components made in house using the latest computer aided design and manufacturing machines.

Avida motorhomes are built from the inside out, with all of the internal features built onto the platform before the one-piece sandwich-panel walls and roof are fitted.

This allows all of the internals including cupboards, beds, seats, appliances and the bathroom facilities to be easily fitted on and properly mated before the vehicle is closed in and finished off.

The Busselton interior is very practical and one that exudes a strong ethos of build quality with excellent fit and finish, which is born out by a tour of the production line.

Avida is clearly doing something right, with a long waiting list for delivery, in fact if you ordered one today you would most probably have to wait until early 2022 before hitting the road. You don’t have that sort of demand if you are building crook motorhomes.

The motorhome on test was the latest model in the Avida range, the Busselton.

This is an all singing and dancing selfcontained motorhome featuring a full kitchen, with both a two-burner gas stove top, a one plate induction cooktop and a microwave (when plugged into 240Volt), a sink, a fold down bench extension, and a proper two door tri-power fridge/freezer.

The dining area has a four-seater dinette with comfy upholstered banquettes and is but a two-step journey from the kitchen.

The two double beds, one downstairs adjacent to the dining area, and the other up the ladder in the peak above the driving cabin. Both are extremely comfortable and easy to access.

The full bathroom is at the rear of the vehicle, and is accessed via a sliding door and features a toilet as well as a separate full-size shower and a vanity unit and basin. Again easy to access and to use.

Other important creature comforts and features include air-conditioning via the roof mounted unit, LED interior lighting,

an electric roof hatch, a radio/audio unit, a compact quality LED smart TV with a built in DVD, soft close drawers as well as convenient and copious storage cupboards and stowage throughout.

For those on the road for extended periods the Busselton boasts both 100 litres of fresh-water storage and 100 litres of capacity in the grey-water tanks. For us, with just my wife and me on board, that capacity was plenty for us for our five-day jaunt, although we did empty both the grey water tank and the toilet cassette as well as refilling the drinking water when we had the chance in Hill End, but we really didn’t need to bother, there was still plenty of capacity all around.

The really important addition to the Busselton is the slide out extension to the living/sleeping area that provides an additional 58cm of width when extended, which happens via an electrically powered mechanism, operated via a push button control when the vehicle is parked. That doesn’t sound like a lot but it makes a huge difference when it is extended out There are two other Busselton variants that can be ordered without the slide out, for those on a budget, but from our perspective the convenience and added living space made a huge difference and made the unit so much more comfortable to live in.

When it was time to hit the road we set off west from Sydney over the Blue Mountains to the near Central West, concentrating our focus on the area around Oberon, Black Springs, Bathurst and the historic gold mining village of Hill End. With a gross vehicle mass of 4.5 tonnes the Iveco Daily rear drive Avida Busselton can be driven on a car licence, however you can upgrade the GVM to give it a higher load capacity, but it then requires a light rigid licence and all of the rigmarole that goes with that.

We are big fans of the Iveco Daily in all its guises. It is one of the standouts in the van/light truck market in terms of performance and dynamics and it makes the perfect base for a motorhome like the Busselton.

The heart of the Daily is its three-litre four-cylinder turbo diesel, which pumps out peak power of 125kw between 2900 and 3500rpm and 430Nm of peak torque between 1500 and 2600rpm. Most importantly the engine is mated to one of the finest automatics on the market, ZF’s eight speed auto, which is used across an enormous range of automotive platforms

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“ ONE OF THE GOOD PARTS OF A MOTORHOME IS THE ABILITY TO ADAPT TO LIFE ON THE ROAD” and by a plethora of manufacturers.

It works particularly well behind the torquey Iveco donk.

Once we had loaded our clothes, a few groceries and supplies and some additional accoutrements for staying in some off the grid places, we slid into the cab of the Iveco and hit the tarmac, heading west over Bells Line of Road with our pooch perched on his dog bed just behind us.

The Busselton is a reasonable size unit on the road being 7.5 metre long and 2.32 metres wide with a height of 3.125 metres and as long as you adjust your thinking to the fact that you are actually driving a truck that is equipped as a mobile home then you quickly adapt to what is a pretty easy vehicle to drive.

Slip the auto into D and you are away, with the option of manual gear shift at the touch of the lever, either up or down the box. This is where the ZF comes into its own selecting the right gear for the engine’s power and torque characteristics, without fuss or bother.

The engine pulled superbly up the steep Kurrajong Hill and we motored across Bells after a quick lunch stop at the superb Grumpy Baker in Bilpin, for one of the

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best pies this side of the Birdsville Bakery.

The Busselton is not a sports car, but you can get along at a reasonable cruise speed meaning travel times are a little bit more than you would budget for a car, but not that much more.

We arrived in Oberon mid-afternoon, grabbed a coffee and some fresh country steaks for the barbie, before heading to our secluded campsite by a little creek on the edge of a state forest.

Arriving and setting up for the first time needed a bit of re-reading of the instructions, to ensure we didn’t stuff up, after having been briefed by the Avida people before our departure.

In the end it was fairly easy, chocking the wheels on one side to give a level playing field, rolling out the integrated awning and then sliding out the extension.

Soon we had our portable fire pit set up and the flames were crackling while a cold libation was being consumed with some cheese and olives, a peaceful rural vista spread out before us.

Unlike camping, where every item has to be fished out of a nook or container in the vehicle, tents or trailers have to be set up, and there is often a lot of fuss and bother, the beauty of a motorhome is that

you have a kitchen just a few steps away inside. Everything is stowed in easy to access places and when the sun goes down lighting is a simple throw of the switch.

The Busselton has a lot of nice interior design features including a slide-out pantry, those soft-close drawers, a number of USB charging points and dimmable lighting. The trim finishes on the seats and beds are hard wearing and easy to keep clean, as are the nicely finished bench tops and cupboard doors that are easy to wipe and have a nice feel.

