Transport and Trucking Today issue 103 June/July 2015 by Transport Publishing Australia

ADVENTURES IN BRISNEY-LAND; ALL THE GLITZ FROM BRISBANE SHOW

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& TRUCKING TODAY www.truckandbus.net.au $8.95 incl. GST Issue 103 Jun /Jul 2015

WE TAKE A LOOK INSIDE US SUPERTRUCK PROGRAM

HANDS OFF! FREIGHTLINER’S NEW AUTONOMOUS TRUCK DRIVES US! ISSN 1839-6399

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WE DRIVE NEW M-B AROCS

ALLISON’S NEW TC10

SCANIA TAKES ON THE PILBARA IVECO’S NEW DAILY

ISUZU TELEMATICS*. WITH SATELLITE

ACTUALLY IS RO THE INTELLIGENT TRUCK AVAILABLE AS OPTIONAL EXTRAS†, ISUZU CONNECT AND CONNECT PLUS TELEMATICS HARNESS GPS, GSM, SERVERS, SENSORS, GOOGLE MAPS AND MORE TO CREATE AN ADVANCED, COMPLEX NETWORK THAT KEEPS YOUR WHOLE TEAM CONSTANTLY

Drivers receive a steady stream of actionable updates to help them drive more efficiently. Telematics also accurately records start and finish

measures total truck use, trip during work hours versus after-hours, and general fleet efficiency. For dispatchers, telematics provides a dynamic

times, helps confirm overtime claims, issues

map with real-time truck locations, and inbuilt

safety-score reports and service reminders, and

control-room functionality with a full audit trail and

can even deliver advanced driver training.

occurrence book. So it refines dispatching and

Fleet managers have all trip and time sheets on

routing, with automatic notifications of arrivals and

DRIVERS. SO IT’S LIKE YOUR FLEET HAS ITS OWN

hand 24/7, and can easily reconcile total fuel use for

departures, along with monitoring time at location,

MISSION CONTROL.

each truck with fuel-card printouts. Telematics also

route adherence and geo-fencing.

LINKED WITH EACH OTHER, YOUR TRUCKS AND YOUR

*Accessory available at additional cost. †All options referred to are at additional cost and may not be available on all models. See your nearest Isuzu Truck Dealer for more information. F•S•A/ISZ9889

TRACKING, FLEET MANAGEMENT

CKET SCIENCE. Service managers always have real-time mileage

And while telematics keep you and your team

as efficiently as it could be. To find out more about

for every truck, along with its automatic service

connected, you’ll also be connected to Australia’s

how telematics can help your business lift off, visit isuzu.com.au

reminders. They can also get remote access to

most comprehensive truck care programme,

engine data, like fuel consumption and engine hours,

Isuzu Care. This includes three years of 24/7 roadside

in user-friendly forms such as averages, counters,

assistance, so no truck in your fleet will ever be

timers and “per-trips”.

left stranded.

Other standard features include an assist button,

Even a few years ago, all this would have sounded

collision alert and tilt sensors. Connect Plus also comes

like science fiction. But the fact is that if your fleet

standard with two-way messaging and driver ID entry.

isn’t connected with telematics, it just isn’t running

CONTENTS CONTACT DETAILS PO Box 35 Lindfield, NSW, 2070 www.truckandbus.net.au admin@transportand truckingtoday.com.au Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews

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FEATURES

ADVENTURES IN BRISNEY-LAND

HANDS OFF!

ITS A BIRD, ITS A PLANE ... ITS A SUPERTRUCK.

T&TT takes you inside Australia’s biggest truck show to reveal all of the new products and announcements

Tech editor David Meredith travelled to Nevada to the launch of Freightliner’s ground breaking autonomous truck

Editor Whiting takes a close look at the way the US government has worked with truck makers to come up with a revolutionary vision for trucks of the future

Editor in Chief Allan Whiting nofibspublishing@bigpond.com

TC10 OUT OF TEN

Features & Technical Editor David Meredith dvm@bigpond.com.au

TRULY ORE-SOME

Art Director Luke Melbourne www.groeningdesigns.com.au

READY, AIM, FIRE

Advertising Sales Jon Van Daal 0411 099 091

HIT FOR A SIX.

TRAFIC-JAM

THE DAILY MAIL

ads@transportandtruckingtoday.com.au

David Hosking Tel: 03 9857 3933 Mob: 0409 403 012 otadh@tpg.com.au Editorial Contributors Barry Flanagan, Mark Bean, Howard Shanks, Glenn Torrens

T&TT gets the first Australian drive of Allison’s new ten speed twin countershaft automatic aimed at the prime mover market and comes away impressed

Howard Shanks travels to WA’s Pilbara to sample one hell of a tough Scania working in the red dust of the North West

Tech editor David Meredith takes a look at an innovative rapid response Chevy fire truck built here in WA.

We drive Benz’s new six cylinder Arocs and have a full rundown on the big prime mover from the Tri-Star

Renault’s new version of the highly popular Trafic van has hit Aussie roads but the lack of an auto will be a challenge for the Gaelic new comer

T&TT new boy Glenn Torrens takes a spin in the latest Daily range from Iveco and reckons the Italians might just be on to something

Transport & Trucking Today is published under licence by Grayhaze Pty. Ltd. and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia. All material contained herein including text, photography, design elements and format are copyright and cannot be reproduced by any means without the written permission of the publisher. Grayhaze Pty.Ltd. is a member of the Copyright Agency Limited (1800 066 844). Editorial contributions are welcome for consideration. Contact the Editor or Publisher for guidelines, fees and level of interest. All unsolicited manuscripts must be accompanied by a stamp, addressed envelope for their return. We will not be held responsible for material supplied electronically. Proudly printed in Australia

Single copy price $8.95 incl. GST

40 DEPARTMENTS

BACK TRACKS Musings from the Editor

HIGHWAY 1

News and info from all over

MONEY

Paul’s latest advice on finances

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BACK TRACKS ALLAN WHITING We may have once been called the Lucky Country, but now we’re more aptly titled the Dopey Country

’ve just returned to civilisation after a month touring in the Outback: long distances on dusty roads and tracks providing ample reflection time. I left home on Anzac Day and couldn’t help wondering how those young men who made the ultimate sacrifice would view the current state of our nation. We may have once been called the Lucky Country, but now we’re more aptly titled the Dopey Country. We sign free-trade deals with larger, more powerful nations and get handsomely screwed; pull out citrus trees by the thousands so we can import Californian lemons; let our precious resources get pillaged by overseas corporations for peanuts and watch our productive and residential land get sold to foreign investors. Let’s imagine a scenario where conflict in the Middle East and the South China Sea closes the shipping lanes to and from Australia. Now we have no choice but to be self-sufficient. The Governor General forms a one-party Save Australia Government, headed by the very few politicians with brains, including Nick Xenophon, Julie Bishop and Malcolm Turnbull, and the GG also gets Lindsay

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Tanner out of the political wilderness. State governments are simultaneously reduced in size and interstate legal differences are eliminated – especially those covering the now-critical road transport industry. The new federal Government, in stark contrast to those of recent times, is committed to running the country, not amusing itself with trifling side issues and party-political rubbish that everyone is sick of hearing.

Now the fun starts Nationalising grocery chains allows profits to be redirected to farmers, letting them hire help like they used to do before ‘free’ trade. Local manufacturing - downsized by successive governments since World War II - is ramped up and priorities are food, clothing, vehicles, powertrains, tyres and fuel. Real jobs, not mythical governmentspin jobs, are created. Although governments have let local truck, bodywork and trailer makers fight subsidised imports for many years without assistance, the nation is suddenly grateful that Kenworth, Iveco and Volvo/Mack have some truck manufacturing ability and that our struggling bodybuilders and trailer

makers can still produce the goods. Sure, axles, brakes and suspension bits have been largely imported, but there’s enough skill and machinery left to allow us to copy these designs. Engine production is trickier, but three sizes are selected and the necessary manufacturing equipment is built. In no time unemployment vanishes, because we’re a self-sufficient country once more. Natural gas export ships, in port when the balloon goes up, are seized and used to transport liquid gas to Australia’s capital cities, where it’s sent to service stations on all major roads. Diesel engines are rapidly converted to LNG operation, using existing technology. Coal is converted to lubricating oil and diesel fuel, using the Fischer-Tropsch process that’s been available for many years. Renewable energy projects get top priority. Iron ore mine trains are shifted to the interstate rail network, shouldering much of the line haul burden by using our tragically underemployed rail lines, and road trains are allowed on all of the nation’s four-lane highways. It’s a shame that it takes a global conflict to stimulate national self-sufficiency, but the Diggers would be proud.

“IF MY FEET ARE ON THE GROUND I’M WASTING BLOODY TIME.”

The new generation Argosy makes a tough life easier. Behind the grille is a Detroit DD15 engine with new engine calibration to enhance engine drivability, engine response and regeneration intervals. This is backed by a class-leading engine warranty provided by Detroit Diesel encompassing five years, 1 million kilometres, 15,000 hours or 500,000 litres of fuel burn, whichever occurs first*. But the clincher is an expansive support network that’s got your back Australia wide. Experience the ultimate peace of mind and visit freightliner.com.au/Trucks/Argosy or call your closest dealer on 1300 66 22 30 today. Freightliner supports the rest and fatigue management requirements of the Heavy Vehicle National Law. See Detroit Diesel’s ADR80-03 warranty and Australia parchment for full warranty terms, conditions and exclusions.

highway 1 ALL THE LATEST NE

WS AND VIEWS FROM

ISUZU UPDATES N-SERIES

/ ISUZU BACK IN USA / NI

ACROSS THE GLOBE

SSAN NAVARA / NAVISTAR

PROVING GROUND

SUZI-NEW Isuzu updates and upgrades N-Series

ISUZU HAS GIVEN its top-selling N-Series light truck range an upgrade. Announced at the Brisbane Truck Show, the revisions are a mix of appearance, performance, safety and service. Outside, the models’ new naming regime is based on the vehicles’ GVMs and power outputs and you’ll need an eagle’s eyes to spot the new grille design

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- painted on NLR, NLS, NNR and NPS, chrome on the premium NPR and NQR models, which also gain climate control – but the big news for operators is the new safety available from Isuzu Electronic Stability Control (IESC). This works beyond the basics of anti-lock braking – and of course stability control, in team with the engine’s torque management

- to offer other functions such as brake force distribution and hill start assist. Other upgrades include new interior trim, upgraded suspension seat and expanding the availability of the 140kW 5.2-litre 4HK1 engine to the freshlynamed NPR 65 and 75 models, providing a 22 percent torque boost over the previous 250/300/400models.

Also announced at Brisbane was Isuzu Priority. This is a three-level servicing agreement regime that Isuzu claims will keep running costs predictable and reduce down time and of course, keep servicing ‘within the family’ in an evercompetitive market. For a fixed monthly fee, Isuzu Priority One offers scheduled servicing cover, including all essentials

…AND THE GENERAL PUTS JAPANESE BACK ON THE MENU Japanese brand links up again with GM to supply Chevy branded Isuzus in US

such as filter and lubes. Priority Total adds to this with extra cover of diagnostics and electrics and Priority Heritage is geared to look after the many older, 2001-onwards N Series models still earning their keep on Australian roads. Isuzu‘s N-Series has been a popular truck for a long time with the range catering for beyond market expectations. Isuzu trucks were first seen in Australia in the early 1970s, badged as Bedford by Isuzu and imported and sold by Holden. The N-Series was launched in 1984 and a new series launched a decade later. In 1996, the NKR200 car-licence model was added and two years later, the 4.8-litre NQR 450 Turbo added extra grunt to the 8-tonne GVM market. The present generation N-Series was launched in 2008. More than 90,000 N Series have been sold since 1984. Glenn Torrens

IT SEEMS THE more things change the more they stay the same! General Motors is set to re-ignite its relationship with Isuzu trucks almost a decade after it sold its shares in the company. The new tie-up will allow GM to re-enter the growing and potentially lucrative U.S. market for medium-duty trucks, an area it abandoned during one of its restructures last decade. The US auto giant will again team up with the company it once owned a major shareholding in, to source medium duty trucks which will be sold in the North American market under the Chevrolet brand. While Isuzu will build the vehicles, GM will rely on its Chevy truck dealer network and its reputation as a truck company to lay claim to a medium-duty market that has grown 3.5 per cent in 2015. GM will begin taking the Isuzu N-series and putting a Chevrolet brand on it soon, according to dealers briefed on the plan. The Wall Street Journal says GM will unveil the partnership next

Monday 23 June in a move it says is likely to be well-received by a U.S. dealer body clamoring for more work trucks to sell amid stronger economic conditions. The contract-manufacturing relationship with Isuzu isn’t atypical for an auto industry looking to share the cost of developing new products. GM, for instance, also purchases work vans from Nissan and rebrands them as Chevys to sell in the U.S. GM will supply one petrol, 6.0L V-8 engine with a six-speed automatic transmission, as well as Isuzu-sourced 3.0L and 5.2L turbo-diesel engines, according to a source familiar with the production strategy. GM exited this segment in 2009, terminating a partnership with Isuzu amid financial difficulties. Six models will be offered in 2016: the Chevrolet 3500; 3500HD; 4500; 4500HD; 5500; and 5500HD. They’re all based on the N-Series. “Bringing low cab forward trucks back to our portfolio strengthens Chevrolet’s

commitment to providing commercial customers with more choices and provides customers with a versatile lineup of trucks, vans and crossovers,” said Ed Peper, US vice-president of GM fleet and commercial sales. “This addition helps our dealers satisfy their commercial customers’ needs all in one place.” The trucks will be offered in regular cab and crew cab body styles. These, along with the Isuzubadged versions, will be the only low cab forward trucks available in North America with a gasoline engine. According to the companies, the trucks will offer: excellent visibility and maneuverability; easy driver entry and exit; chassis lengths from 109- to 212-inches; compatibility with a wide range of body types; and an easy access engine compartment with 45-degree tilting cab. Financial terms of GM’s agreement with Isuzu aren’t immediately known.

