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Transport FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& Trucking Australia

www.truckandbus.net.au $8.95 incl. GST Issue 106 Dec /Jan 2015/16

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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 Follow us on Facebook at Truck and Bus Australia Editor in Chief Allan Whiting nofibspublishing@bigpond.com Features & Technical Editor David Meredith dvm@bigpond.com.au Art Director Luke Melbourne www.groeningdesigns.com.au Advertising Sales David Hosking Tel: 03 9857 3933 Mob: 0409 403 012 otadh@tpg.com.au

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& Trucking Australia

FEATURES

16

HALF CENTURY - FULLY LOADED

24

ALL ABOARD - THE TRAIN IS A COMIN’

32

HAULING HOGS

38

ITS NOT EASY BEING GREEN

44

GETTING STARTED

50

UTE-ILISATION

60

MOVING PEOPLE IN STYLE

Allan Whiting looks back at the first ACCO win-steer and takes the architect of the longest-running truck model in history for a play in the latest 2016-model 8x4.

Howard Shanks heads to the Pilbara to sample the World’s longest road registered road train

16

44

Tech editor David Meredith slides behind the wheel of Freightliner’s latest Coronado resplendent in Harley Davidson colours for a run down the Hume

Tech editor David Meredith had the chance to drive Scania’s advanced Euro VI trucks on an intercity run and came away impressed

We visit a fledgling trucking operator and find out how he has made his start in the cut throat road transport industry

T&T puts the best selling workhorses through their paces to determine the best buy

We take Mercedes’ latest Valente people mover for a spin

Editorial Contributors Barry Flanagan, Mark Bean, Howard Shanks, Glenn Torrens

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.

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Single copy price $8.95 incl. GST

50 DEPARTMENTS

04

BACK TRACKS Musings from the Editor

06

HIGHWAY 1

News and info from all over

64

MONEY

Paul’s latest advice on finances

BACK TRACKS ALLAN WHITING CHANGE

H

aving spent a pleasant few hours with retired truck engineer, Colin McKenzie (see the ACCO story on p14) I started thinking about the degree of change in our road transport lives since the 1970s.

Let’s start with the rolling bits. Tubeless tyres are taken for granted these days, but although the tubeless truck tyre dates back to the 1950s the take up in Australia was very slow. Scepticism was one reason, but practicality was the main one.

Back then, Europe and North America used mainly disc wheels that were easily redesigned for tubeless rubber, but in Australia almost every medium and heavy truck ran on cast spoke wheels, with 20-inch demountable rims. These shallow-well, twopiece rims couldn’t mount tubeless tyres and deep-well 22.5-inch tubeless rims were slow in coming.

Today, no-one would wish a return to bias-ply, tubed tyres that typically returned mileages of only 15,000km for steers, 25,000 for drive tyres and 60,000 for trailer rubber.

Drum brakes on modern trucks may look much the same as those of the 1970s, but they’re bigger and faster acting, plus they have the advantage of ABS electronic control. ABS hardware has made it

possible to incorporate electronic traction control and stability control.

Apart from circuitry in radios and CBs there were no electronics in 1970s’ trucks The leaf spring is still with us, but most of today’s are longer taper-leaf types that have little interleaf friction and are softer-riding.

Heavy truck drive axles invariably have full air or air-leaf suspensions. Yesterday’s leaves were short and were poorly damped by single-acting shock absorbers or none at all.

Remember the ‘RT Hendrickson Hop’?

In the 1970s almost no-one thought about ‘emissions’, because Australia didn’t have any truck exhaust emissions legislation until 1988.

The Detroit Diesel Series 60 was a landmark engine in 1990, because it was not only GM’s four-stroke replacement for the venerable two-stroke 53, 71 and 92 Series engines, but was the first heavy truck engine to be designed around electronicallycontrolled fuel injection.

It used camshaft-driven unit injectors that were familiar enough, but the injected amount of fuel was determined by an onboard computer. (Around the same time, Tim Berners-Lee, a researcher at CERN, the high-energy physics laboratory in Geneva, developed HyperText Markup Language – HTML - and the World Wide Web was born.)

Electronics allowed engine makers to improve fuel economy and reduce emissions and that led to tighter regulations. Today’s engine bays are crammed with injection and emissions control equipment that hadn’t been dreamed of in the 1970s.

I don’t know if you’ve ever had a crack at a 1970s’ two-stick truck transmission, but it’s an acquired art, I can assure you. I reckoned I was ‘spoilt’, cutting my gear-changing teeth on early Road Rangers – remember the 13-speed with a chrome knob on top and a splitter valve that pinched the skin on your hand – but some young drivers today find the RoadRanger daunting. They should try a two-sticker!

The constant-mesh, manual-shift heavy

truck transmission is still with us, but is rapidly being overtaken by automated versions that never have a bad day and never get tired.

Nearly all medium truck boxes these days are synchronised or automated, in contrast to the wide-ratio, non-synchro five speeds of the 1970s, paired in many cases to a twospeed rear axle. The loud ratcheting sound of a poorly-timed two-speed shift and the final engagement clunk are with me still…

And so to in publishing, without evolution and change we’d still be publishing in black and white on paper that would leave the print on your fingers as you thumbed the pages. Thankfully we have moved on from those days and you will notice some changes to our masthead here at Transport & Trucking.

We have dropped the ‘Today’ from the title and replaced it with Australia, which we believe better reflects the magazine and its aims as well as giving the masthead a cleaner and more contemporary look.

Inside you will find all the usual great stories, news and features nothing has changed on that front, we will continue to give you the best writing on trucks and the transport industry. Along with the ACCO story we have plenty of other great stories in this issue including a terrific yarn from Howard Shanks on the latest spec Kenworth hauling the recently approved 196 tonne gross quad road train with an impressive 140 tonne payload. Tech ed David Meredith road tests the latest Freightliner Coronado as well as Scania’s Euro 6 compliant R580.

We also feature our first big compare, running the tape measure over some of the best selling extra cab utes on the market. After an exhaustive test in the NSW Southern Highlands, Glenn Torrens has done a great job putting this four ute comparison together and it is a great read, so take a look for yourself All that and a whole lot more in the new look Transport & Trucking. Take it easy and see you in 2016.

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D VIEWS FROM ACROSS TH

SCANIA’S NEW AUSSIE FIN ANCE

ARM / HINO LAUNCHES NE W

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Scania Finance Australia’s Peter Taylor

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SCANIA ANNOUNCES NEW FINANCE ARM AND SAYS VW SCANDAL WON’T AFFECT THE SWEDISH TRUCK MAKER Scania bring s successful finance concept down under and recruits more independent dealers SCANIA HAS ANNOUNCED it will launch its own finance arm toward the end of the first quarter in 2016. Scania Financial Services (SFS) has had a great deal of success in European markets and will bring the model to Australian under the leadership of long time SFS executive Peter Taylor.

Taylor has moved to Australia from his native England where he headed up the company’s finance arm after a long and successful history starting up and running SFS subsidiaries in England, Ireland and Italy. Taylor’s title will be business development director and country manager for Scania Financial Services Australia.

“After a lotto consideration and discussion the board decided the time was right back in September and we will start at the end of Q1,” said Taylor at Scania’s annual end of year briefing and Christmas media gathering.

Finance will not be the only part of the SFSA model with the company also planning on launching an insurance arm later next year.

Scania Australia managing director Roger McCarthy has worked with Taylor over the past 12 months to bring the SFS model to Australia.

McCarthy pointed out that Taylor had a number of successes including reviving

SFS in Ireland in the aftermath of the GFC, succeeding in one of the most difficult economic climates, as well as working in the challenging Italian market.

Scania says the new SFSA operation will be internally funded, using the cash reserves of the highly profitable truck manufacturer’s own treasury, rather than sourcing funding from banks. Taylor says the offerings will be more attractive and flexible than banks and other finance companies can offer.

“Banks tend to give either a yes or no answer, whereas we want to work with Scania customers and put together finance solutions that work for them and are tailored to their business requirements,’ said Peter Taylor.

Meanwhile Roger McCarthy dismissed suggestions that Scania Australia might be the perfect Australian partner for parent company VW’s under performing sibling, MAN. While rumours that MAN’s current local distributor, Penske might look to divest itself of the German brand given its lacklustre sales performance are rife in the industry, McCarthy said he didn’t see the MAN brand as a good fit with Scania in Australia, despite the back of house efficiency gains that may come from such an arrangement.

“I couldn’t see it working in Australia and there is no plan to do it,” said McCarthy.