The nerve centre of the Avida is a control panel just inside the door that monitors all of the onboard systems, including battery levels, the electric system and monitoring the LPG, the water supply, the fridge and lighting.

Entering and exiting the living area is made easy with an electric operated stow away step, which like everything else is simple and easy to operate.

Our time in the Bussselton wasn’t during hot conditions, so we didn’t have to fire up the air con. However the many louvred windows and cross ventilation opportunities meant that you could get a good airflow through the Busselton to stay cool on a hot day, especially with the

roll out awning on the left-hand side.

We reckon you wouldn’t have to fire up the air con unless it was really hot.

The main door has an integrated mesh screen, that also allows the breeze to flow if the main door is pivoted open with the screen door locked in place, which will stop the bugs getting in. A trap in the bush however, is to forget the mesh door while dining outside in the evening and overlook that the lights inside will attract bugs, a factor that caused a bit of a headache on night one. Not a design fault with the Busselton more operator brain fade in this case.

By the time we had enjoyed our steaks, salad and a couple of glasses of fine local red, we turned in for an extremely comfy and quiet night’s sleep, 20km from Oberon and a 1000 miles from care.

A leisurely brekky before a nice hot shower, an easy pack up and we were back on the road heading for the magnificent Mayfield Gardens for a ramble around.

Even if you aren’t into gardens this is well worth the visit, a magnificent landscape amazing gardens along with a great café and restaurant When it was time to head for our next overnight stop at Hill End, we trundled

off at a leisurely pace, taking in what was a superb early autumn afternoon in the Central West.

The Iveco’s hill climbing ability again proved itself as it rumbled along with a reasonable ride. But with the stereo filling the cab with our Spotify playlist, the sun shining and the dog sitting comfortably, we tackled the twists and turns of the Hill End road.

The Busselton allows for the driver and three passengers, with the comfy front driver and passenger seats in the cab, which are equipped with arm-rests and can be swivelled around to face the living area. Along with those there are another two seats in the back, which can be seatbelt equipped as an option for safer travel.

The Daily handles very well for a light truck, largely because of the engine forward bonneted design, which puts the cab back a little behind the axle line.

The fact that it has independent front suspension with leaf springs, anti-roll bar and reasonable damping helps its ride and handling capabilities. You can bet if you based a motorhome like this on a Japanese cab over light truck the ride would not be all that good.

The Iveco is also fitted with a suite of built-in safety features include ABS, driver and passenger airbags and electronic stability control which means it is a lot harder to wind up in strife on the road.

The Hill End road and many roads around the Central West were in pretty ordinary, pot holed condition after the late summer rains and storms but the ride wasn’t too bad, as long as you watched the speed and treated them with respect. We even tackled a little bit of well-manicured gravel with ease.

Manoeuvrability of a behemoth like this can be daunting for some, but as previously said once you get your brain tuned in, so long as you take it slowly and easily you will be just fine. You just need to allow a bit more room than you would normally budget on. The built-in reversing camera also makes backing into campsites or parking spots a breeze.

One of the good parts of a motorhome is the ability to adapt to life on the road.

While we spent night one in a remote bush camp, our second night would be on a booked powered site in the Hill End camping area, with a bunch of other vanners and campers. Here we could plug into 240volts, top the tanks and use

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the National Parks supplied fire pit for another blaze to sit around in the evening.

When you have the luxury of a home on wheels, with the facilities at hand, you can easily wash up and put the clean jeans and t shirt on, and head to the Hill End pub for a counter meal if so desired, which is what we elected to do.

Hill End is a living breathing museum that has preserved a lot of the buildings from those bustling, rollicking gold rush days of the 1850s, but today it is a sleepy and easy-going village with a great old pub with terrific pub grub, just across the road from the general store and café.

While the pub has a nice ambience the people staffing the general store really need to consider selling up and moving on, because they’re clearly pretty tired with the task of serving customers, either that or they need a bit of an attitude adjustment.

It was a good place to park up for the night because the pub and general store were walking distance from our mobile palace. However one of the drawbacks of a big motorhome is that if you do realise you have forgotten a vital ingredient or need to buy something and you are a few kilometres from the nearest store, it is a pain to pack up and drive there and back.

Once you are anchored down for the night

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that tends to be it, unless you want to retract the slide out, pack up all the tables and outdoor chairs and anything else you have set up. That is probably why you see so many motorhomes towing little Suzuki 4WDs on A-frames these days.

Speaking of towing, the Busselton can tow up to just over 3.5 tonnes while staying inside its Gross Combination Mass or GCM of 8 tonnes, given that GVM of 4.495 tonnes.

In terms of fuel consumption the Avida was pretty impressive. Despite some heavy hill work, we recorded an average fuel consumption of 14.5litres/100km during our 500km trip. That isn’t too bad for a light truck particularly if you compare it with some dual cab utes, which return fuel figures that aren’t too far away from that when fully laden.

We said farewell to Hill End the next day and drove a relatively short distance to a lovely free camp on the banks of the beautiful Turon. After negotiating a short dirt track we found a superb spot under an old wooden bridge, which after the sun went down was silent for the evening.

The fact that the Avida is largely selfcontained meant we could stay for a couple of days without being plugged into the grid.

It was a glorious and very relaxing place

with the river burbling past our front door and no reason to move, the embodiment of what motorhome travel is about.

All too soon, our time with the Busselton was over and we had to head back to home base and take our mobile-home back to its real owners. Parting was such sweet sorrow!

However if you are in the mood for owning one of these it does come at a hefty purchase cost, with the Busselton as tested wearing a price tag of just a shade over $191,000, which is the driveaway cost and includes the optional rear passenger seatbelts.

Part of the package is a three-year factory-warranty, as is the case with all Avida products, along with a five-year structural guarantee as well as two-year emergency roadside assistance back up.