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ONE FOR TWO – NISSAN LAUNCHES NEW NAVARA New pick up replaces both D40 and D22 models NISSAN HAS TAKEN the wraps off its all-new Navara. The new model, badged as NP300, replaces both the D40 Navara range and the smaller-bodied D22 Navara that can trace its body and chassis design to the mid-1980s. Nissan continued to sell the long-serving D22 as a no-nonsense basic tradies truck beside the new D40 when it was launched in 2005. The new Navara debuts two new turbo-diesel engines and a new coil-spring rear suspension design. The new YS23 engines are both DOHC 2.3-litre turbo-diesels with the

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same architecture however there are single- and twin-turbo (YS23 DDTT) variants for outputs of 120kW/405Nm in RX and in the ST and top-spec ST-X Navara, 140kW/450Nm with max torque available at 1500rpm. The diesels power 2WD and 4WD. The base ‘apprentice’s truck’ DX 2WD pick-up has a 120kW petrol four-cylinder. The manual is a six-speed with the optional auto being a seven-slotter. The 4WD’s low-range gearing is a respectable 2.7:1 and Nissan claims best-in-segment fuel economy for its new Navara, too. The new coil sprung rear end is a

five-link system/Panhard system and promises better ride comfort for top-line models that are often used as family transport. Nissan has offered the option of coils in its Patrol single-cab utes for decades so has good experience with coil-sprung load-luggers. Until now, only Ssangyong has provided coils under this type of a dual-cab ute; the modestselling Musso Sport of a decade ago and more recently, the Actyon Sport. Both had light payloads of less than 600kg. Nissan has retained a decent payload for the NP300, claiming up to 1112kg. Towing capacity is 3500kg with sensible

caveats on vehicle loading. The model range for now is dual-cab only, with Nissan launching leaf-sprung single-, dual- and King-Cab (and cabchassis) vehicles due by September. The new Navara comes at just the right time for Nissan, with Mitsubishi’s new Triton (T&TT last issue) on sale now and a freshened Ford Ranger and all-new Toyota Hilux just around the corner. GT

NAVISTAR -

SOMETHING TO PROVE Navistar nabs a test track as fortunes continue to rise THE IMPROVING US economy and better terms of trade are clearly fuelling better times at Navistar with the announcement that the US maker has opened a new comprehensive and hot on the heels of announcing the return of the International brand to the Australian market, Navistar Inc. has opened a comprehensive proving ground facility in Indiana. Located about an hour’s drive from Navistar’s HQ near Chicago the Navistar Proving Ground covers more than 270 hectares providing Navistar with full in-house testing facilities across the entire portfolio of models from light weight rigids and school buses up to linehaulers, heavy-duty specialists and

military vehicles. The commitment and investment in the new facility underlines the health of Navistar and its push to achieve higher standards of durability and reliability across all its products. Navistar purchased the facility from component maker Robert Bosch with the site including a five kilometre banked oval in addition to the full composite of commercial vehicle testing facilities including such as brake testing capabilities which include infrastructure, complete instrumentation and computerised data acquisition, structural durability and accelerated mileage accumulation on a multitude of road surfaces and

specialised testing for vehicle noise and handling, stability and safety, traction control, lift-off ability on grades up to 60 percent, as well as specific powertrain durability testing. “The new Navistar Proving Grounds is a strategic addition to our product development operations and will play an important role in our mission to deliver industry-leading uptime for our customers,” said Bill Kozek, President of Navistar Truck and Parts. “Beyond testing our latest vehicles and innovative technologies, we will also use the site as a customer centre to showcase new products and give customers an opportunity to experience our vehicles first-hand.”

Commenting on the opening of the Navistar Proving Grounds, Navistar Auspac Managing Director Tim Quinlan said, “This announcement comes at an ideal time, immediately after the hugely successful launch of International at the recent Brisbane Truck Show. “It is a very significant investment which demonstrates Navistar’s commitment to providing exceptional standards of reliability across the entire product portfolio. “Best of all though, the product enhancements which will evolve as a direct result of testing at the new proving grounds will flow through to the customers of all International products in all markets.”

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PENSKE RENTAL EMPIRE CONTINUES TO EXPAND DOWN UNDER Sydney rental branch opens for US rental giant PENSKE TRUCK RENTAL has opened its third truck rental and full-service leasing office in Sydney as the company looks to forge ahead with their Australian expansion. The new office reaffirms Penske’s commitment to convenience for its customers by also offering one-oneone consultation. As one of America’s premier truck rental brands, Penske is now offering full-service truck leasing in Sydney, giving

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fleet operators customised specifications for almost every phase of the lifecycle of a vehicle. Solutions range from acquisition and finance, breakdown assist, preventive maintenance and vehicle disposal. Penske will also focus on providing world class customer experience coupled with performance visibility and cost-management solutions. “Since our Australian launch in August 2014 we’ve seen a significant increase

in the demand for our services, and we’re keen to capitalise on this growth with the launch of our third location in Sydney” Adrian Beach, General Manager - Penske Truck Rental, said. “This is in line with Penske’s commitment to growing its business footprint throughout key customer locations in Australia, which will include the opening of two additional facilities within the next 11 months” Mr Beach

said. Located in Chipping Norton, NSW, the new office shares the space with the Penske Power Systems facility, and will operate 8am to 5pm, Monday to Friday, as well as 8am to 12pm on Saturdays. There will be in excess of 50 of trucks on offer, including MAN TGS 540, MAN TGS 480, Western Star 4800 FXC, Western Star 4800 FS2, Western Star 5800 SS.

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REALITY BITES - VOLVO TRUCKS HIT REALITY ROAD Volvo Trucks launches reality TV show with Swedish-American songstress Mapei REALITY TV SEEMS to be all pervasive these days, there are reality cooking programs, reality wedding programs, reality home renovation shows and now Volvo Trucks has jumped on the reality semi-trailer and thrown its support behind a very different reality show entitled Reality Road Volvo Trucks has launched the new reality TV show with Swedish-American songstress Mapei that will see the artist accompany a truck driver on a nine-day road trip through Europe.

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Part of a marketing campaign to give the general public a better understanding of the trucking industry, ‘Reality Road’ also stars film director Liza Minou Morberg, who is tasked with recording a new music video for Mapei whilst on the road. “With Reality Road we want to show the strength of our service offerings,” said Per Nilsson, Director Public Relations Volvo Trucks. “For a truck to stay on the road, the services that are linked to it are just as important as the vehicle itself. At

the same time, we want to produce TV entertainment that attracts a wider audience. As far as I know, no other company has used reality TV for marketing purposes.” Behind the wheel of the Volvo truck is Jens Karlsson, truck driver for 28 years and precision driver in two Volvo Trucks’ commercials,The Epic Split and The Ballerina Stunt. ‘Reality Road’ will show his FH driven on two wheels at a test track outside Berlin.

This time, however, Karlsson leaves the driving part to stunt driver Walter Melis, one of the world’s foremost experts at driving on two wheels. The two-wheel stunt is not just part of Mapei’s forthcoming music video, but will also be used as part of Volvo Trucks’ new Truck Service campaign. The new Volvo series comprises a total of eight episodes. The first three are now available on Volvo Trucks’ YouTube channel. Don’t hold your breath waiting for them to show up on Aussie TV.

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t’s been two years since I last trod the same paths, stopped at the same stands, saw the same brands, and met most of the people I’d seen at the 2013 Brisbane Show. The manufacturers are all in the same locations, so getting around this year wasn’t hard. There wasn’t really any one big thing that would cause a seismic shift in the local truck market. But there were some head turners, some new products and some very small developments that signal the potential of new technology. In one case, a “new idea” from one of our local trailer builders that is so simple it had most visitors having a quiet chuckle – “why didn’t I think of that?” Brisbane is a great location for a truck show. It’s easily accessible to the entire industry, and the local market spans the entire range of Australian applications, accommodation is good and the show venue is within walking distance of the big hotels. The Exhibition Centre is big enough to contain the exhibitors but not too big to leave large areas of open space. The media had a preview and walk around a couple of hours before it was opened to the public. A tightly timed tour around the stands and a presentation from each of the manufacturers usually helps me to set my program for the rest of the day – what to seek out, who to talk to and what to ignore. In this

case there were three reveals that sparked my interest and they were the first that I went back to for a detailed look and discussion. International Trucks returned to Australia in Brisbane with quite a splash. The headturning 1,000hp Lonestar show truck pulled the crowds in while two International ProStars showed off their aerodynamics and style. One had a tricky sleeper with an extension on the back, similar to those Transformer-like motor homes that expand in all directions when they’re parked up. Great idea. The ProStar is a super-smoothy. I drove it in the US around 18 months ago and it was then the quietest truck I had ever driven engine, road and wind noise. The engine in that baby was Navistar’s new 13-litre, but the Aussie linehaul Internationals will all have Cummins power. A smart move I think, given the propensity of Australian operators to rely on track record rather than taking a punt. The question hanging over the stand of course was, “what does this mean for CAT Trucks?” Navistar is going to build its market here aiming for the future, and there seems little point in persisting with the venerable CAT C-15 engine, when Cummins offers more horsepower and torque, plus certainty for the next round of emissions control. Additionally, the CAT 610 already has the Navistar-designed 13-litre engine, painted

yellow. And I really can’t see the point of having a CAT-branded truck without a CAT engine. However Navistar AusPac execs are adamant CAT power will be around for some time Time will tell. At the Navistar stand, the International Lonestar did not disappoint. The other brands were spitting chips at the way the thing pulled the crowd, and frankly it deserved every photograph and dreamboat gaze. It is a stunning piece of work on the design theme that is already a benchmark in trucks. Sorry, it won’t be available for a road test, and perish the thought that it should ever have to stoop to pulling anything as grubby as a trailer! Following on from the distribution angle, Western Star had one of its new rigid conventionals, the 2800SS on display, resplendent in Penske Truck Rental colours. In reality it is a Freighliner, but in Australia will wear the Western Star badge. It’s due for release later this year, and offers a 15-22.5-tonne chassis and driveline that is recognised in the US as the cleanest in its segment. The Cummins ISBE6 will be available from 260 to 325hp and drives through Allison’s latest 3000RDS six-speed for continuous torque. Looks great too. Scania had exclusive Euro 6 models in lime green. They also highlighted the not insignificant fact that their wildy successful

INTERNATIONAL TRUCKS RETURNED TO AUSTRALIA IN BRISBANE WITH QUITE A SPLASH. International’s Lonestar Blade had the other brands spitting chips at the way it pulled the crowds, and frankly it deserved every photograph and dreamboat gaze.

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1. Western Star had one of its new rigid conventionals, the 2800SS on display, resplendent in Penske Truck Rental colours. In reality it is a Freighliner, but in Australia will wear the Western Star badge.

2. DAF’s new LF rigid medium duty range was a highlight at Paccar

3. Scania re stated its green credentials in more ways than one with its fleet of Euro 6 compliant trucks

rental fleet will all be Euro 6 as well, making it the cleanest in the country. Isuzu had a couple of new products in the form of the latest iteration of the immensly popular N Series. It’s such a good small package that it‘s unfortunately, boring. Isuzu themselves openly admited that the upgrade is really some lipstick and a hairdo, but when the undisputed market leader makes a move it is always worth looking at closely. In this instance, Isuzu is planning strategically. They forecast $228b heading into the construction trade with residential spending increasing by 17 per cent up to 2018. With the population still gravitating to the mega-cities around the coast, that means the distribution business is guaranteed to grow strongly. I also note that the reduction in conventional retail business and explosion in on-line sales means webstore to home deliveries are only going to expand at the expense of shop sales. In other words, bulk deliveries to shopping centres will decline while the StarTracks and TNTs of this world will be putting more light trucks on to service city and suburbs. N-Series is

4. The DAF XF105 is now available in 8x4 configuration, opening up several new market oportunities for the Dutch brand.

perfectly placed to meet that demand. Apart from these key items that attracted me first up, the show was notable for very high quality displays by manufactureres that clearly regard the Brisbane event as The Australian Truck Show. Kenworth has ruled the heavy-duty highway since I first got run off the road by a 6x4 grey ghost pulling 80mph up a hill on the old Hume Highway in 1971. The biggest news this year is the redesign of the cabs and interiors of the conventional range. Kenworth optimistically calls it the ‘Business Class’ interior. In the case of the K200 cabover, the sleeper has been expanded to include what is virtually a double bed - also optimistic - along with much more storage space. The K200 is already the best truck in Australia to sleep in. It’s just got better. Alongside Kenworth was the DAF display, featuring new versions of the CF and LF workhorses. The brand has surged recently with widening interest in the renowned fuel efficiency of the MX-13 engine, which of course is now also available in the lead

Kenworth models as well. The new LF not only has new clothes, but a new chassis as well, improving rigidity and reducing weight. The top surface is completely flat for bobybuilding ease. The XF105 is now available in 8x4 configuration, opening up several new market oportunities for the Dutch brand. Daimler Trucks displayed striking version of its three major brands, headlined by an evil-looking Argosy from the Transformer’s movie. The theme seemed infectious, as the new Actros black edition turned heads with its Mad Max look-alike matt black paint job. At least it won’t fade! More importantly, Argosy now comes with an upgraded interior, and a more Daimler influenced attitude to electronic safety systems. The popular Argosy now includes the blind-spot assist system I tested during its development late last year. A US desigend Satnav includes voice recognition, speech to text and will connect via 3g/4g internet or Wifi hotspots, whatever is available. The Volvo Group gathered its big boomer FH’s and Macks with startling paintwork

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1. Isuzu had a couple of new products in the form of the latest iteration of the immensly popular N Series.