Pushed as to whether VW’s current emission woes and the growing cost burden that the scandal is placing on the German giant, might affect the Swedish truck making subsidiary, McCarthy said he did not think the worries would impact Scania.

“There is nothing that would point to the VW problems impacting Scania, we are highly profitable and run as a separate business,” said McCarthy, adding that Scania was not for sale.

Also at the gathering the urbane McCarthy signaled that a number of independent dealers had been added to Scania’s sales network alongside the company’s largely company owned stores. The company has added new independent trucks sales dealerships including RSC Diesels in Cairns (formerly a Scania parts and service dealer), Spanns Trucks in Toowoomba and NJs in the NSW Riverina centre of Wagga Wagga.

Until now Scania’s sales network had just one independent dealer, Coffs Harbour’s K&J Trucks. However McCarty said he believed it was good to have a balance between company owned and independent operations as the network expands, particularly in larger regional centres.

LIGHT DUTY AND BANS BOOM WHILE HEAVY TRUCK SALES STALL IN NOVEMBER NOVEMBER SALES OF heavy-duty trucks have proved to be less than impressive prompting industry body, the Truck Industry Council (TIC), to warn it may be the worst year-end in more than five years.

Despite this gloominess the Australian truck and heavy van market, over 3,500kg GVM finished November with total sales of 2,853 sales, up 161 units on October and up 248 vehicles over November last year.

While the result for November was solid, the news is not positive for all industry segments according to TIC. The growth for November came from better light duty truck and van sales and a slight gain in the medium duty truck segment.

Heavy truck sales continue their yearlong decline with fourth quarter sales in October and November totaling just 1664 units, the lowest heavy truck volume since 2010.

Heavy Duty sales were down again in November with a total of just 802 units delivered, down 17.2 per cent or 167 trucks, on November 2014. The trend is slightly better year-to-date with heavy sales only down 8.2 per cent or 793 units for the year to the end of November.

TIC Chief Executive Officer, Tony McMullan, noted that the heavy-duty segment was struggling at a time of the year where sales are typically strong.

“The months of October and November are generally strong for new trucks sales particularly in the Heavy Duty segment, as fleets gear up for the festive season demands,” said Tony McMullen.

“It is disappointing that road freight companies are either not seeing the demand for increased road freight, or they are simply not committing to new heavy truck purchases,” he added.

“Sales at the top end of the truck market are so bad that we are potentially facing the worst final quarter result in this segment for five years.”

“TIC has been calling on government for some time to look at the introduction of incentives to aid the purchases of new trucks, but while we wait for government to consider this we see new truck sales at the top end of the market continue to stall.”

“On a more positive note it is encouraging to see light duty Truck and Van sales continue to grow over those of 2014 and Medium Duty truck sales remain solid for the month of November 2015.” Mr. McMullan concluded.

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HINO ANNOUNCES NEW CUSTOMER CARE PROGRAM Hino unveils its multi faceted Advantage program HINO HAS ANNOUNCED a new and comprehensive customer care program, claiming it has drawn on the experience and resources of its parent company Toyota as well as its own experience operating in Australia for the past 50 years.

Hino says the new customer-care program, called Hino Advantage, has been designed to be accessible at any of its 60 dealers around the country.

Hino Australia chairman said We called it Hino Advantage because that’s what it guarantees - a whole range of

008 www.truckandbus.net.au

business-building benefits that will save you money, worry, and really advantage you over the long haul.

“One thing is for sure - with Hino Advantage along for the ride, it’s set to be a long and profitable road ahead,” Mr. Lotter added.

Lotter says Hino Advantage is a comprehensive package that starts with Hino Financial Services with options including finance lease, business vehicle loan and fleet financing.

As well as that Hino says its Service Agreements offer predictable servicing

costs, under a single monthly service fee eliminating unexpected costs.

Hino’s standard three-year new truck warranty can be extended for a further two years while Roadside Assist can be extended beyond the three year warranty period, to four of five years, via its Roadside Assist Extra.

Hino Advantage embraces customer fleet training that can be tailored to suit individual fleet needs. Fleet technical staff can be trained at fleet premises, or at the purpose-built Hino Training Centre in Sydney.

Dealer-fitted Hino Genuine Parts and Hino Genuine Accessories come with unlimited three-year parts and labour cover.

“Perhaps the single greatest Advantage of all is that Hino has been supplying quality trucks and buses to the Australian market since 1965 meaning 50 years of really getting to know our customers and servicing your needs better,” Lotter added.

The Hino Care Centre - 1300 014 466 - provides access to the Hino Advantage program.

We like GoGetta because they’re easy to deal with. Their staff are friendly and nothing seems too hard for them. They make the whole finance process really easy.

ERROL HIBBERD, AMK CONTAINER TRANSPORT

www.truckandbus.net.au 009

highway 1 ALL THE LATEST NEWS AND

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LOOK MUM, NO HANDS! – VOLVO LAUNCHES NEW YOU TUBE VIDEO Swedish maker hits the small screens with next episode in Live Test Video Series VOLVO TRUCKS’ HAS launched its latest You Tube video ”Look who’s driving” using a four-year-old girl called Sophie who drives the truck using a radio control module in the process exposing a Volvo FMX to a tough series of challenges, in fact the toughest yet in the Volvo Live Test video series. The video is a follow-up to previous global successes in the series, including The Epic Split and The Hamster Stunt.

Volvo Trucks’ newest Live Test, “Look who’s driving”, sees the truck given several new functions and the objective of the test is to show how much it can tolerate and how easily it copes in the most demanding environments.

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“To show what the truck can do, we wanted to give it a real challenge.

What test driver is more reckless than an unpredictable four-year-old?” said Richard Fritz, vice president of Volvo Trucks.

Sophie steers the truck on a construction site and the truck takes unpredicted ways including climbing a steep, soft slope before rolling all the way down in a full 360-degree roll.

“The test demonstrates beyond question the ability of the truck to cope with the most extreme environments.

To help it do so, it has functions such as the new Automatic Traction Control keeping it going even on severely

sloping and soft surfaces. They also demonstrate its total strength with an unbeatable cabin design with sturdy front corners and a reinforced subframe” says Gunnar Eliasson, launch manager at Volvo Trucks.

The video highlights such functions as: –Automatic Traction Control– automatic all-wheel drive, activated when needed. The result is better traction, less wear and tear and lower fuel consumption.

–Sturdy Front Corner–bumpers made of 3mm thick high-grade steel as an extension of the chassis.

–Skid Plate–protects the truck from loose objects, e.g. when driving on

gravel or stony areas. The 3mm thick steel Skid Plate is built to with stand at least 5 tonnes of pressure.

–Volvo FMX has a ground clearance of 30cm, meaning that vital parts such as the suspension and brake discs aren’t at risk of damage when running on rough ground.

The video is the latest in the Volvo Trucks Live Test series, with previous global successes including The Epic Split and The Hamster Stunt.

You can see how the truck copes in the test “Look who’s driving “on Volvo Trucks’ YouTube channel.www.youtube. com/VolvoTrucks or her on our site at www.truckandbus.net.au/truckandbustv

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

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NOMINATIONS OPEN FOR 2016 NATIONAL TRUCKING INDUSTRY AWARDS ATA prepares to hail outstanding contributions to the transport industry NOMINATIONS HAVE OPENED for the 2016 National Trucking Industry Awards, which acknowledge the achievements of individuals and organisations throughout the road freight transport industry.

Nominations for Outstanding Contribution to the Australian Trucking Industry; National Trucking Industry Woman of the Year; and National Professional Driver of the Year are now open and must be received by Monday 21 March 2016.

The chief executive of the ATA, Christopher Melham, says the awards recognised businesses and individuals who had gone above and beyond the requirements of their role to improve their workplace and the industry.

“As an industry, we have a great number of dedicated, passionate people who go the extra mile to make sure Australia’s goods are moved in a safe, professional manner,” Mr. Melham said.

“But despite working long hours and

overcoming great challenges, they often don’t put themselves forward for reward or recognition.

“The National Trucking Industry Awards are our opportunity to acknowledge the hard work going on behind the scenes in the trucking industry, and give our quiet heroes the credit they deserve.

“There are also great prizes, with an international travel package and cash prizes to be won.

“If you know someone who deserves to be acknowledged for their efforts on behalf of the industry, I urge you to take the time to nominate them at www.truck. net.au/awards.”