Would we buy one? Well we loved our time with it and if we had a different mindset, we probably would. However our philosophical view is that we would be reticent to invest so heavily in such a vehicle, despite its many qualities. But that is our own personal view, you may want to own a Busselton and roam at your will, and that is fine too. If you do we would highly recommend this Avida or any other model from its range.

.

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Zero Emission

ELECTRIC TRUCKS ARE THE TOPIC ON EVERYONE’S LIPS THESE DAYS WITH ENVIRONMENTAL CONCERNS, A GROWING FOCUS BY MAJOR COMPANIES FOR LOWER CARBON EMISSIONS AND THE COMING WAVE OF ZERO EMISSION VEHICLES PUTTING THE SUBJECT FRONT AND CENTRE. WHEN WE WERE OFFERED THE CHANCE TO DRIVE ONE OF SEA ELECTRIC’S BATTERY ELECTRIC POWERED LIGHT TRUCKS WE NATURALLY JUMPED AT THE OPPORTUNITY AND CAME AWAY IMPRESSED BY THE PERFORMANCE AND OVERALL PACKAGE. 050 www.truckandbus.net.au

B

uried deep in the seemingly endless wave of industrial units and factories gathered around the industrial hub of Dandenong in Melbourne’s far eastern suburbs, is a non-descript low rise building that houses SEA Electric.

In a world that is rapidly trying to adjust to the reality of the need to de-carbonise, there is little hint from the outside that this is a building of increasing significance for Australia and its fledgling electric truck business.

SEA Electric’s Australian HQ is an unprepossessing operation, it could be a food warehouse or a printing plant from the outside and when you push open the door into the compact main office area, the herd of people feverishly working around the central communal work desk have an urgency and purpose that singles this out as an enterprise that is clearly in a hurry.

We had arrived at SEA Electric to have a chat with the Vice President of the company’s Asia Pacific operation, Glen Walker and to have a drive of one of its light duty electric trucks that it is assembling, just through the white door at the back of the office area.

It might look like a non-descript food warehouse from the outside but something big is cooking inside that factory floor out the back.

Around the same time as we had dropped into SEA, it was announced that it would be selling its electric trucks, based on Hino cabs and chassis, through 15 select Hino dealers in Australia, after a long and drawn-out negotiation process, that involved tying down the supply of semi knock down kits from Hino.

The SEA Electric trucks use key Hino components including the cab, chassis rails, wheels, axles and suspension, to which it then fits its own battery packs, electric motor, wiring and control units. The SKD kits come in from Hino’s factory in Japan with the various components for two trucks in a 40ft container, landing at the SEA factory ready to be bolted together and fitted with the electric drive train.

Although based on the current Hino 300 and 500 series models and sold through 15 Hino selected dealers around the country, the SEA Electric trucks don’t feature the same extensive safety suite that Hino’s diesel truck models now come equipped with.

SEA Electric was established in 2013 by its now executive chairman, Tony Fairweather. The company unveiled an AVIA based Smith Electric Truck at the

Brisbane Truck Show that year and placed a Smith Electric Truck on trial with major transport company, Toll. Since then the company says it has engineered its own systems. Tony Fairweather was previously involved with local bus and coach importing business Patico Automotive, the one time Australian distributor of Optare buses.

In what turned out to be a tumultuous year in 2018, Isuzu Australia took the industry by surprise, announcing it had linked with SEA Electric to develop its own electric truck locally, in answer to what it said was ‘strong demand from Australian fleet customers’. That relationship seems to have gone quiet, with SEA Electric’s Asia Pacific vice president, Glen Walker, telling T&TA, that the company doesn’t want to ‘close a door’.

“Gone quiet is a the best way of describing it,” Walker told us.

We don’t want to close a door and we don’t want to say goodbye, but the market we operate in is dynamic and is fast changing and what seemed like a good idea by some people a couple of years ago, might not currently be seen as a good idea today,” he added.

“Our product is deliberately positioned and designed to be non-brand specific so its an installation that has a broad range of opportunities,” he added Since then it has established operations in the USA where Hino America recently announced it had inked a deal with SEA Electric to develop and supply electric drivetrains for various trucks as part of Hino America’s Project Z zero emission program. In recent weeks SEA also announced it had raised around $AUD54 in a private equity placement in America.

A planned factory in Victoria’s Gippsland, has not happened yet, but we are told the project is still in train in some way.

Now headquartered in America and with strong equity funding, SEA Electric appears to be headed for operations on a bigger stage.

The company will initially offer two models in its SEA Electric-badged range, the SEA 300 and SEA 500, based on the Hino 300 Series and Hino 500 Series models respectively, both of which are now on sale, with 46 pre-orders on its books from some of Australia’s biggest companies and councils it says.

“We’re now a truck brand, we’ve got our own compliance plates, we’ve got our own certification, we’ve got our own ADR

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approvals, we had a truck at a proving ground doing testing a few weeks ago and we have gone from being a re-powerer of diesels to effectively providing our own power,” said Glen Walker.

“SEA Electric is privileged to be able to bring this Australian first to the marketplace,” said Walker.

“These trucks truly meet a need in the marketplace, and prior to this launch, we have received pre-orders for 46 vehicles,” he said.

“It represents an exciting phase in global EV development, and this places SEA Electric at the forefront,” he added.

The trucks are propelled by what it calls its SEA-Drive Power-System, which is available in ‘various performance and range packages to suit applications from 4.5 tonne car licence vehicles through to 22.5 tonne 3 axle trucks’.

Prior to the deal with Hino, SEA Electric’s

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trucks were only available as retrofit powertrains for existing diesel vehicles, but now the new models are being assembled locally from the SKD kits, with its fully integrated SEA-Drive Power-System fitted from the start.

The company claims that its ‘real world testing of in-service vehicles that travel up to 1000 kilometres per week has revealed daily recharging costs of less than $14 per day using standard off-peak electricity prices of 15c per kWh’.