2. Despite rumours to the contrary, Iveco will not be using Ferrari engines in its truck anytime soon

3. If it wears a Kenworth badge it draws attention at the Brisbane Truck Show

and a huge emphasis on the all-round dealer service experience. None of the group have frequent new model announcements but the emphasis on keeping its customers on the road was well received. The Iveco upgrade on its Stralis flag bearer along with the revised Cursor 13-litre engine will spark renewed interest in an underated brand. The engine is one of the most efficient 13-litre units on the market - 560hp and 2,300Nm of torque is not to be sneezed at. That torque is flat, in fact more like a plateau from 1,000 to 1,700rpm. New aluminium pistons and larger capacity oil pump are part of the changes and the calibration has been set to suit Australian B-double operations. What else - MAN, Foton, Hino and UD celebrated established specifications. Foton enlisted a gorilla – to try and get some cut through, it was an interesting proposition, an answer perhaps to Fuso’s long standing use of Sumo wrestlers although the Chinese brand was bragging that its trucks were for ‘big hairy chested primates not big smooth skin blokes in nappies’. It certainly roused the most laughs on the media walk around and added an element of fun to an event that most truck execs take way to seriously and attempt to deliver way too many facts to a jaded media circus. There is a lesson in there for other truck companies. Parker Hannifin is a US company specialising in hydraulic control systems. Its RunWise Hybrid drive changes the character

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of stop/start truck applications dramatically. There’s no bulky and heavy battery pack as it’s all hydraulic. In the simplest terms, the transmission and clutch are ditched and replaced by Parker’s 3-speed Power Drive Unit. There are three hydrostatic pumps attached. One sparks up when the engine is first started and builds up the pressure in the accumulators. The truck then moves from rest by feeding the hydraulic pressure through two other hydrostatic pumps, bringing the truck up to cruising speed. The engine engages when there is either minimum pressure in the accumulators, or the truck reaches 70kmh. On braking, the two pumps revert to charge mode and the accumulators are fully pressurised in seconds, using recovered brake energy. Compared to electric brake energy recovery, Parker claims its system captures 71 per cent of the brake energy for recycling. Because the system is arranged in series, the engine is decoupled from the driveline during stop/start work, saving big mobs of fuel. Without the significant weight penalty of a dense battery pack, the composite accumulator bladders enable high efficiency tare weights to be maintained. Overall, the system is heavier than a conventional engine/ transmission driveline, but a lot lighter than a diesel-electric hybrid. Of course, cost vs benefits need to be closely examined, however the installation of the system in a Dennis Eagle waste truck at the show promises some hard data very soon.

Based on experience with over 200 trucks in the US now using the system, Parker is comfortably promising a fuel reduction of 50 per cent compared to a conventional driveline. Add in the environmental benefits and the picture is even more compelling. Vawdrey Trailers’ stand was the one that made me LoL. Drivers who are used to chucking a rolled up tie down strap across a load in a van or curtainsider would appreciate this. Vawdrey has a new channel across the roof and runs a bungy cord along it. Each end hangs down to a steel loop that the tie-down strap runs through. So the ends of the strap are always hanging down at the level of the driver on the ground. He just secures one end, goes around the other side, secures that and cranks it tight. Job done. At the other end, he releases the straps and the bungys pull the strap up out of the way, ready for the next load. Added to this ultra high-tech health and safety development is another strap that is attached to the tops of the side gates via a short lever. The driver pulls another strap and the lever at the top of the trailer pulls the gate up out of its mounting holes. Presto. Both improvements mean a driver doesn’t have to take his feet off the ground to set his load up or to get it ready for delivery. Bugger me! Meanwhile I’m left to ponder that if the health of truck industry is reflected in the standard of the Brisbane Truck Show, we are in very good shape indeed.

T&TT’S NEW KID GLENN TORR ENS GETS STUNNED BY SIZE

TRUCKS. They often create wonder and grins on the faces of little kids and sometimes strike fear into the hearts of doddering caravanners. They carry the food and goods between Aussie farmers and manufactu rers – what few there are remaining! – and their customers. They work the dock s; they deliver our new furniture and cars and lollies and tools and take away our rubb ish, too. For me, as a motoring writer, trucks represent a new challenge. I’ve been crazy about motor vehicles and what make s them go, stop and steer – plus, later, the peop le who do all that, too - since almost befor eI was old enough to talk. It began with bikes and billy carts and during my teenage years that fascination grew into cars – Toran as, Falcons, Dattos, Vee-Dubs. Street Mach ine magazine was a textbook during high

school and I was so magnetically draw n to car magazines that I pursued a drea m of working on magazine production when I finished at uni. So there I stood, probably with a little kid’s grin and look of wonderment on my face the new kid on Transport & Trucking Today a few steps inside the doors of the Brisb ane truck show. Being a motoring writer, I’m no stranger to going to car shows – anyth ing from a sunny Sunday car-club cruis e to the New York Motor Show, or Summernats – but this is my first TRUCK show. And ever ything is so BIG! Sure, the vehicles and the numbers – from power and torque outputs to working kilometres to tyre sizes to capital inves tment – are all big, compared to my bread-an dbutter of cars and 4WDs but what struc k me, as a relative newcomer to all this, is the

fact there’s big pride and big investmen t in Australian trucking, too. In the days of doom and gloom in the car industry (like many patriotic Aussies and car nuts, the end of Australian car productio n genuinely upsets me) it’s good to know the Aussie truck manufacturing industry seems to be simmering along quite nicely. I reckon that’s big news that has been overlooke d by some of my car-mag colleagues as production of Falcon, Territory, Commodo re, Cruze and the Camry/Aurion siblings coasts to a halt, victims of policy that is poss ibly a little too focused on free trade agreemen ts with other countries rather than looki ng after our trade and the best interests for our own country. For a long time, Australia was one of the most dynamics car developin g nations on earth and although our truck manufacturing industry will never have the

same level of autonomy that our car design teams once had, I’m confident the cleve r, can-do attitude will remain in trucks. Anyhow, I had a big day at the Brisbane Truck Show, checking out everything, and I’m really looking forward to working for T&TT in a big way.

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Operator

Photography: Daimler Trucks and David Meredith

HANDS OFF! DAIMLER’S GROUNDBREAKING AUTONOMOUS TRUCK WAS REVEALED IN NEVADA RECENTLY AND T&TT’S TECHNICAL EDITOR DAVID MEREDITH WAS THERE TO WITNESS SOMETHING THAT MAY WELL CHANGE THE FACE OF ROAD TRANSPORT IN YEARS TO COME.

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1. 1. As long as the truck can ‘see’ a white line, it will keep going, avoiding traffic and other obstacles until the fuel runs dry. You really could do your dispatch notes and delivery planning on the go. 2. Snow might be a problem, but after dark isn’t. 3. Nevada Governor Brian Sandoval handing over the first Autonomous Truck license plate to Daimler’s Dr Wolfgang Bernhard.

“THE EXTRAORDINARY EXTERIOR OF THE LATEST FREIGHTLINER INNOVATION IS DOMINATED BY THE HOOD DESIGN”

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irst impressions are always important, but when attending the release of a new truck, they are only the beginning of uncovering the whole story. Freightliner’s launch of the first Autonomous Driving truck to be licenced to drive on a public road anywhere in the world was and always will be remembered as a hugely significant benchmark for the transport industry worldwide. However, without diminishing the massive achievement of developing the technology and finding an adventurous government, the reality is the commercial prospects of the entire package remain in their infancy. I discovered that when talking to stakeholders after the glitz, glamour and astounding technology of the launch itself. In particular, Jude Hurin of the Nevada State Motor Vehicle Division introduced the thud of reality into the project when he outlined the restrictions placed on the first licence for an Autonomous Vehicle (AV) anywhere on the globe. Nevada got the nod because it took the steps that were predefined in meetings at Daimler Headquarters in Stuttgart. The development team in the US was ready and willing to back the truck onto public roads with confidence. The management team in Germany was trying to decide who should get the first autonomous truck on the road. Obviously the pressure to make it Germany would have been very strong. Dr Wolfgang Bernhard, global boss of Daimler Trucks settled the matter. Referring to regulatory authorities he said, “Whoever gets the regulatory framework right gets the first truck on the road.” Nevada Governor Brian Sandoval stepped up - “No problem,” he said. So Nevada, 35th state in the union in terms of population, has snared a world first in truck technology along with the mega-sized Tesla battery factory to fan its smouldering economy. The development of Freightliner’s onhighway market leader has evolved through three distinct stages. Firstly, the Evolution Truck was designed from a clean sheet of paper to test the practical possibilties of some pretty wild ideas. Next came the Supertruck, a joint venture between Freightliner and the US Department of Energy. The company put in $US40m which the DoE matched dollar for dollar, and Supertruck project was born. The aim was to achieve a 50 per cent improvement in freight and fuel efficiency. They achieved 115 per cent, with

a remarkable fuel figure of 12.2 US miles per gallon with a commercial load! Daimler Trucks North America (DTNA) has already invested a cumulative US$4.3b on R&D since 2004, and it’s going up. To US$547m this year alone because, as DTNA President and CEO Martin Daum says, “the easy things are already invented.” The Inspiration Truck was another step forward, and combined some pretty tricky software and some electric servos to handle the steering wheel function. But in fact the Inspiration unit is not as advanced in terms of driveline development as the Supertruck is. However, let’s look at the Inspiration truck itself. It’s a showcase of Daimler Trucks’ advanced technology, and brings the very best of Mercedes-Benz automated systems to a distinctly US style truck. The Inspiration Truck only resembles a classic US shape by having a bonnet and the engine ahead of the driver. Everything else is custom designed to optimise fuel efficiency, including the radical aerodynamics. The extraordinary exterior of the latest Freightliner innovation is dominated by the hood design, which overlaps the usual radiator grille. The hood can be pushed forward and tilted for opening. The door skins are shaped to blend with the lines of the front end. The side panels were integrated into one panel with the hood and the wheel arches. The wheel arches themselves have been optimized aerodynamically and have a dynamic design. The exterior lighting of the Inspiration Truck invokes Dr Who and iscompletely new: the license plate, indicators and the radiator grille shine blue as soon as the vehicle is in autonomous mode, and white and yellow while in standard operation. The unusual headlamps continue the design idiom of the hood. In addition, halogen lighting in the interior creates a pleasant, cozy atmosphere. As far as autonomous mode goes, I had an entree of the Mercedes-Benz steering technology last year on a E200 series sedan. Engaging the system and releasing the steering wheel took a bit of courage, but the car handled several sweeping bends on the Kwinana Freeway in Perth without me having to move the wheel at all. But it disengaged after a kilometre or so as it is only a lane keeping system rather than a pure directional control system. The Inspiration’s system will keep going as long as there’s a white line and fuel.

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“A RADAR UNIT CENTRED IN THE FRONT BUMPER OF THE FREIGHTLINER INSPIRATION TRUCK MONITORS THE ROAD AT CLOSE AND LONG RANGE.”

3. 1. Test rig still has camouflage and looks ominous. 2. The highway pilot system uses a complex stereo camera and radar systems with lane-keeping and collisionprovention functions. 3. Lighting is all-LED and changes colour when the truck is in autonomous mode.