The awards will be presented on Saturday 25 June on the Gold Coast at a gala dinner sponsored by the ATA’s Foundation Sponsors: BP Australia, National Transport Insurance and Volvo Group Australia. The dinner is part of

Trucking Australia 2016, the ATA’s peak industry event.

The Don Watson Memorial Award and the TruckSafe John Kelly Memorial Award will also be presented on the night.

To make a nomination, go to www. truck.net.au/awards. For more information about Trucking Australia 2016 or to purchase a ticket for the awards night, go to www. truckingaustralia.com.au.

RYCO LAUNCHES FILTER KITS FOR JAPANESE TRUCKS New filter kits launched for our best selling truck models FOLLOWING THE SUCCESSFUL release of a range of oil and fuel filters to suit Isuzu, Hino, Fuso (Mitsubishi) and UD (Nissan) commercial vehicles in April 2015, Ryco has announced the release of priced filter kits to further complement the Ryco Japanese Truck program.

Initially eleven kits for Isuzu trucks have been launched covering oil and fuel filters to suit the 4 cylinder N series and

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6 cylinder F Series plus selected Giga models. Ryco says these will be quickly followed by kits to suit other popular Japanese commercial vehicle applications.

With cost savings in kit form over the individual Ryco oil and fuel filters, the Ryco kits should prove popular for many workshops and truck operators, including fleets, providing both cost savings and convenience for the mechanic on the job.

“The Ryco Japanese Truck Filter Catalogue has been a great success with truck operators, workshops, resellers and distributors,” said Product Manager Ross Cunningham. “Ryco filters are designed to meet or exceed Original Equipment specifications and the range available to suit Japanese commercial vehicles already covers more than 140 specific filters,” he said.

PENSKE RENTAL NEWTORK GROWS

US Giant announces new hire outlet as key execs leave the company

AMIDST LESS THAN impressive sales of its MAN and Western Star brands in Australia the Penske Group has announced a further expansion of its Penske Truck Rental network with the fourth outlet set to open in Adelaide in mid-2016.

It seems if you can’t sell‘em then rent’em is the motto at the Penske organisation in Australia these days.

This follows the recent departure of

several long-term executives within the Western Star and MAN operations here in Australia including GM of Western Star, Doug Shand and GM of MAN Paul Glavac as well as a number of other key staff members over the past 12 months.

Penske says demand for its rental and leasing services are accelerating leading to the opening of the Adelaide rental operation in the second quarter

of 2016.

The fourth Penske Truck Rental outlet will be located in the outer northern Adelaide suburb of Edinburgh, joining established Penske Truck Rental outlets already operating in Sydney, Melbourne and Brisbane.

Penske claims that since entering the Aussie truck rental market in August 2014, Penske Truck Rental has supported more than 200 transport

companies, offering Western Star, MAN and Freightliner trucks, ranging from day cab to B-double and up to road train rated prime movers.

“We’ve had great feedback from customers in our three current markets.

Our expansion to Adelaide in 2016 comes in direct response to the growth in our customer base, and demand for our products and services,” said Penske rental manager, Brendan Porter.

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MAXITRANS DELIVERS Trailer-maker helps operators achieve efficiency gains with PBS advances MAXITRANS HAS DELIVERED four innovative PBS A-double combinations to growing Victorian transport company, Porthaul, as part of collaboration between two of its brands, Freighter and Hamelex White, The new combinations maximise payload while modular design means they can be used for a variety of purposes.

MaxiTRANS claims the ongoing cooperative efforts with the growing transport company Porthaul has produced some innovative Performance Based Standards (PBS)-approved combinations, thanks to the adventurous approach of Porthaul general manager, James Williamson.

The combinations consist of Hamelex

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White aluminium tubs, similar to those found on a grain tipper, mounted on lightweight skels from Freighter, with Freighter dollies, creating a modular combination produced entirely by MaxiTRANS. “The fact that all parts of the trailer came from MaxiTRANS made the process a lot cleaner than going to two or three different suppliers to provide the separate dolly, skel and bin components. It meant I only needed one company who could coordinate the whole job for me,” said James Williamson.

The combination is designed to allow the trailers to “tip through” their contents when loaded onto the tipping ramp in Portland. The sliding dolly

allows the front trailer to be backed up directly onto the rear trailer.

The modular design also allows the trailers to be used in different combinations based on the type of application they will be put to, providing Porthaul with increased diversity without purchasing extra equipment.

“These A-doubles can transport pretty much anything we want, from hauling woodchips, grain or fertiliser in the tubs, to removing the tubs to transport logs.

20 per cent of our combinations off the road, because this configuration gets it done.”

Adding to that saving, Porthaul has achieved a total of 81 tonne GCM - an additional 7 tonne gain over the previous quad quad Super B-doubles and 14

tonnes more than a standard B-double.

The design of Porthaul’s modular A-double combination earned the company a nomination for an ‘Investment in Technology’ award as part of the VTA Australian Freight Industry.

CUMMINS DELVERS ITS 5000 ISXE5 DOWN UNDER Leading engine maker notches up Milestone in South Pacific CUMMINS HAS ACHIEVE a significant milestone delivering its 5000th ISXe5 engine sold in the South Pacific with the engine now in service in a Kenworth T409 with Rocky’s Own Transport, based in Rockhampton.

“The ISXe5 represents Cummins’ most successful ever introduction of a new heavy-duty truck engine in the South Pacific,” says Mike Fowler, director of automotive business for Cummins South Pacific.

“This is due in large part to the extensive field testing of the ISXe5 in Australia before its release. We began testing 15 engines early in 2012 in single trailer, B-double and roadtrain applications, clocking up millions of kilometres before the release in 2013.”

Fowler points out Australia has been a global proving ground for Cummins truck engines since 2012, the benefits of which are seen in the success of the ISXe5, the biggest selling engine in Australia’s heavy-duty market. The ISXe5 achieves Euro 5 compliance through SCR technology.

Rocky’s Own is currently running 32 ISXe5 engines, their reliability and fuel economy rated highly by operations manager Rod Carige.

“I always hear if we’re having any product dramas… I’m not getting any phone calls about the ISXe5,” he says.

“Fuel economy is very good too.”

Rocky’s Own was involved in the ISXe5 field test program, running two engines, which are still in service today, each

having clocked up close to 700,000 km at the end of November 2015. Much of their work has been into some of the hottest areas of the country, as far afield as the Pilbara mining region in Western Australia.

Rocky’s Own runs a fleet of more than 130 prime movers and 220 trailers. The company’s beginnings in 1985 were modest, a couple of trucks and a table and chair set up in a small timberyard in Rockhampton.

Dangerous goods and general freight are the core of its freight task today, a task that sees close to 100 Cumminspowered Kenworths operating across Australia.

The company started swinging over to Cummins power for its linehaul fleet in

2006 and by 2013 had put its 100th ISX engine into service.

“I don’t have any bad news to tell you… we’re not having dramas,” says Mark Chardon, service manager for Rocky’s Own, commenting on the service history of the ISXe5. “Reliability is more than meeting our expectations, and it’s an easy engine to service.”

Chardon points out that Rocky’s Own carries out mid-life component replacement at around the 520,000 km mark, replacing the compressor, turbo, water pump, belt tensioners and engine brake spool valves. The engine is then run out to 900,000 km before the truck is traded. This mid-life maintenance ensures optimum engine reliability and performance.

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Road Test

HALF CENTURY – FULLY LOADED EDITOR IN CHIEF ALLAN WHITING LOOKS BACK AT THE FIRST ACCO TWIN-STEER AND TAKES THE ARCHITECT OF THE LONGEST-RUNNING TRUCK MODEL IN HISTORY FOR A PLAY IN THE LATEST 2016-MODEL 8X4.

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W

hen the first ACCO twinsteer truck was launched

by International Harvester Australia in 1967 Colin McKenzie had been working with the company for 13 years. In 1968, as Chief Product Engineer, he and cab engineer Jack Hockley were tasked to replace the ‘butterbox’ cab truck with a tilt-cab model for release in 1972.

Now, nearly 50 years later, the basic cab structure of a significantly upgraded ACCO is still the mainstay of truck production at Iveco in Dandenong.

It all started in 1961 when the Australian subsidiary of the giant International Harvester Corporation launched a civilian version of the International No 1, Mark 1 4x4 Army truck.

The commercially-available 4x2 truck was dubbed the Australian A-line Cab Over (AACO) to distinguish it from the International A-line bonnetted truck.

The AACO evolved into the Australian C-line Cab Over (ACCO) after its chassis base changed from A-line to C-line in 1966, but the ‘butter-box’, stepped-front cab was retained until 1972, when the flat-faced, tiltcab was introduced.