“Future proofed with an upgradable plug and play architecture, the SEA-Drive Power-System can be charged using the “world’s biggest” charging network, which the everyday is 415V 3-phase power available in most industrial factory units, plugged in via the truck’s standard on-board charging equipment, with optional DC fast charging also available,”

the company claims.

It says the fast charging option enables a charging rate four times faster than standard, and offers range extending topups during lunch hour or vehicle loading.

SEA claims that from an operational perspective, lower maintenance and running costs are possible, with diesel consumption eliminated and fewer moving parts minimising service costs.

Electric drive trains features a host of key features, including smooth application of torque, whisper quiet operation, and importantly, a reduction in the truck’s carbon footprint, with zero emissions of carbon dioxide, nitrous oxide and methane.

Other highlights of the trucks are improved workplace health and safety conditions for operators, with the powertrain producing no noise or fumes while reducing vibrations, combining to

“IT REPRESENTS AN EXCITING PHASE IN GLOBAL EV DEVELOPMENT, AND THIS PLACES SEA ELECTRIC AT THE FOREFRONT”

limit driver fatigue.

Electric drive technology performs exceptionally well in congested urban environments, where pollution reduction is needed most, and provides competitive whole of life operating costs when compared to traditional diesel vehicles”.

Electric trucks are extremely quiet, perform well, while also providing a powerful yet smooth ride.

They also have a flexible architecture which will future-proof their ownership.

There are a range of advantages provided by tour system, including reduced service costs, with a routine four-hour inspection required every six months, and minimal wear on service brakes due to the use of regenerative braking”.

In Australia, carbon dioxide emissions from transport are now the second highest behind electricity generation, and are

forecast to continue rising.

Mass uptake of electric trucks in urban Australia has the potential to save millions of tonnes of CO2 each year, and provide up to 40,000 MWh of mobile battery storage, which is a potential future revenue stream.

The SEA Electric tie up with Hino dealers across the country, means they ‘can also provide service and parts support, including any work carried out under the standard three-year warranty.

Roadside Assistance will be available via industry insurance provider NTI’s Truck Assist operation for the life of the warranty period.

SEA Electric claims its trucks will cost ‘under $14 per day to charge from the grid’, and less it says if ‘depot solar’ is used.

So what is it like to drive?

Well the truck we were shown to was

an SEA 300 -85, which was a customer’s truck that had been doing service with Whitehorse City Council in Melbourne’s East since July last year and had about 10000km on the clock.

The truck was fitted with an elevated work platform crane unit so the truck weighed around 5750kg gross with the 85 in the model number signifying an 8.5 tonne GVM . The test truck was the long wheel base model and was optioned with the 138kWh extended range battery and also had the 1500Nm motor which is also an extra, while the trip infotainment screen was the other significant option.

Climbing aboard there is no obvious difference between the electric truck and a traditional diesel powered version.

The dash and controls look similar until you look a little closer and realise the instruments are a little different and

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obviously there is no tachometer, instead there is a gauge that shows the amount of regenerative braking energy being supplied back into the battery.

Just like an internal combustion engine truck, you slip the key in and turn it but there is no clatter of starter motor or a diesel engine coughing into life, simply the soft whir of some fans and other components and lights appearing on the dash. Its then a matter of pushing the D button on the console to the left of the driver’s leg , disengaging the park brake and a squeeze on the accelerator pedal and the truck eases away with almost total quiet.

Turning out of SEA Electric’s front driveway into a quiet back street in Dandenong’s industrial area, the truck accelerated with surprising urge and with very little fuss. The really fascinating thing is that because there is no engine noise or transmission hum every other squeak, rattle and clunk is amplified. These are sounds you never hear when driving a traditional diesel because the sounds from the motor and driveline mask them.

It scoots down the road without fuss or bother and the quiet running is a real blessing that would equate to a whole

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lot less fatigue for operators after a day at the wheel.

More importantly the three-stage retardation that comes from the electric motor not only slows the truck very effectively, significantly reducing brake wear, but also delivers battery regeneration, putting power back into the power supply to extend the range. This is why a battery electric model is so good for round town and urban work, and not so good for jobs that require a lot of cruising on the highway.

There are lots of upsides with the SEA Electric truck, but from what we can gather price is not one of them. The SEA Electric 300 we drove as a bare chassis has a price tag of around $200,000 to $220,000 depending on the options, so at this point in time it is difficult to make a purely commercial decision to buy one. For government and semi-government entities, like Whitehorse Council or corporations that need to satisfy shareholder and institutional investors demands for more ‘green’ vehicle operation, then the price is just a cost of meeting those environmental citizenship requirements and it will be paid.

The SEA Electric people would counter that argument by putting forward the cost

of operation as being lower and would offer a payback over a reasonable time. That is based on that 15 cent per kilowatt hour electricity price we mentioned earlier. That is a price that may not be available to every operator so the costs could vary quite a bit.

Of course if an operator has an extensive solar array that will tilt the cost equation further in favour of the electric truck.

One downside is that the SEA Electric trucks do not feature the same safety tech that the Hino diesel trucks they are based on do, such as autonomous emergency braking, lane keep assist and other features that are standard on the conventional Hinos, which may create some issues for companies pursuing higher OH&S standards while also chasing better environmental standards Over time, the costs will come down, as the price of batteries reduce and potentially governments offer incentives or subsidies ( although we would not be holding our breath for the Australian government to offer these ). However, if you are keen to operate a cleaner, more environmentally friendly light or medium truck and you are prepared to pay the premium then the SEA Electric offerings could be just what you are looking for.