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The driver for my run in the truck was the software development engineer who headed up the system’s programming team. So I felt reassured about heading onto a Nevada highway with opposing traffic, knowing he had a vested interest in the system performing with perfection. Once on the road and up to speed, he activated the Highway Pilot system. A visual prompt, possibly with Microsoft connections, appeared in the instrument cluster to ensure he wanted to activate the “Highway Pilot.” The vehicle switched to autonomous mode and adapted to the speed of traffic, confirming with another prompt, “Highway Pilot active.” The Highway Pilot system uses a complex stereo camera and radar systems with lanekeeping and collision-prevention functions. It regulates the speed, applies the brakes and steers. This combination of systems creates an autonomous vehicle that can operate safely under a wide range of driving conditions – the truck regulates the distance from the vehicle ahead or uses the stop-andgo function during dense traffic. What it doesn’t do is initiate autonomous passing manoeuvres. These remain the driver’s role. The same is true for leaving the highway and changing lanes. Via the user interface the Highway Pilot keeps the driver visually informed about its current status

and accepts instructions. The driver can deactivate the Highway Pilot manually and is able to override the system at any time. If the vehicle is no longer able to process crucial aspects of its environment, e.g. due to road construction or bad weather, the driver is prompted to retake control. In addition to a visual prompt in the instrument cluster there is also a subsequent audible notification. A radar unit centred in the front bumper of the Freightliner Inspiration Truck monitors the road at close and long range. The longrange sensor goes out to about 250 metres at an aperture angle of 18 degrees and detects vehicles in a long and narrow area. The shortrange sensor goes out to about 70 metres at an aperture angle of 130 degrees and detects vehicles in a wider area that could merge into the lane in front of the truck. The front radar unit forms the basis for the Adaptive Cruise Control system and the Active Brake Assist system, which are already operating in the Mercedes-Benz Actros in Germany and Australian markets, and the Detroit AssuranceTM series of safety systems in the US series production model of the Freightliner Cascadia Evolution. The system receives the same input signals within the identical range of values and comprises the same functions and safety features. The use of the standard system ensures that the

acceleration and braking maneuvers controlled by the Highway Pilot system are always within the limits of the production vehicle. The active power steering system also uses the same hardware as the production vehicles, however the software has been modified. The area in front of the truck is also monitored by a stereo camera mounted above the dashboard on the inside of the windshield. The camera has a range of about 100 metres and aperture angles of 45 degrees horizontally and 27 degrees vertically. The camera recognizes pavement markings and communicates with the steering gear of the Highway Pilot system to keep the truck in its lane autonomously. The camera of the Lane Keeping Assist system has already completed more than 80,000 kilometers of testing and has been used in all Mercedes- Benz Advanced Engineering projects since 2008. Testing of the front radar unit also began in 2008 and since then it has successfully completed more than 3 million kilometres in series production and in tests at Mercedes-Benz Cars and Daimler Trucks. But back to the licensing. The granting of the specialised plate doesn’t mean local drivers have to watch out for truckies using their iPad while heading down the highway. Jude Hurin emphasised that it was a test only license, and

Cab is a blend between the ultra-modern SuperTruck and the market leading Cascadia.

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The license says only on highways and freeways, only with two drivers, and only when the test drive is logged and registered with the department.

at all times required two drivers in the cab. One must be a licensed truck driver with the specialised AV endorsement, the other must have at least a permit. Clearly the department still recognises that the human brain is still the best computer money can’t buy. The truck can only drive on highways or freeways - no metro areas or intersections, and it can’t be operated in snow as the road markings are obscured. It can’t read road signs or traffic lights, and so won’t do intersections. In some ways, the system could be described as an advanced cruise control, adding autonomous steering to the already established and proven predictive cruise control.

cruising the highways of Europe anytime soon? Mmmm - not sure about that. What will probably happen is that Germany will be energised into competing for the technology high ground. The beneficiaries of this march into the future will be transport in general and truck operators in particular. One of Martin Daum’s comments during the event illustrated his company’s mind-set, in pushing the future whether traditionalists like it or not. Questioned about the Detroit DT12 automated manual transmission he said, “THERE IS NO ARGUMENT THESE DAYS FOR A MANUAL TRANSMISSION IN TRUCKING.”

do was look in wonder at the spectacle of a moving picture show, in a setting unique in all the world. How unique? Well it’s now in the Guiness Book of Records as the biggest projection light output ever at 1.17 million lumens. The creative team designed images of massive concrete blocks moving aside to reveal the workings of generators and other machinery. The wall morphed between cascading water in overflow, trees growing out of the cracks in the concrete, and then a Freightliner driving out into the enormous valley. It took 60 projectors at 26,000 watts, each projecting the 30-minute presentation that

“THE BIGGEST SLIDE-SHOW PRESENTATION ON EARTH ILLUSTRATED THE SIGNIFICANCE OF THIS NEW TECHNOLOGY.” The newness of the experience was made clear during our drive. Our test driver, the aforementioned author of the software, went to grab the steering wheel as another truck approached from the front, remembering at the last minute he had the system engaged! With the launch of the Inspiration Truck, plus the benchmark-shifting Supertruck, Daimler Trucks North America looks like becoming a more influential arm of the global Daimler conglomerate. With Detroit now described as its “technology partner” rather than just engine and axle builder, are we likely to see some US innovations

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THE BIGGEST SHOW ON EARTH It looked suspiciously like the giant Hoover Dam was going to play a role in the launch of the autonomous truck, when we arrived early at the entrance and briefly saw coloured focussing grids and numbers projeted on to the concrete before the operators quickly switched them off. The dam itself doesn’t need a truck release to be impressive. It manages that all by itself – 221-metres tall and 379-metres wide at the crest, with a curvature that was always going to test the projection optics. But when the slideshow started all I could

introduced the Inspiration Truck. It was projected onto a surface of a little over 420,000 square feet. This is equal to over 87 average-size IMAX screens. To achieve this, the 60 projectors were synchronized to create an image with a resolution of 4592 x 2048 pixels on the dam 800-metres away. Video projection mapping – the relatively new technique of using specialized software to warp and mask a projected image – allowed the images to fit onto the uniquely irregular dam wall screens. My only question to the Freightliner guys was this - “So what’s your next trick?”

YoU

sCania

HaVe FUel, PoWer, reliaBilitY.

Matt WilliaMson Fleet Manager - MilkFloW

“Our R 730s are pulling 67-tonnes, at higher average speeds, using less fuel, and covering 300,000km a year.”

So contact your local branch or authorised dealer to find out how a Scania Total Transport Solution can work for your business. Victoria Scania campbellfield Tel: (03) 9217 3300 Scania Dandenong Tel: (03) 9217 3600 Scania Laverton Tel: (03) 9369 8666

South auStraLia Scania Wingfield Tel: (08) 8406 0200 NeW South WaLeS Scania Prestons Tel: (02) 9825 7900

Scania Newcastle Tel: (02) 9825 7940 K&J trucks, coffs harbour Tel: (02) 6652 7218 NJ’s of Wagga Tel: (02) 6971 7214

QueeNSLaND

WeSterN auStraLia

Scania richlands Tel: (07) 3712 8500

Scania Kewdale Tel: (08) 9360 8500

Scania Pinkenba Tel: (07) 3712 7900

Scania Bunbury Tel: (08) 9724 6200

Operator

IT’S A BIRD, IT’S A PLANE -

NO IT’S A SUPERTRUCK

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THE SUPERTRUCK PROGRAM BEGAN IN 2010 AND CONCLUDED IN 2015, WITH FUEL CONSUMPTION RESULTS THAT WERE UNTHINKABLE ONLY A FEW YEARS AGO. ALLAN WHITING LOOKS AT THE POWERTRAIN DEVELOPMENTS THAT WERE INVESTIGATED IN THIS PROGRAM.

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FREIGHTLINER’S SUPERTRUCK GOES PUBLIC Freightliner has proved the worth of gains pioneered in the SuperTruck Program with private and public testing. On one such real-world test – a 312-mile round trip on Texas Interstate 35 between San Antonio and Dallas at an average of 65mph (104km/h) - the 65,000-pound (29.5-tonnes) semi-trailer combination returned 12.2mpg (5.2km/L or 23.2L/100km). That’s around 115 percent better than the average semi-trailer combination on the US interstate highway system today. Interestingly, the performance comes from a relatively small 10.7-litre engine with 390hp (290kW) and 1400lb-ft (1900Nm) of torque. Aerodynamic design is a key contributor to the Freightliner SuperTruck’s efficiency and allows the use of such a small engine. The

truck has a sloped windshield, skirted wheels, and extenders that close the gap between cab and trailer. The grille is shuttered, opening only when engine cooling is needed and the front air suspension can lower the front of the truck at highway speeds. The automated-manual transmission is connected to the navigation system and can time shifts ahead of changes in terrain. The transmission program includes a ‘coast’ function, shifting into neutral under certain circumstances, like when it’s cresting a hill. On descents, the hybrid drive acts as a brake,

while also charging the battery. A new frame and lightweight cab and sleeper materials reduce weight, and an on-demand steering assist system only draws power when the wheels are turned. Freightliner reckons the SuperTruck’s technology would save a typical US trucker around 10,000 gallons (37,860 litres) of fuel per year, but the vehicle is still in the concept stage.

Cummins enthusiastically supported the SuperTruck Program and developed new technologies in the process.

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he USA’s Department of Energy (DOE) SuperTruck program was a public-private, dollar-fordollar partnership that promoted road transport R&D to improve the overall efficiency of Class 8 long-distance, semitrailer combinations. The US$284 million Program aimed to help accelerate the development of advanced efficiency technologies that three of the four Program members pursued. Unfortunately, Volvo declined to provide any information about its SuperTruck R&D. There were three main objectives: develop and demonstrate a 50-percent improvement in overall freight efficiency; develop an engine that achieves 50-percent brake thermal efficiency (BTE) under highway cruise conditions; and develop a technical pathway to achieve 55-percent engine BTE. Brake thermal efficiency (BTE) is a somewhat confusing engineering term, because it has nothing to do with an engine’s compression brake (Jake Brake) or its wheel

reduction with WHR; Navistar adopted hybridisation with improved combustion efficiency and turbo-compounding; and Volvo went for engine downsizing and rev reduction, WHR, and turbo-compounding.

CUMMINS By mid-2014 Cummins had already exceeded the 2015 engine efficiency target, with an achieved 51.1-percent BTE at highway cruise, from a 15-litre ISX engine. Combustion zone improvements included increased compression ratio, optimised piston bowl shape, optimised injector specification and revised calibrations. These engine design changes accounted for around two-percent BTE improvement. Gas-flow changes included less restriction in the exhaust gas recirculation (EGR) loop and increased turbocharger efficiency. These gas-flow improvements accounted for another two-percent BTE improvement. Friction reduction in the engine was achieved by a new shaft seal, a variable-flow

The team is also investigating alternative combustion strategies, including premixed charge compression ignition (PCCI), lowtemperature combustion, homogeneous charge compression ignition (HCCI) and variable valve actuation (VVA). In early 2014 The Cummins-Eaton-Peterbilt SuperTruck achieved 10.7mpg (4.5km/L or 26.4L/100km), but we don’t have figures for the latest powertrain version. On the face of it the Cummins figure doesn’t match that achieved by Freightliner (see box), but the Freightliner vehicle uses a prototype cabin and chassis, where the Peterbilt 579 is based on a stock vehicle.

DAIMLER Daimler’s baseline engine was a Detroit Diesel DD15, but the SuperTruck powerplant was a downsized 10.7-litre six. By mid2014 the Daimler team had demonstrated a 48.1-percent BTE and although Daimler hasn’t released an actual final 2015 BTE figure it has conducted public on-road

“ COMPARED WITH 2010-BASELINE TECHNOLOGY, THE PROGRAM TARGET WAS A 20-PERCENT INCREASE IN ENGINE EFFICIENCY. ” brakes. Brake horsepower is the useful horsepower of an engine, usually determined from the force exerted on a friction brake (dynamometer) connected to the drive shaft. BTE is a measure of how efficiently an engine transforms thermal energy that comes from burning fuel into mechanical energy. The brake horsepower figure is compared with the theoretical power that’s available from burning fuel and is expressed as a percentage. Compared with 2010-baseline technology, the Program target was a 20-percent increase in engine efficiency, from a common industry figure of 42-percent to 50-percent. The major corporations that headed up the four teams of the SuperTruck Program were Cummins Inc., Daimler Trucks North America LLC, Navistar Inc. and Volvo Technology of America Inc. These corporations produced more than 75-percent of the United States’ Class 8 engines in 2010. The four teams chose different approaches to improved engine efficiency: Cummins installed an advanced Rankine-cycle waste heat recovery (WHR) system into a Peterbilt 579 prime mover; Daimler’s route was hybridisation, engine downsizing and rev

lubrication pump, lower-power coolant and fuel pumps, and reduced-friction gear train and iron set. This effort gave a one-percent BTE improvement. The biggest contributor to BTE improvement was the WHR system, based on an organic Rankine cycle and using refrigerant. The system recovered heat from the EGR and oil coolers and the exhaust system, then converted it to mechanical power that was fed into the flywheel. The WHR system contributed around 3.6-percent absolute improvement in BTE, but at the expense of around 150kg of additional tare weight. Cummins isn’t saying if WHR is cost-effective for commercialisation in the future. The SuperTruck prototype engine produced more oxides of nitrogen (NOx), but lower particulate emissions (Pm) than the standard 2010 engine, so changes to the exhaust aftertreatment system were necessary. Cummins’ ongoing R&D to achieve the future 55-percent BTE target involves combustion zone improvements, pumpingloss and friction reductions, and development of the WHR system.

demonstration runs that have resulted in a 115-percent improvement in fuel economy (see Freightliner SuperTruck box). Compared with the baseline DD15 engine the compression ratio and peak combustion pressure were increased, and the piston bowl shape was redesigned. The combustion system priority was altered in favour of thermal efficiency, with reduced EGR volume, so engine-out NOx emissions were three to five times those of the baseline engine. That meant changes to the aftertreatment system, to reduce tailpipe NOx and back pressure. The turbocharger was specified to operate with the lower gas-flow rates that resulted from reduced engine revolutions. An automated manual transmission was used to enable a 300rpm drop in engine speed. Parasitic load reductions were achieved in the water pump and through altered cooling around the mid-stroke area of the liner and the lubrication circuit. A predictive engine controller was developed, to let the engine operate in its best possible fuel economy zone while the vehicle coped with different speeds and loads. This

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controller was credited with up to five-percent relative improvement in brake-specific fuel consumption (BSFC) from baseline. An organic Rankine cycle WHR system with ethanol as the working fluid demonstrated a 1.3-percent BTE improvement. Unlike the mechanically-coupled Cummins WHR system the Daimler one used a thermo-electric device to power a hybrid drive, or to charge a highvoltage battery. Additional heat recovery from the radiator and charge air cooler produced around an additional 0.7-percent BTE improvement. Although Daimler hasn’t confirmed it, further combustion system optimisation, reduction in parasitic loads and a reducedback-pressure turbocharger provided the required 1.2-percent BTE improvement to achieve the 50-percent 2015 BTE objective. Daimler’s plan to achieve 55-percent BTE includes obtaining a 4.5-percent BTE improvement from refinement of calibrations, parasitic load reduction for the air compressor and power steering, and possibly turbo-compounding. The WHR system is expected to be refined to obtain 2.5-percent

BTE improvement.