The first twin-steer ACCO-1840TS was launched in 1967, with a choice of International V8 petrol engines: the V-345 with 177hp and 302lb-ft, or the V-392 with 212hp and 330lb-ft. (You get more outputs in one of today’s utes!) A Cummins

V185 diesel option was introduced in the following year and led subsequently to the 210 and Triple Nickel variants.

The standard transmission was a fivespeed Fuller T-54 constant mesh, coupled to a three-speed AT-501 ‘joey’ box. The auxiliary box had a direct ratio, a 2:1 ‘underdrive’ ratio and a 0.73:1 ‘overdrive’ ratio.

Both boxes were non-synchronised and the gate in the main box was all over the place like a madman’s poo. The driver practised until he knew the optimum crawling speed and gear position in the main box for a lever shift out of underdrive into direct in the joey box, while simultaneously shifting to the appropriate ratio in the main box.

Once up to something like 1960s suburban traffic speed in direct, he needed to upshift the joey into overdrive, while stirring the main transmission cogs back to first or second and starting the main box shifting process all over again. Drivers needed to use two hands for compound shifts, with the right arm going through the steering wheel to maintain some directional accuracy while both hands were (necessarily) off the wheel, stirring the sticks.

Fortunately for agitator operators there was an Allison MT-40 six-speed automatic transmission option behind the V-392 engine. The contrast between operating the 5x3 transmission and the Allison fullyautomatic box could hardly have been starker.

In 1972 an all-new ACCO tilt-cab was launched with metal work that is still the basis of today’s cab – a shed that is scheduled to remain in production until at least 2017, giving it a minimum 45-year life.

As far as I can ascertain, this makes the ACCO cab the longest-life truck cab in history.

Much as I hate to heap praise on my old mate Colin McKenzie, the 1972 tilt-cab ACCO was a milestone machine, as is proved by its resilience and adaptability.

Three years after the launch of the tilt cab, narrower 410 and 510 versions appeared on lighter chassis and the ACCO shed was also plonked on top of a heavy truck frame and marketed very successfully as the 3070.

The next developments saw the ACCO cab on top of an S-Line bonneted truck frame as the T-Line and there was also a linehaul Atkinson version.

All through the International Harvester financial troubles of the 1980s and the Japanese-truck invasion of the Australian distribution market, the ACCO variants continued to sell well, but the end was anticipated when Iveco took over the Australian company in the early1990s.

However, Iveco saw the advantages of the simple ACCO design, particularly for the waste and construction markets and the old warhorse soldiered on. Ongoing facelifts since 1995 have given the ACCO an Iveco-family look and the mechanicals have always been cutting edge.

“IVECO SAW THE ADVANTAGES OF THE SIMPLE ACCO DESIGN, PARTICULARLY FOR THE WASTE AND CONSTRUCTION MARKETS“

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ACCO HISTORY Colin McKenzie has written a history of the Australian International and Iveco companies. ‘Inter to Iveco an Australian Truck Story’ starts off with a history of Iveco in Australia and then looks back to the early days of International Harvester Down Under.

Because of Colin McKenzie’s long involvement in engineering positions with IHA and then Ford, he casts light on the difficulties involved in satisfying what is a small truck market in global terms, but with demanding customers, operating trucks in a harsh environment over vast distances. There are limited copies of this hard cover book available from Iveco.

The ACCO interior lends itself to many adaptations, including tipper, hook lift and agitator PTO modules and dual-steering.

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“THE BASIC CAB STRUCTURE OF A SIGNIFICANTLY UPGRADED ACCO IS STILL THE MAINSTAY OF TRUCK PRODUCTION AT IVECO IN DANDENONG.“

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Colin McKenzie admires the engine and transmission upgrades in the latest ACCO eight-wheeler.

For 2015 the ACCO wore a Stralis-face and I wondered what Colin McKenzie would think of this latest permutation. So I met him at Iveco Dandenong and we went for a spin in the agitator model.

Old meets new “I love it – I reckon they’ve done an amazing job!” enthused Colin McKenzie.

“And the fact that it’s made here in Melbourne helps keep Australian manufacturing alive.”

What did he think were the obvious visual differences?

“The frontal treatment has kept the cabin looking modern and that’s important for driver satisfaction.

“The Alcoa wheels with tubeless tyres are certainly a step forward from the original’s cast spoke and demountable rims, shod with 9.00x20 ‘rag’ tyres.

“Another big difference is the bowl-drive system that’s hydraulically driven from a hot-shift transmission PTO; the early 8x4s had an LPG-powered Holden engine and gearbox mounted in front of the bowl.’

How about the modern mechanicals?

“The horsepower figure hasn’t needed to change much from the old V-392’s, but the Cummins ISL Euro 5 engine puts out that power at exactly half the revs of the petrol – 2000rpm, compared with 4000rpm – and there’s three times the torque, again at half the revs – 1300rpm, compared with 2600rpm.

“The latest Allison is still a six-speed, but it’s electronically programmed to the engine characteristics.

“Suspension is radically different, with load-sharing air over leaf front and rear and the brakes are ABS full-air, compared with vacuum-hydraulic.

“On top of that are traction and stability control.”

Is the cab still recognisable?

“The front mudguards, step well and the lower door are familiar and it’s still very easy to get in and out of, but inside it’s more refined and much quieter.

“Our original design, using a flat floor, dashboard and windscreen, have made later additions, including dual-steering wheels and PTO-control consoles, easy to fit.

“However, we didn’t have such comfortable and adjustable seats back then.”

With a three-quarter load in the bowl we headed out for a two-hour run around eastern Melbourne, taking in freeways, hill climbs and plenty of traffic. How did the new truck compare with the old?

“I can’t believe how quickly it accelerated and how smooth the up and downshifts were, with no sign of engine stress and very little noise.

“The engine-transmission retardation was amazing and there was little need for the brake pedal.

“It felt just like a big car to operate.”

The 2015 ACCO 8x4 Iveco gives ACCO 8x4 buyers an impressive range of standard and optional equipment, which obviously contributes to the marque’s success: Cummins ISL 8.9-litre engine with 320hp (239kW) and 1350Nm or 340hp (254kW) and 1500Nm; Allison Gen 5 3200 six-speed auto box; PA38 hot-shift transmission PTO; Meritor RT40-145G tandem; aluminium hubs and diff carriers; diff locks; Centrifuse brake drums; Hendrickson Haulmax HMX 460 rubber block, HAS 460 and Primaax PAX462 rear suspensions; Hendrickson Airtek front end; steel and aluminium disc wheels; and 5.1and 5.84-metre wheelbases.

The Agitator specification incorporates lightweight componentry: aluminium air tanks, forged wheels, hubs and diff carriers, and Centrifuse drums.

This model also adds electronic stability control to the ABS and traction control brake package.

Iveco claims that the ACCO 8x4 Agitator is the only vehicle in the market able to transport legally a full 7.5 cubic metre bowl.

Living with the ACCO 8x4 should be easy enough. I did a pre-trip check that couldn’t be simpler, thanks to near-side dipstick and coolant header tank and a windscreen washer reservoir behind the lift-up front panel.

An easily cleaned pollen filter has proved a boon for the construction industry, keeping cement dust out of aircon evaporator fins, where it can set, literally, like concrete.

Well placed grab handles, solid steps and a deflating driver’s seat air spring made getting aboard easy. The Cummins ISL fired up willingly, so I played around with the ISRI seat adjustments while the air pressure built up and soon I was very comfy.

The ACCO’s flat-faced dashboard, flat floor and walk-through design provide plenty of space for the customised

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instruments and controls required in the waste and construction industries. In the case of the test vehicle the walk-through space was filled with a mixer control module, angled towards the driver. There were ample bins for paperwork, phone and site clothing.

The dashboard mouldings were a tad cheap-looking, but the plus side is that it’s not so disappointing when they get dustcovered. The floor mats were very heavy rubber that looked like it could take a pounding.

The ergonomic layout was very good, other than for the ACCO’s traditional too-flat angle of the accelerator and brake pedals. On the plus side, the previous ‘bouncy’ pedal action has been damped out.

We headed off in the empty truck for some rough-road appreciation of the Airtek front and Primaax rear air/leaf suspensions and found ride quality to be excellent.

Picking up a bowl full of blue metal at the local batching plant showed off the twin-steer’s manoeuvrability and the only giveaway to the considerable hydraulic action going on under the cab was a whine from the power steering mechanism at full lock. Excellent flat and spotter mirrors made precise backing a cinch.