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NOW AVAILABLE THROUGH SEA ELECTRIC’S DEALER NETWORK Sci-Fleet SEA Electric – Coopers Plains, Qld

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LCV

THE PERFECT ‘KOMBI’ NATION VOLKSWAGEN VIRTUALLY INVENTED THE VAN SECTOR, AT THE VERY LEAST THEY MADE IT SUCCESSFUL AND CREATED A WHOLE CULTURE AROUND THE KOMBI, STARTING WITH THE T1 BACK IN THE EARLY 1950S. WHILE OTHER VEHICLE MAKERS HAVE TRIED TO EMULATE THE CONCEPT NONE HAVE BEEN AS SUCCESSFUL AS VOLKSWAGEN HAS. NOW 70 ODD YEARS ON THE LATEST ‘KOMBI’ OR TRANSPORTER RANGE HAS HIT. WE TOOK THREE OF THE RANGE FOR ROAD TESTS IN A COMPREHENSIVE REVIEW OF THE NEW ‘KOMBIS’.

V

olkswagen is the absolute master at building vans.

The German auto giant revolutionised the design of goods and people carrying vans and six generations on, the VW badge still rules supreme in this genre of automobiles.

Volkswagen significantly upgraded the Transporter T6, which it’s dubbed the ‘6.1’ generation, with an array of updated equipment and new variants, including the return of a factory built camper model.

It is the most significant upgrade for the Transporter range since the launch of the T5 back in the early 2000s with features such as performance and steering advances, an entirely new dash and a plethora of safety upgrades.

The new range has a total of 49 different variants, available in a choice of short or long wheelbase variants, high or low roof, dual cab or single cab light trucks. There is a choice of three 2.0 litre turbo diesel engine options, ranging from 81kW to 146 kW depending on model, and either a five or six-speed manual and VW’s own seven-speed DSG auto, again depending on model and engine choice. Drive is

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either by standard front drive or 4Motion all-wheel drive on various models.

The Transporter ‘6.1’ receives an array of added standard safety and convenience technology as standard, including Front Assist with City Emergency Brake (CEB), Crosswind Assist, Side Assist including blind spot monitoring and Rear Traffic Alert, Multi-collision brake and, in some models, a fantastic new digital cockpit akin to what the aviation industry calls a ‘glass cockpit’.

The new range also gets an interface with both Apple Carplay and Android Auto which adds a higher degree of convenience and puts it on a par with other new passenger and commercials.

In the past few weeks, we have had the chance to slip behind the wheel of a number of the new Transport models including the latest cab chassis trayback ‘ute’, the ritzy Multivan Cruise and the Plane Jain Transporter van.

First up we slipped into the cab chassis dual cab tray back which was a revelation.

Sure, it was a workhorse and is equipped with an alloy trayback but its performance on wet and slippery roads during Sydney’s

recent ‘Big Wet’ was astounding. This was helped by the fact that it came equipped with the VW 4 Motion on demand 4-wheel drive system, which is also capable of being locked into 4WD if you happen to need to go seriously off road.

The dual cab was utilitarian inside with hard wearing vinyl flooring but the new dash and overall strong equipment levels made it very easy to love, even at a price of $60,490 plus on roads, the 4 Motion dual cab with the factory tray and seven speed DSG is well priced and even more versatile than the one tonne Japanese utes we all seem to love. You can lop $3000 off without the 4 Motion, but why would you.

There is also a single cab tray back version which is $2000 cheaper than its dual cab counterparts.

During our time with the dual cab, we had the need to head south from Sydney to Mittagong to pick up a bulky item.

Unfortunately, we found ourselves in a bumper-to-bumper traffic jam after an earlier crash on the Hume Freeway. These can obviously be a chore, but even with the base level audio system and sitting up high in the Transporter cab, it was easy to

cope with the long delay. Once at our pickup point, we easily loaded and tied down the awkward cargo on the timber lined floor of the aluminium drop side tray. The practicality of the drop side tray load area was clearly apparent and made life easy and we were soon back on the freeway and making up time after the traffic jam.

The performance on the freeway was exceptional. It easily and comfortably sat on the 110km/h limit on cruise control, with low noise levels and with absolute comfort and quiet. The seats provided plenty of support and adjustment We also ventured up some local dirt roads to try out the off-road capability and despite some wet and slippery conditions this proved even more impressive. With good ground clearance and very good weight balance, the T6.1 tray back ambled over the rough going with enormous confidence. It was clear to us that the 4Motion Transporter tray back dual cab could be a handy machine when heading off road on a longer trip.

At the end of the first week, we were sorry to have to give up the dual cab tray back Transporter, even though we were

swapping into a very swish luxury people mover Transporter, the Multivan Cruise.

The Cruise is a swish piece of kit with strong levels of luxury and comfort and excellent on road dynamics.

The Multivan TDI340 Cruise Edition SWB to give it its full title, is powered by the two-litre four-cylinder turbo diesel with 340Nm of torque, which I why it’s called a TDi 340. It boasts 110kW of power and is mated to a seven-speed twin clutch automatic and drives through he front wheels.

It rides on very attractive 18-inch alloy wheels and our test car featured a striking two-tone silver over burgundy paint scheme that gave it a real visual presence on the street and in the car park.

Inside the Multivan Cruise is a haven of quiet, unfussed people moving comfort.

The VW designers have done a great job with the new dash which includes a digital display in front of the driver, an audio system with a big easy to read and use touch screen that interfaces with Apple Car and Android Auto and a built-in reversing camera, while it is linked to a six-speaker output for great sound on the move.

It also comes with multi-zone climate control air conditioning, electric sliding side doors, a powered tailgate, and sat nav which is also run through the big AV touchscreen display.

We loved the auto LED headlights, which lit the road ahead with a strong, even white light that seems to illuminate every corner of even the darkest roads.

There are other features including park assist which includes automated steering for those that would prefer the car to handle the tight parking jobs, while there are also auto wipers, power front windows and a bunch of other items we will touch on later.

Seating wise the Multivan is a true seven-seater and handles that task with ease, thanks to three rows of comfortable seats. The two buckets up front for the driver and front passenger, come with fold down armrests and good support, while the middle row boasts two bucket seats that can be slid fore and aft on VW’s very good in floor rail system. The middle row can also be swivelled 180 deg, so the middle row passengers can sit facing those sitting on the rear bench seat.