NAVISTAR The Navistar SuperTruck team temporarily suspended its activities in October 2012, to focus on product launches and resumed work in April 2014. The team had already demonstrated 48.2-percent engine BTE, developed from a baseline 13-litre MaxxForce engine with 42.15-percent BTE. A three-percent BTE gain came from changes to the combustion system, using a higher compression ratio, higher peak cylinder pressure (220 bar) and a commonrail injection system operating at 2900 bar. A further one-percent BTE improvement was obtained from improved air handling, employing variable valve actuation (VVA) and a two-stage turbocharger. Engine friction reduction was accomplished by using electric, variable-speed oil and water pumps, and that added one-percent to the BTE figure. Electric turbo-compounding, using a turbine-driven generator powering an electric motor that was connected to the crankshaft, produced a 1.5-percent BTE improvement.

The Navistar team decided against incorporating a Rankine cycle WHR system, because of its complexity, weight, and long payback period. Navistar’s indicated 55-percent BTE approach in mid-2014 included a compression ignition (RCCI) concept being developed by Argonne National Laboratory, using alcohol/petrol and diesel mixtures. There were also gains expected from further improvements in engine friction, turbocompounding, VVA, and possibly an organic Rankine cycle WHR system.

EUROPE’S NEXT The US SuperTruck Program has been completed while Europe is still to implement its CORE Project. What’s emerged from the USA is a focus on maximising the small gains possible by revising existing engine technology and the employment of add-on equipment that can sap kinetic or heat energy that would otherwise be wasted. At T&TT we’ll keep monitoring these developments.

“THE US SUPERTRUCK PROGRAM HAS BEEN COMPLETED WHILE EUROPE IS STILL TO IMPLEMENT ITS CORE PROJECT.” Cummins’ waste heat recovery technology is still under development.

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Operator

TC10 OUT OF TEN

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ALLISON’S NEW TC10 TWIN COUNTERSHAFT 10-SPEED AUTOMATIC HAS LOCAL COVER TO AUSTRALIA AND T&TT TECHNICAL EDITOR DAVID MEREDITH WAS THE FIRST JOURNALIST DRIVE THE NEW PRIME MOVER TRANSMISSION DURING THE BRISBANE TRUCK SHOW AND HERE IS HIS REPORT

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Prixcar driver Martin Eales is the man normally in charge of the new Allison TC10 equipped Kenworth T359

he Allison Transmission company is not into inflated statements or unrealistic promises. In fact, the company is quite subdued and tends to downplay performance data for its products. Perhaps “under-promise and over-deliver” applies here. So I was surprised when I got hold of a technical brochure on the company’s new TC10 dual countershaft fully automatic transmission. On the front page is the statement, “Allison’s TC10 delivers five per cent better fuel economy.” It follows up on page two with this - “the TC10 achieves the best fuel economy, regardless of driver experience or expertise.” Neither statement has an asterisk or footnote that references a lengthy and incomprehensible disclaimer crafted by overpaid lawyers. It’s just claim one, and claim two - that’s it. Any half-decent fleet owner reading this knows his or her fuel bill for the month and year. So it begs the question, just how much cash is that five per cent worth to you? Given that a dollar saved is a dollar earned, and

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we’re not exactly in prosperous times, the claim deserves a very close look indeed. I first heard about the TC10 a couple of years ago as it was being released for evaluation in the US. Allison boxes reign supreme in vocational work with an unmatched record for reliability and driver ease. Indeed one of our big Queensland concrete fleets was asked why Allison was its preferred transmission. The answer was just two words. “Zero downtime.” TC10 promises to take the advantages of constant torque to the line haul business, presently dominated by Eaton’s 18-speed manual Roadranger and a host of pretty tricky automated manuals. Cost was a perceived problem, as was the diminished advantages of the auto on long-distance cruise. So when Allison extended an invitation to me to be the first Australian journalists to drive the TC10 on home soil I was keen to take up the offer and drive the new 10 speed auto which has been fitted to a Kenworth T359 working as an interstate car carrier. The evaluation wasn’t so much a reliability test

as it was a test of local acceptance. It’s been on sale in the US now for almost two years - that’s how Allison makes the fuel economy claim - so development testing is well and truly completed. Prixcar Services is owned by Toll and the K-Line shipping company, and runs a fleet of car carriers all over the east coast. Its newest Kenworth 359 had been delivered with an Eaton Ultrashift Plus behind the Cummins ISM 11-litre engine. Allison converted the driveline to the latest TC10 before the truck even had its first run. The intention was to prove in the real world how the new TC10 box compares with manual and automated manual transmissions. Car transporting is a specialised business and requires its own unique practices compared to bulk, containerised or general van transport. That became obvious when regular driver Martin Eales briefed me before my test run in the Prixcar rig, which was loaded with seven new cars on its flat pack two-deck car trailer. He clearly had concerns about the welfare of his load as he handed

2. 1. Allison’s push button gear selection makes operating the TC10 even simpler 2. The TC10 installation fits the Kenworth cockpit like a standard original equipment transmission selection module

“TC10 PROMISES TO TAKE THE ADVANTAGES OF CONSTANT TORQUE TO THE LINE HAUL BUSINESS” over his truck. “Watch for overhead. I don’t want a Honda with a tree branch sticking out the front,” Martin smiled. Dave Gordijn Allison’s newly appointed customer service engineer in Australia chimed in to warn me about the high centre of gravity as well. I’d always assumed that car carriers were the equivalent of container skeletons and were pretty light. However the Prixcar trailer weighs in at 22-tonnes empty, due largely to the engineering of the side frames which have to support the entire top deck when it is lifted at least two-metres in the air and fully laden with valuable automobiles. The lifting system means drivers no longer have to climb up onto the trailer’s top deck to secure the cars. Just drive on, step down to the road surface, lash the wheels down and raise the platform.

However when you add seven vehicles including a handful of hefty double cab pick ups, then the truck is operating pretty close to maximum GVM. The TC10 is Allison’s first twin countershaft transmission and is designed to combine the undoubted advantages of a full automatic thanks to the torque converter in stop-start manoeuvering work, with the benefit of ten speeds to deliver enough ratios to cover the demands from start up to long distance cruising speeds with a tall enough top end to ensure low engine revs at the top end. The torque converter helps here as well because it multiplies the torque at start up which means the final drive ratio in the diff doesn’t have to be as low as in a manual ten speed meaning lower engine reves, less wear and lower fuel consumption.

Being a self-confessed fan of full automatic truck transmissions over the wanna-be AMTs, the TC10 is a product I have been eagerly anticipating for some time. The ten speeds are evenly spread to a direct drive ninth, with tenth gear being a 0.86:1 overdrive. The gearing spread allows this Kenworth to use 3.08 diff, bringing highway cruising rpm down to a lazy 1,350rpm. The methodology is pure Allison - a torque multiplier, or converter, is used for take-off, and then the transmission locks up, with changes happening using wet clutches to maintain full and uninterrupted torque from start to top speed. The initial lock-up on the TC10 occurs at walking speed, so there is no torque loss under power and always enough wear-free torque for take-off, even under full load and

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1. Allison’s TC10 is a compact and convenient size thanks to its twin countershaft design 2. Allison executives including Larry Love (left), Robert Cavagnino (2nd from right) and Ashwin Gopalaswamy (far right) discuss the new TC 10 with industry luminary Ken Cowle (centre) at the Brisbane Truck Showroadtrain configuration is not. 3. The Cummins 12-litre mates perfectly with the Allison TC10

Fully laden the Prixcar TC10 equipped Kenworth T359 runs at pretty close to maximum GVM

“IN THE BRIEFEST POSSIBLE TERMS, THE TC10 LIVES UP TO EVERY ONE OF ALLISON’S CLAIMS.” on the steepest slope. All of this means two critical things for Allison owners. Firstly, with uninterrupted acceleration as the transmission changes gears, every drop of fuel goes toward driving the truck down the road. Secondly, there is zero friction wear on take-off, crawling and reversing, and every launch is smooth. Both factors are critical to this application, particularly with the high centre of gravity, so on the surface the transmission appears to be tailor-made. Certainly Martin Eales thought so. His comments were glowing and he confirmed that the fuel efficiency of the truck is several percentage points ahead of the AMTs he has driven during his many years of experience. My drive was not long, but it was in and around light industrial areas, as well as tackling some hills, so the transmission got a

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pretty good workout. The engine was never under stress as the software kept the rpm in the right torque range as low as possible to meet whatever demands I was making of it. The Kenworth T359 is an ideal rig for this task. A tight wheel cut meant better than average turn in, so I never had to use all the road at intersections. When I got back, Dave Gordijn from Allison showed me a feature on the Allison selector module that I hadn’t bothered to check out during previous Allison drives. Holding down the manual shift buttons together for a couple of seconds turns the small display into diagnostic mode, revealing oil temperature and oil level in the transmission. They are two critical checks a driver can do without getting out of the cab and raising the hood, and will be well

received. In the briefest possible terms, the TC10 lives up to every one of Allison’s claims. At this point the TC10 is rated to 600hp and 2,305Nms, but for single trailer use only. Heavier ratings will arrive as local experience is gathered according to Allison executives. Truck manufacturers will do well to get on board with this new Allison transmission and start the process of planning for the digital communication required between their engines and the TC10. At this stage, retro fitting the TC10 to an existing rig is the only possibility in Australia, but if I were in the market for a new single trailer multi-purpose prime mover, I’d be asking questions of the manufacturers about the availability of the TC10 in their ranges when starting the buying process.

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Operator

Photography: Howard Shanks

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TRULY ORE-SOME

T&TT’S ROVING WRITER HOWARD SHANKS TAKES A LOOK AT ONE TOUGH SWEDE DOING THE HARD YARDS IN WA’S PILBARA

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1. The Scania multi-function dash layout is simple, informative and easy to very at a glance. 2. This heavy-duty 7-pin plug is the quick connection point for spare tyre winch. 3. The Gantry at the back holds extra fuel, ad-blue and water tanks along with bunk air-conditioner and spare tyre winch.