With a load on board the engine had to work harder, but shift quality remained superb. The engine and transmission electronics communicated well, so all up and down shifts were jerk-free. A key-pad gear selector made manual overriding and

ratio holding very easy.

The ISL’s exhaust brake was a huge improvement over the previous ISC’s that did little more than change the engine note.

Retardation from the 8.9-litre was good.

Additionally, the wheel brakes were well modulated and very powerful.

Engine noise intruded at full cry, but otherwise the cab ambience allowed polite conversation.

I jumped out of the truck feeling as fresh as when if clambered aboard, which is not how I remember feeling after testing one of the 1970s ‘butter-boxes’, with its asthmatic engine, tricky 5x3 transmission, red-hot cabin floor, park-bench driver’s seat, cartsprung front end and Hendrickson RT340 walking beam tandem. Vive la difference!

“WITH A LOAD ON BOARD THE ENGINE HAD TO WORK HARDER, BUT SHIFT QUALITY REMAINED SUPERB.“ A proud engineer in front of the latest model in the 50-year-long ACCO lineage.

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Innovation

Words and Photography by Howard Shanks

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ALL ABOARD THE TRAIN IS A COMING It’s the first of the new breed of road trains to hit the Pilbara and it’s the longest road registered road train in the world with a gross mass of 196 tonne, delivering an impressive 140 tonne payload as Howard Shanks discovered. www.truckandbus.net.au 025

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1. The Beka-Max auto greaser is an extremely efficient method of lubricating the truck.

2. The work lights are located on the mirror brackets along with wireless cameras.

3. WA trailer maker Bruce Rock Engineering builds the trailers and dollies.

4. The T909 and its 4-trailers have a commanding road presence.

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“The super-quad combination has undergone and passed – rigorous safety assessments to ensure they are safe to operate on public roads,“

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T

his story begins back in March 2015 when Process Minerals International (PMI) approached their current haulage contractors, floating the concept of super-quads to increase productivity and reduce haulage costs from their Iron Valley mining operation to the Utah unloading facility in Port Hedland.

Fusion Contracting WA Pty Ltd’s owner Jon Edwards was first to embrace the concept, and he placed an order for a tridrive Kenworth T909 that week to tow the Bruce Rock quad trailer combination.

Western Australia state transport minister Dean Nalder says that trialing the superquad combinations on their highway network is a national first.

Initially the Fusion Contracting WA 60-metre road trains will undertake a threemonth trial in the Pilbara from PMI’s Iron Valley mine along the Munjina-Roy Hill Road on to the Great Northern Highway then northward to Utah Point, Port Hedland.

“The super-quad combination has undergone – and passed – rigorous safety assessments to ensure they are safe to operate on public roads,” Nalder said.

“Even though they are longer, these are state-of-the-art vehicles with improved safety and superior handling compared to the standard 53.5m road trains, the longest currently allowed on our roads.”

Though capable of higher speeds, the road

trains will be limited telematically to 90kmh, which the government says will allow “easier overtaking by other vehicles and ensuring superior on-road performance”.

Nalder says the trial aims to eventually provide the mining industry with greater productivity and lower operating costs, reduce the number of vehicles on the road in the long-term and introduce a safer vehicle.

The trial will assess impact on the road infrastructure and other road users, such as pavement assessments, traffic data, community surveys and on-road monitoring. The vehicle combinations will be assessed by a panel of the Road Safety Commission, local government, WA Police, Main Roads Western Australia and the caravanning industry.

Fusion Contracting WA has wasted no time in getting the combination up and running and saying it is the first heavy haul company to trial a Performance Based Standards (PBS) quad road train in the Pilbara in support of junior iron ore and manganese miners using Utah point.

“This unit is 60 metres in length and will carry up to 140 tonne payloads,” Jon Edwards said. “This compared with our conventional quads that are 53.5 metres in length and carry 114 tonne payloads.

“If adopted across all tonnage delivered at Utah Point is has the potential to reduce the current required truck journeys into

the facility by 46,000 trips per annum, he added. “This is a very significant road safety and productivity uplift.

Bruce Rock Engineering managing director Damion Verhoogt says the trial is the culmination of almost two years negotiations with the WA Department of Transport, PBS assessors and clients.

The company has approval for six sets in all, with the others a waiting commercial terms from clients.

The process had focused on infrastructure impacts and traffic interactions, with Verhoogt saying that the eventual outcome has been a top-line product.

“Through the PBS process, we have ended up with a vehicle that is actually dynamically superior to the existing quad set-ups that are on the road at the moment,” he adds.

“We’ve actually got a much-higher productivity vehicle; the thing’s actually much safer than existing gear; it’s monitored a lot better through the IAP [Intelligent Access Program].

The vehicle is fitted with MTData’s vehicle telematics system. That has real-time data on the vehicle’s location, direction, speed, route, mileage, and idling to enable smart operations decisions rapidly. Accurate data is accessible online 24-7 through MTData’s web-based software, Hawk-Eye V7 that integrates with all modules for a complete fleet management solution. From a click of

“the trial is the culmination of almost two years of negotiations with the WA Department of Transport, PBS assessors and clients.“

At 60 meters in length the new Cummins powered Kenworth is certainly a behemoth of the highway.

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The Super Quad has 98 wheels on the ground.

a mouse button, Fusion Contracting WA operations and WA Main Roads can easily pinpoint the current location of a vehicle.

“Apart from a bit bigger vehicle and more tonnes, there’s been an enormous safety and performance gain on what there is running currently.”

Fusion Contracting WA’s Jon Edwards cites the initiative as a whole of industry and government effort in support of junior miners facing hard times due to the fall in mineral prices.

“There’s been a lot of pressure on junior miners over here in the Pilbara to increase productivity and safety getting their product to the port with the downturn in iron ore pricing,” he added.

“There’s a good relationship between industry and government over here and they threw it all on the table to keep some of these smaller mines viable. “Just a bit of a

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coordinated effort between ourselves and few operators, Main Roads and the minister.”

The Kenworth T909 boasts a Cummins ISXe5 Rated at 550 HP coupled to an Eaton RTLO22918B transmission. The steer axle is the heavy duty Meritor MFS73LA on Kenworth’s 7.2 tonne leaf springs. The three rear drive axles are Meritor RZ78-388G with a final ratio of 5.52:1, which put the cruising revs at 1900 RPM for 90kph.

Given that this Cummins powered Kenworth is hauling a gross weight of 196 tonne it’s fuel economy is exceptional when compared to a Scania R730 hauling a gross of 165 tonne, both units use between 600 to 620 litres per shift. A considerable fuel and productivity gain given the additional 25 tonne payload the super quad hauls.

Other innovative safety features on the Kenworth super quad included the FLIR MD-Series Thermal Imager, which is an

inferred camera, mounted on top of the cabin. It is a great asset for spotting wildlife during the night shift.

There are also forward and rear view cameras, which record continuously to an onboard hard drive. In the event of an emergency an incident is permanently stored on the drive and cannot be written over.

One of the critical key components that enable the Kenworth T909 to easily meet the stringent PBS requirements for the West Australian super quad trail is their unique EBSS braking system. The Kenworth EBSS system uses the Bendix ABS-6 Advanced platform anti lock brake system, that additionally now incorporates Electronic Stability Program (ESP) calibrated specifically for Australian models, road conditions and applications. The system is further enhanced with the development of an electric trailer brake actuation system for

EBS equipped trailers, and additional ABS related functions.

The ABS antilock braking system prevents wheel lock-up when the vehicle is over braked, often reducing stopping distances.

Vehicles can retain directional stability and steerability, even under emergency braking on slippery road surfaces. ABS also reduces the danger of jackknifing in the case of vehicle combinations.

The DTX drag torque control prevents the driven wheels from compression locking on a slippery surface by raising engine revs to assist with vehicle stability.

The ATC automatic traction control prevents wheel spin under acceleration as the drive torque exceeds the drive tyres to road surface adhesion. The ATC system

“ESP intervenes by applying individual wheel brakes, or reduced engine torque when required to enhance vehicle stability.“

communicates with the engine ECU to reduce engine power or will apply the brakes to the drive wheels depending on the low traction event.

The ESP electronic stability program helps to restore vehicle stability through the use of ABS, ATC, steering direction and vehicle directional stability information. Steering angle, yaw, suspension pressure and brake application pressure sensors monitor the intended vehicle directional control versus actual vehicle movement. ESP intervenes by applying individual wheel brakes, or reduced engine torque when required to enhance vehicle stability. The system is compatible with multi trailer combinations.