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That rear row can slide froward to give more luggage capacity, or removed altogether for even more versatility, and they can be folded flat to provide an impromptu bed.

The Cruise Edition comes with 18-inch alloys.

The interior really reflects quality and comfort and one would expect that with the price VW asks for this luxury people mover, although it is not the top-of-the-line model, which attains another level again.

Few commercial vans scrub up this well.

Access to the passenger area on the Multivan is via two electrically operated sliding doors on both sides of the van, making for very easy access for all of the rear passengers. These can be opened and closed via buttons on the remote key, which is a great convenience feature.

There is a plethora of storage spaces throughout the Multivan as well as other convenience items throughout the passenger area including plenty of cup holders and USB-C ports for keeping things charged on the go.

Another nice touch that would be appreciated by families with young kids or

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even paying passengers if this was being used as a shuttle or luxury limo, are the pull up blinds that give both more privacy and a bit more shade on hot sunny days.

Room is something that there is no shortage of in the Multivan and in fact if you slide both of the two rear rows of seats out it gives you a huge amount of cargo space, roughly about 2.5 metres long by about 1.6 metre wide, which is also 1.3 metres high. You can also remove second row seats, slide the rear row forward, giving five seats and enough luggage space for that mob to holiday on for four or five weeks.

If you hoof the seats out, the cargo area is 2.532 metres by 1.627m.

The Mutivan has a payload of around 814 kg, given it tips the scales at 2266kg kerb weight and lists a 3080kg GVM. With a family of five on board with a weight of say 400kg between them, that still gives more than 400kg of luggage capacity.

Towing weight is not bad with a maximum of 2500kg with a braked trailer and 750kg unbraked.

But what is it like to drive? Well like the previously mentioned dual cab tray back, this is a genuinely fun machine to drive

despite its large dimensions and the fact that it is based on a goods carrying van.

The Mutivan may be front drive and lack the traction of the 4 Motion, but it is incredibly well mannered and fun to heft into corners and power through. The front drive does have its limitations and you can chirp the wheels under hard acceleration so it has its limits, but let’s get some reality back, this is not a hot hatch GTi, it’s a seven-seater van and when you frame it around that there are few better in terms of performance and ride quality.

None of this comes cheap and at $73,990 list plus on roads the Multivan Cruise is at the upper end of the seven-seater van market. However, Volkswagen invented this sector and is still the class leader on just about every criterion you can think of.

It’s great to drive, fun, safe efficient with fuel economy of around 8lt/100km which is exceptional. About the only thing we would order is the 4Motion all-wheel drive system to give the added versatility and traction, but that is a personal preference.

Our final Transporter test was the plain jane Transporter van with a six-speed manual, the TDI340, which is priced from

$41,990 plus on roads. There is also a five-speed manual version in the SWB van with the 250Nm TDI250 motor which is the actual entry level model to the range at $38,990, still more expensive than many of its Japanese and Asian counterparts but the VW is head and shoulders above all of those competitors.

Anyway, our week in a manual Transporter in Sydney’s traffic was no chore even with a gearstick we had to shift ourselves. The manual transmission shifts easily with a light clutch that offered plenty of feel and is not fatiguing even in a traffic jam. Clearly an auto, particularly Volksy’s terrific seven-speed DSG would be the preference, but it is an extra $3000 and for some it offers advantage, but if budget and environment favours the manual it is still a strong choice.

The stick shift is mounted on a little podium at the bottom edge of the dash, is short and quick and doesn’t get in the way of movement around the cab leaving the floor free for the driver to walk straight through between the seats into the rear load area.

The load area has a painted steel floor,

which if we owned it would get some hardwearing rubber mats to protect from scratching and eventual corrosion as well as reducing slide around issues and a reduction in noise. The sides of the load area gets painted plyboard panelling on the bottom half, which is reasonable but like all vans the drumming and echoing that comes from an also feature built in tie down points and a standard left hand sliding door and rear lift up door. A right-hand sliding door is optional as is rear barn or wing doors.

The van gets plain black hardwearing vinyl finish bumpers which work van buyers prefer because they don’t show up scratches and bumps like painted ones do.

The vans offer a payload ranging from 951kg in the entry level TDI250 manual up to 1220kg for the TDI340 SWB six speed manual as we tested, but generally they are around the one-tonne mark across the van range depending on spec, give or take a few kilograms here or there.

With the cab chassis trayback variants, the payload ranges from 853kg for the single cab TDI450 up to 1056kg for the dual cab TDI450, and again with small variations around those weights depending on exact

spec. All models have a towing capacity of 2.5tonnes for braked trailers and 750kg for unbraked trailers.

We enjoyed our week in the working van version of the Transporter 6.1 and the manual shift gave it a sporty feel and a fun experience behind the wheel.

Overall, the Transporter 6.1 range really plugs just about every niche in the light van market and we would happily have one on our fleet.

We didn’t get the chance to sample the new California Beach ‘adventure van’, the modern day take on the Kombi camper, but we look forward to sampling that near a beach somewhere on a camping trip at some point in the future.

VW’s quoted average fuel average consumption figures run from as low as 6.1litres/100km for the entry level TDI250 up to around 8.4litre/100km for the more powerful and heavier variants, which are pretty impressive fuel numbers, if they can be matched in real world conditions.

All in all the new VW Transporter 6.1 range offers. great engineering, drive, comfort and efficiency and we would own one in a heart beat.

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Company Car

A

s a car mad kid in my teens, this scribbler spent a lot of hours learning how to work on vehicles up the road at the garage of some friends who were rebuilding a pair of Land Rovers for a massive round Australia odyssey. Boy how we cursed some of the quirky British engineering of these old Landies. The mods these guys were undertaking included fitting a Holden red motor in place of the boat anchor Rover six the Landie wagon was originally fitted with.