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n the north of Western Australia, iron ore mining is the backbone of the region’s economy. In recent times the fall of Iron ore’s price to below $60 a ton has many smaller mining operations questioning their on-going viability. Trimming operating costs to beyond the bare bones is critical in the continued survival during these harsh economic times. One innovative West Australian transport company is trialing Scania’s new 730HP twin steer prime movers in its Quad roadtrain operation to gain the upper hand as Howard Shanks reports . The sun had all but disappeared over the Indian Ocean. Way off in the distance a lonesome train’s whistle blew, signaling the arrival of a massive iron ore train at a nearby rail crossing. At the same time in Fusion Contracting WA’s Wedgfield depot, senior driver Richard Szkurda was putting his lunch bag into the cab of the 730 horsepower twin steer Scania idling in the yard. In a few minutes he would be heading out on a 780 kilometre nightly run to collect a load of iron ore and return to Port Hedland’s unloading facility. The two Scania’s complete two 12-hour shifts each day, with a gross train weight of 171 tonnes. Its a challenging job, not only in terms of the harsh desert conditions and isolation of the Australian outback but also in terms of competing with the private rail-lines run by BHP, FMG and the soon to commence Roy Hill Project. On top of this the falling cost of iron ore has forced many mines to reduce cartage rates just to remain operational. Given these challenges the introduction of the two new 730 horsepower Scania’s into Fusion Contracting WA’s iron ore quad roadtrain fleet 12 months ago was a bold decision, but one that wasn’t taken lightly. It was well researched and only taken after thorough calculations by Fusion Contracting WA’ s owner Jon “Casper” Edwards before he agreed to trial the new 730 horsepower Scanias. “Firstly I was impressed with the Scania’s retarding ability,” Jon revealed. “Which should reduce the need to replace the trailer brake linings as often as we’d been with other brands. To give you an example there are 18 axles on each quad road train set. The cost to reline the entire trailer set is approximately $25,000. “I’d been studying various makes and options for some time to suit our expanding fleet,” Jon continued. “I’d noticed that the power race had, in effect, simply slowed for a while after Volvo (in January 2009) broke new ground with the launch of the FH16 700. Around that time I’d read that some European

commentators were wondering if Scania’s apparent apathy was in fact evidence that 620 horsepower was the limit of its long-serving V8’s power potential.” “How wrong they were,” Jon smiled. Scania carefully considered its options before eventually changing the V8’s metal structure to the lighter, stronger composition of compacted graphite iron, or CGI before boring the block out to 16.4 litres. Then, among a swathe of new and redesigned components attached to this reconstituted hardware were the advanced XPI ultra-high pressure common-rail fuel injection system jointly developed with Cummins, a variable geometry turbocharger, a beefed up Opticruise two-pedal automated transmission, and critically, a substantially bigger radiator and intercooler package. The end result, of course, was a new flagship model called the R730 with a prodigious power peak of 537 kW (730 hp) developed at 1900 rpm, backed by a breathtaking 3500 Nm (2581 lb ft) of torque on tap from 1000 to 1350 rpm. “Certainly I was impressed with new power output,” Jon conceded. “But I admit that I had some reservations about how the Scania would perform up in the Pilbara where some of the hottest temperatures on the planet have been recorded. Jon’s thoughts were well founded, because in reality, most of the R730 trucks sold by Scania around the globe will not be expected to handle the rigors of multiple combinations in outback Australia. For the most part they will be sold in Europe where the 730 badge will be seen as a method of recruiting drivers and retaining their services. Even though trucks in Europe can run up to 60 tonnes, most prime movers pull single trailers and rarely go over 40 tonnes and 90km/h. Here in the Pilbara however they would be expected to haul up to 175 tonnes at 90km/h, around the clock. “Its all good and well to make plenty of power,” Jon explained. “But you have to be able to get it to the ground reliably and I’ve been a fan of Scania’s Opticruise transmission for sometime as our little P310 has one and it is a sturdy and reliable unit.” “However I was interested to learn that the new Opticruise had been revised with improved functionality,” Jon added. Scania report the new Opticruise, one of the first automated gear-changing systems on the market, has been refined in many steps over the years. The concept of a standard mechanical gearbox remains, but the system has been extensively revised with improved mechanical

Road Foreman - Shaun “Smitty” Smith at the wheel of the R730 Scania on the private Haul Road.

“THE TWO SCANIAS COMPLETE TWO 12-HOUR SHIFTS EACH DAY, WITH A GROSS TRAIN WEIGHT OF 171 TONNES.“

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1. components and entirely new software. For instance the gear-changing strategy is designed to continually adapt to the environment, taking into account factors such as road inclination, train weight and engine characteristics, as well as the position of the accelerator pedal to match the response to the speed of the pedal movement. Early down-changes are made to maintain speed on hills without wasting fuel. The new Scania Opticruise also features a Power mode that adapts the gear changing strategy for maximum engine performance. Meanwhile option such as Scania Ecocruise, hill-hold, Scania Retarder and ACC (adaptive cruise control) are fully integrated functionally, when fitted. The Scania is also fitted with load and inclination sensors that are used to automatically adapt the vehicle to the optimal choice of starting gear. No action is required from the driver. There is also a Rocking function, which rocks the truck forward or backward

2. automatically when needed. The system identifies the need for rocking by comparing the rotation of the drive wheels with that of the front wheels. An extra smooth rocking is available in manoeuvering mode, which can be useful in ultra-slippery conditions. The automatic clutch operates independently of driver skills and is programmed to engage fully at low engine revs. Clutch actuation is also adapted to the information from the inclination sensor and to the required starting gear. Hence, the engine speed is raised if needed to pull away cleanly. The clutch is never slipped during gearchanges, only used to disconnect the gearbox from the engine. These functions will effectively protect the clutch and other powertrain components from mechanical abuse. The hill-hold feature, which engages briefly after depression of the brake pedal when stationary, makes starting even more convenient. The hydro-electric control of the

1. Jon “Casper” Edwards’ bold decision to spec Scania R730 is paying dividends. 2. Senior Driver Richard Szkurda says the Scania R730 outstanding features include the driver comfort, visibility and ease of operation. 3. Load with iron ore the R730 Scania departs Iron Valley in Western Australia’s Pilbara region.

automatic clutch is unique in the industry, offering the benefit of particularly precise clutch actuation. The Hardlite trailers and dollies are from local West Australian body builder Roadwest Transport and incidentally feature Swedish Steel “SSAB” which is quenched and tempered. A few of the major factors why these trailers are popular in the Pilbara region for the bulk commodities applications like iron ore haulage is their light tare weight, their ability to tip cleanly and spare parts availability. Meantime driver Richard Szkurda was well on his way to the Iron Valley mine along the Great Northern Highway. Inside the cabin the ride is smooth and quiet. All of the evidence points to something working very, very hard as the truck runs along at a steady 90 kph, but Richard explains the feeling in the driver’s seat is that it’s not working too hard at all. “It’s much the same when it’s loaded,” Richard added. “There is no vibration from

“ALL OF THE EVIDENCE POINTS TO SOMETHING WORKING VERY, VERY HARD AS THE TRUCK RUNS ALONG AT A STEADY 90 KPH”

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“LOOK I TAKE MY HAT OF TO SCANIA FOR GETTING BEHIND THE MINING INDUSTRY AND BRINGING SOMETHING DIFFERENT TO THE MARKET,” It takes approximately 22 minutes to load these Scania quads with iron ore.

the driveline, it all runs very smoothly like a motorcar yet, at the same time, a 171 tonne combination is cruising down the highway.” “Although the driving style is more relaxed when handling a truck like this,” Richard revealed. “It is still vital to remain very alert, at all times. There is no getting away from the facts and four trailers with a gross combination mass of 171 tonnes travelling at highway speed is constantly at risk – driver vigilance is paramount.” “This combination of technologies, both from the driveline point of view and from the electronic control systems, modulating the accelerator and retarder controls, does work well in these long-distance outback-driving situations.” Richard said. Just how well all the gizmos do their job is evident at the fuel bowser at the end of each shift. The R730 averages 630-650 litres of diesel and 40-45 litres of ad-blue per trip. To put that in perspective one of Fusion Contracting’s new Mack truck powered by an MP10 (rated at 600HP) pulling a triple (130 tonne) uses roughly the same quantity of fuel and ad-blue. When asked if there was a down side to the R730 Scania, both Jon and Richard agreed the lack of fuel capacity on the chassis, which necessitated the additional fitment of a gantry to house additional fuel tanks, ad-blue tank and toolboxes. “Scania’s parts availability leaves a lot to be desired,” Jon added. “Don’t get me wrong they (Scania Perth) really try and

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look after us, but there have been a few times we’ve had to wait a week or more for parts to come from Sweden and that chips away at the bottom line. At the end of the month if another truck uses 10-15 litres more fuel but we have better utilization then that is something we have to look at when we next make our purchase decision and that would be a pity because Scania don’t carry enough spare parts to thoroughly back what is shaping up to be durable product.” “Also when the truck is parked up waiting for parts my drivers are missing out on shifts. It’s a serious problem,” Jon emphasized. “Because if they miss too many shifts the good drivers are poached by other companies and good drivers are too hard to find theses days,” Jon exclaimed. “Look I take my hat of to Scania for getting behind the mining industry and bringing something different to the market,” Jon said. “Our Scanias have around 400,000 kilometers and we’re just ironing out all the bugs. Sure there have been few little hick-ups but no more than we’ve had with any other brand and they’re doing a great job with high driver acceptance.” As to how well the new R730 Scania’s are performing? Well according to both Jon and Richard they’re ticking all the right boxes and the same goes for their economy. Are they delivering the critical savings to the bottom line? It may be too early to tell, but they’re still working when other operators have had to park up their trucks, which is positive sign.

1. All the Fusion Contracting trucks are monitored with MTDATA, which mounts neatly above the tipper controls. 2. These two 8x4 R730 Scania trucks are the first to pull quad road trains at gross weights of 160 plus tonnes in the world.

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Operator

READY, AIM, FIRE! WEST AUSTRALIAN VEHICLE CUSTOMISER, PERFORMANCE WEST IS PRODUCING A FAST RESPONSE FIRE TENDER BASED ON CHEVY’S SILVERADO THAT IS CAPABLE OF GETTING TO FIRES FASTER AND SAFER. OUR TECH ED DAVID MEREDITH TAKES A LOOK AT THE INNOVATIVE WA ADAPTATION

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1. The heavy ladder chassis gives the Chevy a load carrying capacity that Japanese pick ups cannot match 2. A deluge system on the cab roof will keep occupants safe for up to 12 minutes, and can be extended to each wheel well also. 3. The ultra high-pressure unit supplies 30-litres per minute at an impressive 82.7 bar, while the high-pressure version delivers up to 1476-litres per minute at 2.1 ba

P 1.

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erformance West is a specialist automotive conversions and race tuning business tucked away alongside Perth’s new Gateway highway in Belmont. Performance West modifies, tunes, converts and prepares anything automotive and currently sells converted US light trucks or pick ups as they’re known Stateside – Dodge RAMs, Ford F series and Chevy Silverados. Performance West sales manager Maurits Hayim contacted T&TT to showcase its latest development, a Rapid Response Fire vehicle which it is currently offering to WA Fire and Emergency Services. I must make a confession. I have always considered US pick-up trucks to be no more than overgrown utes, which are too big, too thirsty, too heavy and too greedy on tyres and brakes. Back home in the States they’re mostly driven un-laden and rarely if ever do carry even the semblance of a load. Perhaps it’s much the same with some Aussie ute owners, but we tend to aim a little tighter and be a bit more pragmatic when it comes to specs and sizes. However when you really become aware of the true load carrying capacity of some of the US trucks the potential is revealed. A closer look at the specific requirement of rapid response fire vehicles and the performance and carrying capacity that is

needed reveals that the US born pick ups and the Chevy in particular could be ideally suited to the task. The spec of the Performance West Chevy fire truck is aimed squarely at the specialised Rapid Response Fire unit role. In WA, the sound of a fire siren usually reveals a regular Scania crew cab fire truck roaring down the road with a Toyota Landcruiser 4x4 tray-top laden with fire equipment and a full water struggling to keep up in its wake. The Toyota back axle is low on the ground with the nose pointing at the sky. That’s not the way it’s supposed to be, but the crews are often frustrated when the so called Rapid Response unit struggles to keep up with the main fire unit. So the US solution appeals for a number of reasons specific to the task. For starters, the rig we were shown by Performance West was built on a current model Chevrolet Silverado LT3500 4x4 crew cab pick-up with single rear wheels, a GVM of 6-tonnes, a towing capacity of almost the same and a Duramax 6.6-litre V8 turbo diesel under the bonnet driving through an Allison automatic transmission. The engine produces a lazy 297kW of power and torque of 1037Nm at 1600rpm. Maurits Hayim enabled us to sample the unit on a loop around Perth’s busy airport area. Fully laden with 800-litres of water(or

800kgs), a foam tank and close to a full tank of fuel, the Chevy was surprisingly nimble on the road. A bootful of throttle drives the the rig forward at surprisingly rapid car like pace, so fire crews have no trouble getting places safely in a hurry. In this sense the ‘Rapid’ part of the vehicle’s title is far more meaningful title and fire crews may even be able to beat the main fire tenders to the scene of a blaze . The Performance West Rapid Response Fire truck can be also be ordered as a single cab version in which case the truck has an extra 1200 litres of water carrying capacity. The fire equipment is supplied and fitted by Fraser’s of Wellington in New Zealand and includes a pair of Darley pumps powered by a 24hp Kubota diesel engine. The ultra high-pressure unit supplies 30-litres per minute at an impressive 82.7 bar, while the high-pressure version delivers up to 1476-litres per minute at 2.1 bar. A deluge system is also mounted on the cab roof and will keep occupants safe for up to 12 minutes in case of a sudden inferno, while this can be extended to each wheel

well as well. Inside the cab is a high quality RHD conversion, with the fire equipment control console fitted between the front seats so there isn’t quite as much the room as there is normally in the standard vehicle, but you can’t forget this is a working truck. Unlike most cab over light duty trucks the Silverado comes with front and side curtain airbags as standard and there is an array electronic safety features fitted to the vehicle for added on road safety and stability. However to guard against heat stress and the potential danger of melted wires imprisoning the crew, the wiring loom is shrouded. Engine air is also drawn from under the front fenders, while the company has cast aluminium external mirrors and door handles to replace the plastic units that would most likely melt if the vehicle was overtaken by fire. Maurits Hayim tells us that Performance West considered most of the US-made light commercial platforms before deciding on the Chevy. For starters, the heavy payload, weight distribution and ultimately the need

for speed, ruled out the Japanese sourced pick-ups and Europeans van derivatives. The major requirement was the need for power to spare and is a vital factor for the safety and peace of mind fire fighters deserve when in harm’s way. The Chevrolet was chosen primarily because the factory actually produces the unit as a fire fighting rig reducing the mods required locally. The Ford F series lost out because the Chevy’s box section chassis rails were stronger and the Dodge Ram required a bigger and therefore more expensive conversion job. Outside of statutory fire authorities some mining companies have already shown interest in the Performance West conversion and in fact the demonstrator truck we drove will be heading to an operator in South Australia if the WA fire service tender is unsuccessful. However that looks unlikely at this stage so given the quality of this Aussie conversion and the versatility of the Chevy Performance West will be almost certainly be building more of these Rapid Response Fire Trucks.