The TRM trailer response management is the electronic trailer brake actuation (for

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4. BPW axles are the preferred trailer axle.

5. This black box forms part of the Bendix Active Cruise.

6. Lightforce bull lights turn the darkness into daylight.

1. The MTDATA provides valuable information to Fusion Operations and WA main roads.

2. The FLIR Advanced Thermal Night Vision camera 3. The Bendix Active Cruise with Braking system is part of the Kenworth EBSS feature.

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Fully loaded with 140 tonnes of Iron Ore the Super Quad leaves the Iron Valley mine

“Everyone involved in the project is more than happy with how the super quad is performing and its integration into the road network,“

EBS compatible trailers only) for improved trailer braking response to assist with reduced stopping distances.

The ACB active cruise with brakes helps assist with accident avoidance, by using on board computers and radar to engage the engine and wheel braking systems if other vehicles on the road enter unsafe distances from the truck. With the addition of Kenworth Electronic Brake Safety Systems (EBSS) the result is not only safety and proven productivity gains through being engineered to application, but enhanced accident avoidance from the comprehensive list of EBSS options available.

The unit is fitted with an Alemlube Beka-Max single line progressive lube

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system that uses NLGI2 grade greases (as specified by many US and European truck manufacturers). The Beka-Max lube systems ensure constant and low volume lubrication to bushes, shackle pins, king pins and fifth wheels. This is facilitated by adjustable volume and time delivery of grease. This considerably reduces the maintenance time in the workshop.

“We specified BPW axles on our super quad Edwards revealed. “We run the 120mm square axle and they more than stand up to the punishment they get here in the Pilbara of Western Australia “Over the last few years we’ve been specifying BPW axles on our trailers and dollies. We’re finding we’re getting great

service life out them both on-bitumen and off.

The main reason we originally went to BPW axles was for weight saving but we’ve found that they have better dissipation of the heat, which is giving us a lot better tyre life. From a service life point we have trailers that have worked in mixed service with both on and off highway operation that have over 300,000 kilometres and the pads are still good.”

In terms of the super quad trail, so far it’s been a huge success. “Everyone involved in the project is more than happy with how the super quad is performing and its integration into the road network,” Edwards said. In fact we’ve already placed an order for five more super quads, which will start rolling out early March 2016.

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Road Test

HAULING HOGS TECH EDITOR DAVID MEREDITH SLIDES BEHIND THE WHEEL OF FREIGHTLINER’S LATEST CORONADO RESPLENDENT IN HARLEY DAVIDSON COLOURS FOR A RUN DOWN THE HUME AND HERE ARE HIS IMPRESSIONS.

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H

anding over a $300,000 rig to a journalist for a longer form road test over a day or so is no small thing. It’s a big commitment and some manufacturers just won’t do it. They either don’t trust the journalist or haven’t got enough confidence in their product to let a member of the fourth estate take an extended drive. Instead they insist on test-drives under controlled conditions with a minder on board.

So from T&TA’s perspective Daimler Trucks decision to allow us some extended time behind the wheel of a colourful Freightliner Coronado gets a big tick for trusting that they’ll not only perform but come back in good shape.

Even though we’d driven two Coronados on previous interstate runs, it was time to revisit Daimler’s key North American brand. Freightliner obliged with an overnight run in one of the two trucks they have provided to Harley-Davidson for promo work.

That alone made for a head turning rig that attracted plenty of attention on a run down the Hume.

T&TA picked up the rig late one evening and headed south from Sydney, pulling up at a truck stop for the night to try out Hotel Coronado’s facilities. The truck was the 114 SD version with the 560hp DD15 engine and an Eaton 18-speed manual.

Mechanically it was pretty standard, but

Freightliner’s 46K Airliner rear suspension delivered an ultra-smooth ride. The sleeper box was the 34” mid-roof unit, which gave adequate room, although it’s nowhere near as big as the cavernous Argosy sleeper cab.

You can almost stand up straight in the cab and getting from the driver’s seat to the sleeper was assisted by a steering column that springs up straight with one push of the toe button.

The bunk was plenty long enough and wide enough for a lean mean fighting machine but some of the upholstery pattern made its presence felt.

Light switches are available in the bunk but there’s no fan control. After you drew the windscreen curtains, opened the side

“Freightliner has scored some significant fleet deals with Coronado and is aiming to improve that.“ Harley-Davidson trailer rig turns heads as it distributes marketing material across the country

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vents and stuck the earplugs in the sleeping was easy, however for decent airflow a roof hatch would make a big difference.

On the road the Coronado is not a quiet truck. Unlike European rigs which rumble deeply in the background, the DD15 growls under power and the driveline transmits a fair bit of mechanical noise. But there’s no power shortage and once operating temperatures were up the gearbox was slick and easy to shift.

Freightliner has scored some significant fleet deals with Coronado and is aiming to improve that. The basic formula is strong, but some little changes could make a big difference.

We only had three complaints and the

first one is just a niggle - the cup holders are a US design and don’t accomodate some of the drink container sizes common in Australia. Plus there’s only two at the bottom of the dash. Square milk or iced coffee containers have to take their chances on the floor.

The second is more important. The wipers only leave a small portal of clear view and need to be at least 5cms longer on the outside arc and 2-3cms longer on the inside.

Better still, improving the articulation will clean much more of the screen for safety.

Finally, Freightliner really needs to get the cruise control and engine brake controls off the dash and onto the steering wheel or column. If Kenworth can import DAF

technology, Daimler can just as easily access the Mercedes-Benz Actros system.

That aside, we enjoyed the run in the Harley-Davidson Coronado. This is a prime mover that has all the qualifications to be seen a lot more on Aussie roads.

Freightliner has had a disappointing market performance in Australia recently which is surprising. The brand has all-new products and some of the most practical technology and specs on the road. But supply and possibly distribution hiccups have resulted in the brand earning far less volume than its products deserve. In particular, the Coronado has a lot of upside to its Australian market segment. It has the goods to do a lot better.

1 1. Old school Eaton RoadRanger fits the Harley-esque sensibility of this particular Coronado.

2. Bunk is narrow but plenty long. Mattress is very comfortable 3 As a marketing rig, Freightliner has included most of the chrome and stainless bits and pieces on the options list

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Plenty of vision, as long as it’s not raining.

The Coronado formula was jointly hatched by US and Australian engineers several years ago. Locally the company needed to beef-up the Century that had a favourably reputation in the lower end of the heavy-duty market, but out if its league in the top end. It was clear that the brand needed a new flag bearer to be the icon of Freightliner’s Australian range.

Coronado was a big-block chassis from the very start, but designed with America’s endless ribbons of interstate concrete in mind, not the dusty, corrugated surfaces and torrid heat of outback and regional Australia.

As a result the local adaptation of Coronado largely focused on cooling.

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Firstly, a radiator as big as a pool table was specified to give the truck sufficient reserve capacity for the toughest jobs, as well as GCMs over 100-tonnes.

At the same time emission regulations were pushing the boundaries of exhaust gas recirculation - EGR. Most engines, particularly from Europe, were going the selective catalytic reduction - SCR route, adding an AdBlue tank to the fuel cycle and dropping the engine temperature to boot. A few years ago in a Detroit the DD15 engineers were explaining why they stuck with EGR, plus a hugely complex component set that helped manage the engine’s temperatures.

It would be fair to say that one of the

concerns the Detroit people had was the requirement for US truckers to have to remember another fluid tank to top up on a regular basis.

However the writing was on the wall there is only so much that EGR can achieve - which is why the DD16, currently not available in Australia, includes an SCR system and AdBlue. The next generation of the DD15 engine will no doubt go that way.

In the meantime the question of how to manage the heat levels for the DD15 in Australia is a pressing one. The radiator and associated components kept the core engine temperature under control but the heat generated by the exhaust threatened to cause major heat soak problems in the

1. The 114 is a shorter bonnet version aimed at B-double and regional freight 2. The Harley link was initiated by the former Daimler Trucks’ boss just weeks before he was promoted back to Germany 3. Coronado makes maneouvering easy 4. Reasonable aero helps with fuel efficiency

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“Coronado for Australia had the cab raised up by an extra 50mm, just to get more airflow through the engine tunnel.“

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engine compartment.

So Coronado for Australia had the cab raised up by an extra 50mm, just to get more airflow through the engine tunnel.