You could say we became awfully familiar with Land Rovers, and in fact the first ever vehicle this writer ever tested, back in 1983 was an original shape Range Rover. So,

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there is a bit if history there. However, it has to be said we are far more aligned to the Range Rover and Discovery than we ever were to the old 110 or Defender, as it was latterly known.

It was with some fascination that we watched the retirement of the old Land Rover Defender and the arrival of a whole new Defender to the howls of derision from the Land Rover traditionalists.

The old Defender had to be replaced, it lived a long and full life, but it was well past its prime and had to be put out to pasture.

The fact is it was a low yield model and could only command a limited price point.

Most buyers of the old Defender will not contemplate one of the new Defenders,

and it is likely Land Rover is well aware of that, and doesn’t give two hoots, because it is after a different audience, willing to pay a premium for a new age, capable, quiet, comfortable and rugged off-road weapon with a hybrid driveline. Let’s face it there weren’t that many people buying the old Defender in the end anyway.

The only thing we wonder is, will the new Defender, which has an air of the previous gen Discovery, cannibalise the Discovery market? Only time will tell.

Remove all of that speculation and baggage and let’s concentrate on the test at hand.

Climbing aboard the new Defender is a long way from the rattly, old-style Defender with its square panels and square rig

A LONG HISTORY WITH OLD LAND ROVERS AND RANGE ROVERS MEANT WE WERE KEEN TO SAMPLE THE NEW VERSION OF THE BRITISH BRAND’S TRADITIONAL WORKHORSE DEFENDER, AND WHILE IT IS A VERY DIFFERENT HOUND, WE FOUND IT WOULD BE AN EASY COMPANION TO LIVE WITH.

styling, rooted in its late 1940s origins. This is a modern svelte and nicely styled 4WD that delivers style in spades and plenty of luxury, performance and technology.

If people are focussed on the much higher entry price to the new Defender then they are forgetting where Toyota has gone with its various LandCruiser that have escalated in price but still attract plenty of buyers.

The thing we came away with after a week with the Defender is that if you did head out onto the dirt roads of remote Australia it would perform and handle with aplomb. We hope to get the chance to do that at some time in the future.

For this test we were confined to city driving with a short run up a nearby dirt road that we use for 4WD tests.

Up front under the new and sculpted bonnet is a petrol 3.0-litre inline sixcylinder turbo, pumping out a healthy 294kW of power at 6500rpm and peak torque of 550Nm, which it delivers between 2000rpm and 5000rpm. Boosting all that is the Defender’s 48V mild hybrid system, which all runs through the 8-speed torque converter automatic with Land Rover’s full-time 4WD. Forget any notion that the lightweight alloy panels pioneered by all of those old Landies and continued through the Range Rovers and Discos, leads to a svelte and lightweight machine. It is lighter than similar size vehicles in steel, but the Defender tips the scales at 2300kg, so it isn’t exactly ‘Kate Moss’.

Land Rover set out to give the Defender plenty of luxury and that is the definite impression you get when you slip behind the wheel and soak up the atmosphere.

They have done a great job with the seats, the driving position, the controls and the dash. As we said, it has the feel and ambience of a previous gen Discovery.

The Defender is quiet, extremely comfortable, filled with light, along with plenty of room and a great dash that is unique and extremely practical, whether taking it outback or running around town.

The interior is filled with practical touches, with a multitude of cup holders, shelves and nooks everywhere, that makes it handy to stow items on the go. It also has a practical and handy wireless inductive phone charging pad, a number of USB cable charging spots and some deep and wide bottle holders in the doors.

It may be luxurious and comfortable, but the floor coverings are hardy and practical, while in the rear cargo area there is a tough and well-designed non-slip flooring.

The dash is really nicely designed, and the instruments and controls are easy to read, and to use. There is big 10-inch infotainment screen in the middle of the dash, controlling a very good sound system, that can fill the cab with terrific audio and is very user friendly. The audio system supports Apple CarPlay and Android Auto, as most systems do these days.

The seating is excellent, with very supportive cushioning that bolsters the driver and passenger from the sides and gives great back support. These are seats that you could use for hours on end and get out with minimal fatigue. Likewise in the back there is plenty of room for three adult passengers with excellent head, shoulder and leg room.

Fire up the 3.0litre petrol engine and it purrs into life with minimal noise, but more importantly when you slot the eight-speed auto into drive the experience becomes very enjoyable. The engine is quiet, but very responsive, with its inline architecture delivering a smoothness that needs to be experienced.

Its response is very good, and it gets up and boogies when you bury the right foot.

It can be powered to cruising speed easily and quickly, with the aid of that wide flat torque curve, which rewards the driver with excellent response across the rev range and belies the belief that diesel is the only efficient way to power a biggish 4WD. A turbo petrol engine with some hybrid assistance works just perfectly.

This is underlined by the way the eightspeed torque converter mates with the engine, producing smooth seamless shifts and excellent efficiency. That is evidenced by the fuel efficiency with returns of around 10.8 litres/100km average during our time with the Defender. That is an impressive return for a vehicle like this.

For years now Land Rover has produced some of the best air suspension in the automotive world, pioneering it with its luxo Range Rovers, and it has carried this over into Discovery, and also now this Defender. Again, the old school Landie owners and enthusiasts will be gnashing the teeth, saying that it’s not a real Landie and it is too complex for a trip into the outback, but the reality is that it delivers incredible ride, handling and traction capabilities, both on road and off, as well as giving the best towing performance. So, stop whinging and get with the program.

On the same bent, they won’t be happy that the designers have eschewed the old body on chassis design of the Defender,

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in favour of a monocoque design, which delivers better NVH characteristics, better isolation and less rattles with typically better overall rigidity. This means better handling on and off road as well.

Engineering advances mean that you don’t need antiquated ‘Model-T’ body on frame technology anymore, and that a monocoque is a batter option these days.