“ THE CHEVROLET WAS CHOSEN PRIMARILY BECAUSE THE FACTORY ACTUALLY PRODUCES THE UNIT AS A FIRE FIGHTING RIG”

The Chevy cab has plenty of room for the large fire equipment panel and ancillary equipment required

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\ Paul Jukes Victorian State Manager, Hertz Truck Rental

Efficiency for hire Australian Truck and 4WD Rentals, the Hertz Truck Rental franchisee for South Australia, NSW and Victoria, has decided to replace all of the manual trucks in its fleet with Allison fully automatic equipped trucks. Paul Jukes, Victorian State Manager, Hertz Truck Rentals, reckons that since adding Allison equipped UD Trucks to the Hertz fleet they have delivered lower maintenance and repair costs as well as saving money when it comes to operating costs. “Our Allison automatic trucks are easier on clutches and brakes and that means we save money, not to mention the reduced down time,” says Paul Jukes. Hertz customers can now enjoy improved productivity through full powershifts, with faster acceleration and increase fuel efficiency in city, and suburban applications thanks to Allison. Fully integrated, sophisticated electronic controls enable precise, smooth shifts and provide expanded prognostics and diagnostic capabilities which reduce driver fatigue, enhance safety and make the truck more reliable and efficient to operate. Make the smart choice…. Allison automatics

New Product

BENZ –

HIT FOR A SIX MERCEDES BENZ NEW AROCS HAS ARRIVED IN AUSTRALIA AND T&TT TECHNICAL EDITOR DAVID MEREDITH WAS THE FIRST AUSTRALIAN JOURNALIST TO GET A CHANCE TO DRIVE THE NEW STRAIGHT SIX POWERED BENZ

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n the road to Hastings, a coastal town south-east of Melbourne, I’m cruising at a speed limited 100kmh behind the wheel of a truck that isn’t on the market in Australia yet. Actually, this one never will be. It’s a development truck, here to be tested by engineers and local operators to see how the new technology fits in with local conditions. There shouldn’t be a problem. The truck has been sold in Europe for the last couple of years, and in fact I drove one in England for T&TT in March 2013, the first Aussie journo to get behind the wheel of MercedesBenz’ new generation big block six-cylinder engine. At the time, the Merc people in the UK were going to run the existing V8s alongside

the new engine. A cynic would say it was just in case the new donk didn’t perform. But the reality was they needed to keep producing the V8 and V6 version for special needs markets such as those in Eastern Europe and Asia, where highly sulphurised diesel fuel, or whatever concoction of chip fat, or E blends they decide to put in the tank would make very short work of Euro 6 emission components with high tolerances. Developing the new engine backwards for these markets was not an option. This test unit is something special though. It’s an Arocs for a start, instead of the familiarly named Actros. Merc have taken the Actros and upgraded chassis, suspension and driveline components for ultra heavy-duty use. Inside Benz it’s called a

construction spec, but in the Aussie market it will be known as the road train rig. It’s spectacularly tall – 5 steps to the cab floor – painted in a Mad Max flat black, and is hitched to a single loaded trailer for my test run. The engine is rated at 625hp, and sports a thumping 3,000Nm of torque, all of which is available in every gear, so the single trailer with around 40-tonnes on board won’t even raise a sweat. It also has two features that I’m going to give a work out and see how they can be used to change driving habits for the better. One is the cruise control (CC) module, with speed limiting (SL) incorporated. The system is designed so you can use either the speed limiter on its own, or use the cruise control along with it. In effect, SL

“AROCS SPORTS A TOWERING CAB HEIGHT, BUT REMAINS SUPER STABLE ON BROKEN SURFACES. CAN’T WAIT TO GET IT HOOKED UP TO A TRIPLE ”

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1. Raised cab is needed to clear top of new engine and give room for ventilation 2. Engine installation is neat and compact.’Old’ V8 is lower but wider 3. Daily checks are all located at face height behind the grille

is a component of CC. On the right of the steering wheel is a cluster of buttons that allow me to engage the CC, increase or decrease the set speed, disengage or resume it. Another button sets the SL. In addition, behind the data screen is a menu that allows me to set the ‘tolerance’ level of the CC. Do I want the CC to allow a 6kmh overspeed or less? The second feature is the new Benz engine brake. It’s a Jake brake with five stages and is operated by a stalk on the right hand side of the steering column. The same lever is used to engage gears and operate the Powershift transmission in manual mode when required. Both features need to be looked at because they interact when used properly. In particular, when CC is engaged and the truck heads down a hill that takes the speed over the set tolerance, the SL system will kick in to engage the engine brake in increasing stages to keep the speed within the tolerance level. If maximum engine brake won’t do the job, even with the gearbox grabbing lower gears, the system will apply the service brakes to assist further. As soon as speed gets back to the CC limit, the engine brake is disengaged and the set speed is resumed. All without using your feet. But I’m going to try something different. The Hastings road is more or less completely flat, so I’m not going to get

the SL to engage. But the road is riddled with roundabouts in between 100kmh sectors. What I need to do is manage the settings to keep momentum up, negotiate the roundabouts in safety and save use of the service brakes. That’s the most efficient mode. So here I am at 100kmh. Occasionally, the truck hits a very slight downhill, and although it doesn’t speed up, no power is required. The freewheel function disengages the drive and the engine falls away to idle speed. When power is need again, the system engages the right gear and brings engine rpm back up to match, and off we go again. I see the first roundabout up ahead. Instead of switching CC off by using the footbrake, I engage the engine brake (which suspends CC) progressively so I arrive at the roundabout at a safe speed. There’s little traffic so I just need to steer my way around. But roundabouts wash off a lot of speed, so I need some throttle to maintain momentum. If I disengage the engine brake, the CC will immediately take over and try to accelerate me back up to 100kmh – too much acceleration too soon. So I leave the engine brake on (which keeps CC on hold), and use a little bit of foot throttle (which interrupts the engine brake ) to idle my way around the intersection. When all’s clear, I flick off the engine brake, CC ‘sees’ the open road ahead, takes over throttle duties

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“I CAN SEE ROAD OBSTACLES A LONG WAY AHEAD, SO I’M ABLE TO HANDLE EVERY ROUNDABOUT WITHOUT TOUCHING THE SERVICE BRAKES” and the rig accelerates smoothly back up to cruising speed. The next roundabout comes into sight, and I repeat the process. Engine brake on, slow down to safe speed. Leave it on, use the throttle pedal to get around, when all’s clear, engine brake off and here we go again. Sitting up so high I can see road obstacles a long way ahead, so I’m able to handle every roundabout without touching the service brakes, except one instance when traffic required me to stop completely. This way, brake wear is minimised, and fuel is optimised as the CC system will only accelerate the truck at an efficient rate of fuel flow and revs. It skips gears to fully

1. Lots of power outlets on the dash and in the sleeper 2. The remote does a lot more than just lock/unlock the truck. You can run the airbags, lights and idle by wireless. 3. Bigger fuel and AdBlue tanks are on the menu for the road train role 4. Fold-down steps get you up to the windscreen to shift the bugs 5. Driver’s office is superb, with every control available without stretching and the key ones on the wheel

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exploit the huge torque band of the new engine. It begs these questions of operators. What would happen to your fuel and maintenance bill if you trained your drivers to use these features to their maximum capability? How much are you spending on fuel each month? What about brake maintenance? Calculate a ten per cent fuel saving, and a 40 per cent brake maintenance saving and ask yourself, “what could I do with that cash?” It’s worth a bit of thought, and if you do your homework carefully, maybe MercedesBenz’ new Actros or Arocs will find a place in your fleet sometime soon.

The power is in your hands.

Getting a Star is all about choices, and we make sure thereâ&#x20AC;&#x2122;s profitability in every one. With the liberty to select your sleeper length, engine, differentials and many more, the power is in your hands. Itâ&#x20AC;&#x2122;s the attention to detail and driversâ&#x20AC;&#x2122; needs that has formed Western Star Trucks into what it is today: the ultimate in comfort, power, convenience and durability. westernstar.com.au

LCV

TRAFIC JAM A FINE NEW FRENCH VAN BUT THE LACK OF A SELF SHIFTER IS A PROBLEM FOR RENAULT

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1. The Renaultâ&#x20AC;&#x2122;s styling sets it apart from other vans in the market adding some Gaelic flair to the cargo carrying market 2. Big wide opening rear barn doors along with the sliding side doors give, easy loading and unloading in the Trafic 3. The new Trafic is full of clever ideas, from the nifty fold down middle seat that turns the areas adjacent to the drivers seat into a work desk

&TT was invited to the at the launch of the new Trafic in Adelaide recently and sampled the new range of French cargo carriers and can report that it is a confident and accomplished workhorse with strong credentials in terms of performance, handling, efficiency, cleverness and capacity, however the lack of a self shifter may prove a challenge for Renault’s local team in a market where many fleets are demanding automatics. We don’t want to labour the point because the Trafic is a very good van, however with the previous model featuring an automatic, which accounted for 40 per cent of its total sales, the task of equalling the impressive sales figures and growth of that superceded model will be a challenge. Renault took the previous Trafic to number three in its class last year in Australia, behind the market leading Toyota HiAce and Hyundai’s iLoad, with the Renault capturing 1643 sales and 10.3 per cent of the mid size

driver and passenger adding close to another 200kg it handled the rolling terrain of the Barossa, Eden Valley and Adelaide Hills easily and without fuss. Handling was another strong point. The Renault engineers have gotten the damping just right, firm but not to hard and with very direct and communicative steering it’s easy to forget you are driving a van. It is also very quiet, and the driving position is very good with excellent vision and comfort. The new Trafic is full of clever ideas, from the nifty fold down middle seat that turns the areas adjacent to the drivers seat into a work desk, with a detachable clipboard, optional phone and tablet cradles and a plethora of cup holders to a range of cargo stowage ideas and features behind the solid bulkhead in the load area. The standouts are the flaps built into the lower bulkhead that open up to deliver extra length up to 4.55 metres in the load area for long items like pipes and conduit. There also plenty of tie downs points and looks in the load area adding to the versatility.

There is a full suite of electronic driver aids including ABS, ESC, anti rollover protection and load adaptive control as well as hill start assist. Three option packs are available, the Pro Pack, Premium Pack and the Lifestyle Pack at $1290, $1990 and $2490 respectively. The Pro Pack bundles driver and passenger lateral airbags, wide-view mirror, phone cradle and full plywood cargo lining along with an anti-slip timber floor. The Premium delivers the same as the Pro Pack save for the ply lining and anti slip flooring, but also gets a 7” touchscreen multimedia and navigation system with an Arkamys sound system radio, 17-inch alloy wheels and cloth upholstery and premium dash, along with a few other aesthetic goodies. The Lifestyle Pack has all of that plus heated seats, Automatic climate control, hands-free key card, body coloured front bumper, body coloured rear light column and body coloured door rail Regular warranty is three years and

“THE FRENCH POWER PLANT ALSO BOASTS FRUGAL FUEL CONSUMPTION WITH 6.2 LITRES PER 100KM” van market. The new Trafic has a lot going for it, particularly in terms of its dynamics and performance from the seriously impressive 1.6 litre twin turbo diesel. There is also a single turbo dCi 90 diesels, which is the entry level engine, however we only had the chance to drive the 140 kW/370 Nm dCi 140 twin turbo during the launch program. Mated to a very slick six-speed manual the Trafic handled the variety of Adelaide city, suburban and outer urban roads on the way to and from the Barossa with real aplomb. While its two main rivals from Toyota and Hyundai have much bigger engines (2.5 litres for iLoad and 3.0litres in the HiAce), the little Renault 1.6 twin turbo well and truly holds its own, and in fact produces an a substantial 24 kW and 54 Nm more than the Toyota and 4kW and around the same torque as the Hyundai. The French power plant also boasts frugal fuel consumption with 6.2 litres per 100km, that’s 2.1 litres per 100 better than the previous Trafic. The bottom line is a van that performs strongly, accelerates hard, is quiet, smooth and even with 300kg load on board along with a

The cabin area has an impressive total stowage capacity of around 90 litres across 14 bins, trays and cubbyholes ranging from 0.2 to 54 litres designed for the everyday items business users have to stow, from drink bottles, cans and cups to mobile phones, tablets, notebooks, pens, hard hats and boxes. The largest and cleverest stowage is situated beneath the front passenger bench seat of the Twin Turbo models and boasts a capacity of 54 litres. Excellent all round vision is another feature with Trafic’s reverse-camera displaying its image in the rear vision mirror It also has a large rear window allowing great rear view when not fully loaded, while the side mirrors have convex twin-section glass. It also has an additional large mirror behind the passenger sun-visor that offers an extra wide view down the passenger side. The Trafic comes in two lengths either the short wheelbase L1 or the longer wheelbase L2. The 3098mm wheelbase L1 boasts 5.2 cubic metres of load space with a 3.75 m cargo area length while the 3498 mm wheelbase L2 has 6 cubic metres in its 4.15 metre long cargo area.