All reports from operators are that the measures have been successful. Some very big fleets successfully use Coronado in murderous conditions.

Another important feature was the twin steering box system to aid in road stability, particularly in road train applications unique to Australia. Although in-service reports are that the cooling package has worked well. Many drivers report that the steering could still do with some help, and some multi-trailer guys use Ken Dennis’s Advanced Steering Management System to

improve stability and dramatically improve steer tyre life.

Initial drives of Coronados indicate the work has been successful. One trip in in a day cab pulling a B-double on a Melbourne-Adelaide run where the mercury hit 40-degrees plus crossing the Victoria/ SA border when a stop for a rest and photography break made us realise just how well the Coronado was coping with the conditions.

There is no doubt the Coronado copes with Aussie conditions well and has attracted great compliments for its comfort and capability in Aussie conditions now the ball is in Daimler’s court to make the sales figures match up with the truck’s potential.

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Road Test

Words and photography David Meredith

ITS NOT BEING

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EASY GREEN

Transport & Trucking tech editor David Meredith had the chance to drive Scania’s advanced Euro VI trucks on an intercity run recently and says that while fleets aren’t rushing to buy the greener and cleaner prime movers there are some clear environmental and efficiency gains that will pay off in the long run.

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1. The Scania G Series is possibly the biggest threat to Volvo’s popular FM and uses a lower version of the R Series cab.

2. It was an early cold and wet start to the run in Melbourne but the Scania cabs provided perfect haven for the trip ahead.

“Scania is pushing the clean Euro VI concept hard and has registered two prime movers for road test“

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ell before operators get to the drive differences between Euro V and Euro VI engines they are confronted by the price difference.

The technology that brings particulates to an almost insignificant low and largely takes nitrous oxides out of the picture as far as pollution goes is not cheap. The software and the engine controls that it manages have absorbed gigabytes of data to keep an engine’s exhaust consistently compliant, no matter what the duty cycle.

It’s also fair to say that these new engines are running on a narrow ridge of compliance that can ever so easily tip over the edge.

That is why Scania’s local people told us that the price premium they have to pay the factory is not fully passed on to the consumer

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here in Australia. It would potentially deter too many commercially-minded operators from making the switch before they have to.

It’s also why some of the biggest national operators have token Euro VI units on the road rather than making wholesale replacement of their fleets.

By the time the Australian Government gets around to setting a date for the mandatory introduction of Euro VI many fleets will have replaced old trucks with the current generation engines that will serve them well on a cost-effective basis. But with the government stalled on introduction, why would companies invest funds that could be used elsewhere in the business?

Nevertheless Scania is pushing the clean Euro VI concept hard and has registered two prime movers for road test so that the

1

2 Euro VI experience can be transmitted to the industry well in advance. T&T got to drive them both recently on a Melbourne Sydney run, which highlighted more of the brand’s existing driveability rather than any massive changes.

Both units had done duty posing under lights at the Brisbane and Perth Truck shows, arrayed with other models in a shade of enviro-green that could be seen from any point in the display halls. Both were emblazoned with Euro 6 decals, telling the world it’s a big story.

When we arrived for the drive at Scania’s Australian headquarters at Broadmeadows horribly early on a horrible Melbourne morning. Fog, wind, drizzle, and sub-arctic temperatures made the climb into the cab an attractive option rather than standing around taking photos and assessing the looks.

“Let’s get the heater on” was the first request to the co-driver and Scania driver

trainer, after a bone-chilling walk-round to check tyres, hoses, turntables and of course the curtain straps on the B-double rig.

The R-Series Scania cab is pretty hard to beat in terms of that welcoming feeling of solidity and comfort. The seat, controls and dash are all high-quality materials with excellent trim standards, and the cab designers have obviously done big miles on the road themselves.

The vision is broad and clear, the seat is adjustable to any preferred position, the steering column tilts and telescopes and arm rests allow you to manage all the operating buttons, gear selection and retarder without much movement at all. Importantly, with everything set right you can handle the steering and stay on line with mostly wrist movements.

The Euro VI V8 nestled under your bum in this R580 is based on the strong man of Scania, the 730hp 16.4-litre compacted

graphite unit released a couple of years ago.

It was a quiet unit then but the latest iteration takes diesel noise to a new low. It uses SCR and EGR to clean the exhaust and while the fuel efficiency remains high, the quietness frankly has a bigger impact than the exhaust.

On this run the engine in the big R-Series prime mover barely even rumbled despite the gross weight of around 60-tonnes. Only when giving it a bootful after coasting could you hear the turbo winding up. Even then it quickly faded and prompted us to believe that we have never driven a quieter prime mover.

Fuel wise you don’t notice much difference compared to its Euro V version. Only a technical test in identical conditions would deliver an accurate comparison and that’s never going to happen. But we consistently achieved 1.86 kms/litre on the run, and the AdBlue usage was markedly less than previous. The Scania used just over five litres

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HOW DO EURO VI EMISSIONS MEASURE UP? Given the current emission scandal besetting Scania’s parent company VW, many have been asking how genuine diesel emission claims really are.

So how do you test the emissions performance of truck engines? Well it’s not as simple as plugging a ‘sniffer’ in the exhaust pipe and seeing what’s coming out. The regulations for Euro VI now require that a truck engine is tested over two duty cycles - World Harmonised Stationary Cycle (WHSC) and the World Harmonised Transient Cycle (WHTC). The testing itself is done on an engine on a dynometer rather than installed in a truck, and the regulations allow for some differences in emissions performance depending on the installation and application.

However, unlike car emissions regulations truck regs require the performance to be measured on a “not to exceed” basis rather than a duty cycle average. That is far tougher to meet as differences in ambient temperature, humidity and torque output can alter the engine’s emission results. In short a truck engine cannot exceed the limits at any time or in any circumstances.

For example, under light throttle applications the production of nitrous oxides increases whereas under full load the dosing systems in the catalytic converter combined with the extra heat of combustion drop the rate significantly.

The only wriggle room on this rule is that the testing is done on a warm engine, rather than when it’s cold and generally belching out the nasties that engine heat normally deals with.

Euro VI regulations also introduced in-use testing requirements that involve field measurements using Portable Emissions Measurement Systems (PEMS). The testing is conducted over a mix of road conditions, with exact percentages of these conditions dependent on the vehicle category.

Effective from 2005 and 2006, manufacturers must also demonstrate that heavy-duty engines comply with the emission limit values over an extended operating lifespan, up to 700,000km/7 years for the heaviest trucks and buses. This requirement, a part of type approval, must demonstrate verification of the correct operation of the emission control devices during the normal life of the vehicle under normal conditions of use.

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of AdBlue for the entire drive.

As the V8 burbled away on idle we set the climate control at a cozy 23 degrees.

Down with the armrests, check and set the electrically adjustable mirrors, then flick the column stalk to “D” and release the brakes.

Although the truck was on a slight incline it stays put until given some throttle. Trucking is still a tough gig, but the latest Scanias at least make the driving part easy - even rewarding.

The 580 has prodigious torque, which tends to blitz all but the most daunting hills, and even then, the transmission recognises steep inclines and hurries up the shift process to minimise torque loss.

We have always loved Scania’s descent speed control feature. It’s useable in a couple of ways. There’s the conventional way using buttons on the wheel that allows you to set the over-run speed - when the truck reaches that the system engages the retarder progrssively to keep you legal.

However there’s also a quick way to do it.

As you accelerate downhill, when you reach the speed you don’t want to exceed, a quick tap on the brake pedal engages the system at that speed keeping everything under control until it’s time to get back on the throttle.

However, you don’t even have to do that, you can Just flick the left thumb and the cruise control resumes at your set speed.

Fully utilising this system plus the ultra The Streamline cab and Euro VI engine means Scania delivers premium fuel efficiency for road transport

efficient Scania retarder means that a good driver will rarely need to use the trucks big discs on the highway.

The other part of this test was a single trailer rig towed by Scania’s mid-range G model cab, which is basically an R series that’s had a section cut out of the cab height.

The G490 has a 13-litre inline six-cylinder engine that is just as quiet in its Euro VI guise as the bigger V8s. It has the same ultrahigh pressure fuel injection system, the same cylinder bore with a slighter longer stroke but misses out on the variable geometry turbo unit.

A water-cooled exhaust gas recirculation system with selective catalytic reduction earns the engine its Euro 6 emissions stripes.

The combination seems effective, as it doesn’t generate the excessive heat that many EGR systems are renowned for and as with the big V8 it uses very little AdBlue.