That is shown in the way the new Defender handles and feels. The steering and brakes deliver superb response on and off road, and this British beast handles as if on rails, never feeling big or bulky, delivering a lithe and athletic feel, whether manoeuvring in the car park or tackling a twisty mountain road.

With the air bag suspension, sharp steering and superb brakes the Defender is an easy car to live with, day in, day out.

The thing that surprised us most during our week with the Defender was the

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interest it aroused on the street from other drivers and pedestrians. Twice we returned to where we parked it, to find others standing admiring the Defender, and we even saw driver’s heads swivel as we passed by on the road. Let’s just say it has a certain presence that sets it apart.

It’s not the old Defender, because this is a very different and better, 21st century off roader from the company that really created the category with the very first Land Rovers back in the late 1940s. The world has moved on and we need to get over old expectations and despite some misgivings about taking such a beautiful machine bush, we are pretty sure it would lap up the really rough, remote stuff with ease.

Land Rover’s new Defender 110 range starts at just under $70,000 plus on roads for the two litre four-cylinder D200 turbo diesel entry model, and ranges up through various engine and trim levels including

the D240 2.4 litre turbo diesel at about $76000, and the P400 six cylinder petrol hybrid starting at around $96,000 for the S model.

The S model is only available with the D240 ($83,900) and the P400, and the same for SE models with the D240 SE at $91,300 and the P400 SE at $103,100. The luxo HSE model is only available with the P400 engine starting at $112,900.

It gets more complex, so pay attention.

The trim levels include the entry level S, and move up through the SE and HSE while there is also a First Edition model and the Defender X. The Defender First Edition model is only available with the D240 engine from $102,500 while the Defender X with the P400 is priced at an eye watering $137,100.

Our test model the Defender 110 P400 SE wore a price tag of $123,900 plus on roads.

I’ll take it, where do I sign?

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MONEY MATTERS PAUL CLITHROE NO PLANS TO RETIRE? DON’T BANK ON IT AND THE SAVINGS ADVICE WE LOVE TO HATE.

A NEW STUDY BY THE COUNCIL ON THE AGEING (COTA) SHOWS THAT AUSTRALIANS ARE WORKING FOR LONGER – OFTEN OUT OF PERSONAL CHOICE.

T

he age at which we can claim the age pension has been slowly increasing. It’s currently 66, but it will be age 67 by mid-2023, and that’s seeing more of us working later in life.

These days, less than one in two (49 per cent) people aged 65 have retired, down from 60 per cent in 2018.

It goes to show how our views on retirement are evolving. For some, working for longer is a financial necessity.

But plenty of over-50s like the mental and social stimulation that keeping a hand in the workforce provides. The COTA report shows one in four over-50s have no plans to retire at all.

The problem is that life doesn’t always go according to plan. Ideas of working well into your 60s can easily be derailed by the unexpected. Unfortunately, ill health is the leading reason why people retire earlier than they had planned – or wanted to.

Figures from the McKell Institute show that in 2017, over 300,000 50-64-year-olds were forced into early retirement due to ill health or disability. The financial impact can be devastating, with these premature retirees having around $115,000 less in super savings compared to if they’d remained in the workforce until age 65.

While this highlights the value of taking good care of our personal wellbeing as we age, it also reinforces the need to look after our financial health. In particular, I’m talking about embracing opportunities to grow super savings because you may need to rely on that money a lot earlier, and for a lot longer, than you anticipated.

On the plus side, since 1st July, employer super contributions have climbed from 9.5 per cent of your base wage or salary to 10 per cent. Even better, the annual limit on before-tax super contributions has risen from $25,000 to $27,500. That’s a good opportunity to review your salary sacrificed super contributions – or talk to

your employer about kick-starting salary sacrifice to grow your nest egg. It’s a very tax-friendly way to add to your super.

With tax refunds starting to flow over the next few weeks, using your refund to make a before-tax super contribution can be a smart way to get plenty of bang for your buck.

You may be able to claim the contribution as a tax deduction in the current financial year, potentially pocketing a bigger refund this time next year. Personal super contributions also have a welcome impact on your retirement savings. A 50-year-old who gets into the habit of using a tax refund of, say, $2,000 to make a before-tax super contribution each year, can have an extra $35,000 in super by age 67.

Meantime, while we all know saving is good for our financial health, when it comes to saving money, some pieces of advice are better left unsaid.

Research by Finder shows certain pearls of wisdom just don’t hit the mark. One in two Australians say the most annoying piece of savings advice is being told to cancel their TV subscription services.

The next pet peeve – reported by two out of five people, is being told to take care of their own grooming needs at home, presumably saving on the cost of a trip to the beauty parlour.

All these responses are fair enough. Sure, it pays to sweat the small stuff. But not many people build personal wealth on the foundation of giving up Netflix, and there can be ways to lower costs without feeling deprived – like sharing a TV subscription account with friends and family.

On the flipside, the most appreciated savings advice, cited by 77 per cent of Australians, is recommendations to cook at home instead of eating out or ordering takeaway. Tips to track spending is another favourite (74 per cent), and

happily there are plenty of free apps to do just that.

One piece of advice that has stood the test of time is the value of setting a budget. On one hand, budgeting confronts us with just how much money slips through our fingers – and how little we often have to show for it. But that’s the whole purpose – getting the jolt is good for us.

Budgeting also encourages us to take a controlled approach to spending and saving, enabling us to reach short, medium and long term goals, which might otherwise never be more than a pipedream.

The beauty of budgeting is the freedom it provides to allocate money towards ‘fun’ expenses, without feeling guilty or thinking that you’re putting your financial future on the line. It’s also a tool to break free from the stress of living pay day to pay day – something that’s a reality for 21 per cent of Australians according to Canstar’s Consumer Pulse report.

Long story short, I’m a fan of budgeting.

It lets you see where your money is going, and where you can cut back on the least necessary areas so there is something left over to save. At that point you’ve got control of your money, and it’s a lot easier to have control of your life.

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

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

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

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