200,000-kilometre warranty and Renault’s is offering capped price servicing for $349 per calendar year for the first three scheduled services. Trafic has 30,000km service intervals or one year whichever comes first, meaning minimal downtime and low running costs, which Renault reckons will increase the Trafic’s market appeal, as will the special launch offer of a 5 year/200,000km warranty for vans purchased in May and June. Pricing is strong with the entry level L1 H1 featuring the single turbo dCi 90 at $33,490 before on-road costs. The single turbo engine is only available in the L1. Moving up the L1 H2 with the twin turbo dCi 140 will set you back $36,990 plus on roads while the long wheel base L2 only comes with the twin turbo 140kW donk at $38,990 plus on roads. Its very competitive pricing and should keep the Trafic in the game, but it would be better placed in the game if there was an automatic option. We feel certain Renault Australia MD Justin Hocevar will be beating a path to HQ in Paris with the request “auto si’l vous plait?”. Lets hope for his sake and for the sake of Aussie van buyers that the French eventually answer “oui!” at some point in the future.

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LCV

THE DAILY FRESH LOOKS, AN EIGHT-SPEED AUTO AND BETTER ECONOMY ARE THE FIRST EXPRESS

400 Text: EIGHT SPEEDS. That’s the cog count for the ZF automatic in Iveco’s new Daily. The new optional fully-automatic box, dubbed Hi-Matic by Iveco, is the headline for Iveco’s revised 3.5 to 7-tonne van and truck range and replaces the previous mechanized manual to helps make Daily more efficient and easier to drive. The new model arrives in Australia with a strong heritage – the nameplate dates back to the mid-70s in Europe – and a good CV: the 2014 European Van of the Year, awarded by a 23-member committee who look at factors such as comfort, safety, innovation and cost of ownership. Iveco has a long heritage in Australia, too, with a decent dealer and service network and Aussie Iveco staffers seem genuinely proud and confident in the new model for urban, regional and interstate work. Let’s take a look.

POWER AND GLORY As with the previous-gen model sold in Australia, the new Daily is available in

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a handy range of van, dual-cab and cabchassis configurations. Built on a separate C-section chassis, they’re all rear-drive, too, two fundamentals that Iveco mentions – quite reasonably – as assets, even for lighter-duty, urban-based delivery vehicles. The new range has power-plants of 2.3 and 3.0-litres with three levels: 126 - rounded up to 130 for the lightest Daily’s ‘13’ model badging – plus 170 and 205hp. The two more powerful engines are a 3.0-litre long block fitted with either single (170hp) or twin-turbo (205hp) externals. The smallest 2.3-litre engine is a conventional turbo and fitted to the van-only but thankfully all three engines are available teamed with the new ZF eight-speed auto. Iveco claims substantial cost of operation and efficiency gains with its three bespoke commercial-vehicle engines featuring variable voltage charging (180A) and a ‘smart’ cooling system (and its associated in-cabin climate control). Iveco worked with Petronas Lubricants to develop a synth lubricating oil specific to these low-ring tension engines to

reduce friction and with DPF, support up to 40,000km service intervals. There’s also a driver switchable E-Mode for each engine which helps to eke-out efficiency with the cumulative fuel consumption gain, from mechanical improvements and better aero from the Daily’s new style, being around four percent. Chassis-wise, all Dailies have independent front suspension. The 35- models have a transverse leaf spring (1900kg axle load) and the heavier-duty models (placarded and badged for car licence 45- , plus 50- and 70-) roll on adjustable longitudinal front torsion bars with a rating of 2100g to 2500kg under more substantial chassis. Chassis electronics includes the show-bag of ABS, EBD, EBA and the latest iteration of ESP that also incorporates trailer sway mitigation. Towing is up to 10.5T combo so the Daily will continue to be popular with fifth-wheelers. For better traction, there’s also an optional diff lock on 45- and heavier models and rear air-bag suspension optional on all models. Speaking of traction, the previous-gen triple

MAIL

DELIVERIES FOR IVECO’S NEW DAILY AS T&TT’S GLENN TORRENS REPORTS diff-locked 4x4 model – it’s getting deserved attention from rural fire fleets as well as the touring/motorhome market - will sell alongside the new Daily until early next year. We’re looking forward to the new one arriving!

CABIN AND COMFORT The default front seating is three but with the available passenger bucket and dash-mounted shifter, it’s a walk-through. The driver’s seat is sprung and heated in all models and cruise and climate control are standard. The dash is well-styled but presents a large expanse of black that we reckon would be better as dove grey for coping with hot sun and hiding the appearance of dirt and dust. The instruments are clear and concise and sit in front of an adjustable-reach steering wheel that, with the tilt-adjustable seat, offers a good driving position. It’s marred just slightly by a lack of a rest or an indent for the driver’s left foot on the no-nonsense floor mat. The deep side glass and windscreen allow excellent vision. The available interior storage is handy

– almost overwhelming. From above the sun visors to the three lift-up bins on top of the dash, to the bases of the doors, there is storage everywhere. However, we can’t see the magnetic shuts on the lower door bins coping too well. The three-seater front - and dual cab’s four-seater rear – benches have lift-up cushions revealing huge storage bins. There are also small storage stashes, accessed from the load area, above the cab in vans. There are dual 12V and a single USB sockets in the lower ledges of the dash – maybe too low to be handy for on-the-run phone charging - as well as plenty of switch blanks and a spare DIN-sized aperture. Four airbags are fitted.

LUGGING THE LOAD Daily has a new, 55mm lower load floor for easier loading: now 672mm. With two wheelbases, three lengths, three roof heights and optional off-side sliding door, van models offer 9, 12, 16, 18 and (nearly) 20m3 volumes over chassis that offer GVMs of 3.8 to 5.2 tonnes.

Significantly, the cabin barrier in van models allows easy gas sealing/firewalling and is assembled into the body with rivets, allowing easy removal –and no unpainted edges - for motorhome/ambulance walk-through. Cab chassis models have a rear wall that appears to be easily cut ‘n converted for similar purposes. Iveco techs assured us of easy support and interfacing with aftermarket accessories/ equipment and dual-battery systems, which is good news for ambulance and motorhome specialists. As mentioned, the alternator is 180A which should feed plenty of accessories but as seen recently in the 4WD touring market, variable voltage can create havoc with aftermarket equipment. The Daily is pre-wired for trailer harnesses. The cab-chassis arrives with two wheelbases and GVMs of 4.5 to 7 tonnes (4500kg payload). The rivet- and fastener-free chassis rails’ have a smooth top surface - a nice touch that will make body integration/installation easier and provide a stiffer and more durable outcome. Pre-bodied height is less than

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700mm. Iveco has decided to offer the option of a factory-built 22-seat bus and factory-integrated three-way tipper option and there’s a largely Australian-developed and made range of protection and convenience accessories, too, right down to old-school headlight covers!

ON THE ROAD Our first drive of the new Daily at the Australian Automotive Proving Ground in Victoria revealed what a sweetie the new auto is. Although not all engines are available in all chassis/models, thankfully an eight-speed auto is available with all engines so even the local flower shop delivery girl can score an auto. German mob ZF knows a bit about transmissions and although this one is a bespoke truck trans, it takes on plenty of car tech: a ‘Sports’ manual shift and a driver selectable Eco-mode and - behind the scenes an adaptive shift that adjusts its shift strategies depending on speed, driver input – such as how hard the throttle is being tickled – and

terrain as sensed by the chassis electronics. However, although the shifter is very closeat-hand, it does take a little time to get used to the gearshift actuation: even after driving several Dailys back to back, the gearshift actuation wasn’t quite ‘get it? got it! good!’. Time-on-task will no doubt improve this but with Power and Eco modes selected by the shifter, it’s information overload down there and in light of fleet and hire use, Iveco would have been better adopting an easier strategy for its new auto shifter. The six-speed manual shifter is a little vague on first acquaintance. The manual’s E-mode is selectable from a dash-mounted pushbutton and it defaults to power mode, which we reckon is a plus. The auto defaults to Eco mode – meaning you need to slap the shifter to get Power. Not that we needed to - Eco mode doesn’t feel lazy, especially with the top-tech 205hp (175kW) twin-turbo - but we were driving unladen on a proving ground’s flat terrain, not loaded in the hills of Sydney’s northern beaches or running the Coffs-to-

Armidale or Atherton Tablelands delivery run. Could the default-to-Eco frustrate some urban delivery drivers who want zing all the time? We’ll wait and see on that point. For what it’s worth, we saw a hand-timed 80-110km/h time of 12 seconds for the 130 and less than 10 seconds for the 205hp so the new Daily doesn’t slouch. Wind noise was commendably low, as was cabin noise/ booming with the unlined and unladen vans. Our simulated panic stop – performed with the left two wheels on grass and right on the bitumen – saw the Iveco pull up in a controlled manner, with just a little left-hand down required to keep it all square. The turning circle on the shorty van is 10.5m kerb to kerb.

THUMBS UP? Iveco claims with its leading power, torque and payload, plus the Hi-Matic eight-speed auto, the Daily is the best vehicle in its class. It’s difficult to argue with that. We reckon Iveco’s new Daily is set for success.

“WITH UP TO 205HP, THE NEW DAILY IS NO SLOUCH”

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MONEY MATTERS PAUL CLITHEROE TAX BREAKS FOR SMALL BUSINESSES AND WHERE THERE IS A WILL THERE’S A WAY

he Federal government’s 2015 Budget offers valuable tax breaks for small businesses. Most notably, small enterprises will be able to claim an immediate tax break on new equipment costing up to $20,000, a rise from the $1,000 threshold in place prior the Budget. This $20,000 limit applies to each individual item, and small businesses can apply this $20,000 rule to as many individual items as they want. Small companies with annual turnover below $2 million will also benefit from a reduction in the tax rate from 30% to 28.5%. Unincorporated small businesses will receive a tax cut of 5% from 1 July 2015. It’s welcome news for the small business sector. But there is one thing self employed workers can already do that provides tax savings today while giving them a valuable

contribute to super, a step that in itself offers generous tax breaks. Self-employed workers aged under 49 as at 30 June 2014 can claim a tax deduction for super contributions of up to $30,000 in the current tax year. That figure rises to $35,000 for the self-employed aged 49 years or over as at 30 June 2014. You will need to let your super fund know you intend to claim any super contributions as a tax deduction. And if you plan to make a contribution in the current financial year, act quickly as it can take time for funds to process your payment. Growing your super may not be as exciting as buying, say, a new car or computer for the business. But many of the purchases that qualify for the government’s new $20,000 immediate write off are likely to have a limited lifespan. Being able to claim a tax

Skinner has not only provided a valuable legacy to the club he loved, he will also be acknowledged for many years to come through the memorial plaque. It could be a very different story for the some 45per cent of Australians who don’t have a formal will. When we die intestate (without a will) we can leave behind a mess for families, friends and even business associates to sort out. And if things turn nasty, as they can do, the people who matter most to you could face years of legal wrangling as it’s left to the courts to sort out who inherits your estate. All this can be avoided by having a will drafted by your solicitor. It will set out what you want done with your property and possessions after your death as well as making provisions for all your dependents including elderly relatives. It gives you peace

“GROWING YOUR SUPER MAY NOT BE AS EXCITING AS BUYING, SAY, A NEW CAR OR COMPUTER FOR THE BUSINESS” benefit in the future - and that’s growing their super. Without employer-paid super contributions, many small business owners are short-changed in retirement. Figures from the Association of Superannuation Funds of Australia (ASFA) show the average self employed Australian retires with around $120,000 in super, compared to $180,000 for wage and salary earners. Worryingly, over 250,000 self-employed people have no superannuation at all. Sure, some business owners will be able to sell their business to fund retirement. But plenty won’t. In many cases the value of a small business hinges almost entirely on the owner’s personal skills. On retirement, many of these people could find their only real asset is their tools of trade. The latest Budget measures will hopefully make it easier for business owners to

break for building retirement savings that could support you for many years further down the track still stacks up as a very good deal. On another front a recent news story reminded me of the importance of having an up to date will. Like me, you may have read that the Sydney Swans club is arranging a memorial plaque for one of its long term supporters ñ a man named Royce Skinner, who died in 2014. What makes the story so interesting is that Mr Skinner had no direct family, and he chose to bequeath what is believed to be a six-figure sum to the Sydney Swans Foundation. The thing is, without a formal will in place, and no immediate next of kin, there’s every chance Mr. Skinner’s wealth could have ended up in the hands of the state government. But by choosing to make his wishes known in a formal will, Mr.

of mind and provides certainty for family members. For the cost of around a few hundred dollars I think it’s preferable to employ your solicitor to prepare a will. This should ensure it’s written up properly and more likely to withstand legal challenge. If you already have a will in place, take a few minutes to think about any significant changes to your life over the last year, like the purchase of additional assets, the sale of old ones, or even a shift in your relationships, and consider if your will should be updated in light of these.

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

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