T&T came away from this drive very impressed with the G490 as a very good multi-purpose prime mover. It’s in its element as a single trailer truck but could handle fill-in work with two trailers without much difficulty.

We suspect that both of these Scanias could deliver a whole-of-life cost impressively less than some of their competitors. On top of that, there’s an undoubted driver satisfaction level that’s hard to beat.

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OPPORTUNITY KNOCKS Three years ago Kyaw Kyaw Belal was in a refugee camp in Thailand, today he has his own delivery business with two trucks and more on the way. T&T paid him a visit to see how he kick started his operation and made the most of the opportunity his new country offered him

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tarting your own truck business is a whole lot harder than say back in the 1950s when truck magnates like Lindsay Fox and the like kicked their business empires off. Don’t get us wrong it has never been easy to start your own business in a capital intensive arena like transport but way back then there were a whole lot less hurdles than there are in 2015.

So it was fascinating for Transport & Trucking to come across the story of Kyaw Kyaw Belal, (or KK as he prefers to be called) who three years ago was sheltering in a Thai refugee camp.

KK moved to Australia in 2012, after spending six years in that refugee camp in Thailand. He had escaped his home of wartorn Burma, and was ready to start a new life.

Arriving in Sydney in 2013, he found a great opportunity that would reward his hard work with good money - driving for a transport company. Like many migrants to this land KK saw opportunities particularly in transport and reckoned he had to take a chance. In many ways it echoes the have a go attitude of blokes like Lindsay Fox and on a more migrant oriented scale Peter Abeles.

However back in the 1950s trucks were cheaper, life was less complex and the task of borrowing to start a business could be a little easier depending on circumstance.

For KK, being a newly arrived migrant, fresh from a refugee camp with a couple of years under his belt driving delivery trucks the task of borrowing to buy a truck to start his own operation was a daunting one. It required according to Kyaw, a different way of thinking.

“After working for a larger transport fleet for several years, I decided that it was time to branch out and create my own fleet, but it wasn’t that easy, first I needed a hand up,” KK explained.

With no family, friends, or support network in his new home of Sydney, finding the cash to borrow for his trucks would probably have proved impossible. Instead KK decided to take a different route by renting the trucks under a relatively new and more flexible

financing option.

Kyaw wanted to start his business with a Hino 300 Turbo Diesel Hybrid, pursuing a cleaner and greener path for his fledgling operation rather than a pure diesel engine option.

The demonstrator Hino 300 Hybrid KK picked out as the foundation stone for his new business had a price tag of $25,000, modest by the standards of most transport operations but for an absolute start up like KK Transport it was a large hurdle on the path to business success.

To lease, hire purchase or buy using a traditional financing model such as a chattel mortgage Kyaw would have had a tough time. Instead he turned to innovative finance provider GoGetta using an option it calls, Rent.Grow.Own. “I am here because of GoGetta,” says Kyaw Kyaw, who has found it easier in the rough and tumble truckie world to go by the nickname ‘KK’.

Thanks to GoGetta’s Rent.Grow.Own system KK’s nickname is now emblazoned across not one, but two removal trucks zipping around urban and regional NSW. “We’ve come a long way in three years, I still can’t believe that three years ago I was living in Thailand as a refugee having escaped my home land of Burma and now today I am running my own successful transport business in Sydney.

‘K.K. Transport Services’, as he named his company works directly with Australian National Couriers (ANC) as a sub contractor working with furniture and home wares giant IKEA delivering to the homes of customers in a range of up to 10 hours from Sydney.

The regional trips - which can sometimes stretch up to 18 hours - are K.K’s specialty.

“They are long hours but rewarding in knowing that it is my business, and mine only, everything I do is going into building up my own business,” said KK. GoGetta equipment funding has been perfect for KK and he is the type of customer who will benefit from the flexible model the

Kyaw Kyaw Belal, (or KK as he prefers to be called) was sheltering in a Thai refugee camp.three years ago asnd now operates two trucks with another on the way

“The regional trips - which can sometimes stretch up to 18 hours - are K.K’s specialty.“ 046 www.truckandbus.net.au

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“I chose the Hino Hybrid because I had driven Hinos when I first arrived and realised they were a very good truck.“ company has established. KK knew exactly what he needed and once they were able to help him acquire it, he made every payment on time.

The Rent.Grow.Own system enables the immediate use of a revenue-generating asset within an ownership-based funding model.

GoGetta’s aim is to enable customers to grow their businesses whilst building equity and with payments that are both realistic and achievable for a new, small business.

KK has been able to build equity in his asset - in this case, his Hino Hybrid and at the end of his 12 month agreement he purchased the Hino with a 75% net rebate from his rental payments - meaning his hard-earned payments were transformed into the foundation for his new business.

For KK, the future of his company is simple: to expand slowly but surely, with more trucks, more staff, and more adventures out on the open road.

Financing is one of the real challenges for any start-up and GoGetta which is part of the ASX listed SilverChef Group understands this because it has been funding equipment needs for Australian business for

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the past 30 years.

“GoGetta is an equipment rental company that gives small businesses a fair go by providing them with flexible funding to start up, grow or expand their business,” said KK. The success of his Hino 300 Hybrid led KK to look at acquiring a bigger 10.4 tonne GVM Hino 500 Series conventional pantech to service an additional contract for ANC. That acquisition saw KK again contact GoGetta to finance the new truck on the same basis as the Hino Hybrid.

“I worked bloody hard and still do, starting at 7am and often not finishing till 9pm and that has brought some success, so we now have two trucks thanks to GoGetta,” said KK. The amazing success story that KK has forged for himself in just two years in Australia is not complete and he is adamant that two trucks are great but they are not enough and he is looking to further expansion to continue to grow his business.

“We are seeking another additional contract which will mean the need for a third truck and we are just looking at all of that right now,” he added.

“ I chose the Hino Hybrid because I had driven Hinos when I first arrived and realised they were a very good truck so that is why I went for the Hino.

“While we do some regional work a lot of our work is in Sydney traffic so the Hybrid is very good, good on fuel and also good for the environment in the stop start traffic,” he added.

“The dealer had a demonstrator with 8000km on the clock and it was a very good deal so once we had GoGetta approval that was the truck we acquired,” he said.

Now with two trucks on fleet KK has five employees, off siders to help deliver the heavy furniture and homewares as well as an extra driver to handle the second truck and relief when KK is busy growing the operation.

From T&T’s perspective we salute KK for his drive and determination to start and grow a fledgling transport business in tough economic times just a couple of years after being stuck in a refugee camp. It is the sort of optimistic good news story that gives us hope that Australia is still a land of great opportunity.

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T&T PUTS THE BEST SELLING WORKHORSES THROUGH THEIR PACES TO DETERMINE THE BEST BUY

SATION www.truckandbus.net.au 061

 For variety and value, the ute buyer is spoiled for choice these days and never has on- and off-road performance been more comfortable and capable

“THE HILUX HAS BEEN A TOP SELLER DUE TO ITS DURABILITY AND TOYOTA’S SERVICE AND BACK-UP”

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ever has the choice been so broad (bewildering?) in the working 4x4 pick-up market.

In the past decade we’ve seen the increasing comfort levels, usability and sophistication of dual-cab pickups expand their traditional appeal as farm and factory run-arounds, to being sensible and safe family vehicles. Much of that extra design panache has rubbed–off onto the true workers of the fleet, too, and with plenty of fresh metal in the market this year, we thought we’d take a look at the state-of-play of Australia’s working pick-up market.

The workers The Toyota Hilux has been a top selling commercial vehicle for a while thanks to not only its simple, stoic design, but to Toyota’s efforts with service and back-up.

The all-new Hilux went on sale in October and despite Toyota’s marketing claims of it being ‘all new’ its chassis and body is more of a substantial revision of the previous series launched in 2005. Nothing wrong with that, folks, as the old one was a good ‘un but it was showing its age in some areas. Its turbo diesel engines (2.4 and 2.8 litres) are all-new, as is Toyota’s fitment of swing-out rear doors on its $49,615 Hilux SR Extra Cab manual we’re testing here. Also new – a matter of Toyota playing catch-up – are several 2WD models with the appearance and ground clearance of the 4WDs. The Workmate Extra

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Cab 4x4 (2.4-litre turbodiesel and cab chassis – so the tray is extra) starts from $40,490.

Mitsubishi Triton has a similar story to tell – new engines in a body/chassis that is extensively redesigned. Triton has been a terrific value rig for the past few years with the MY16 4x4 Cab Chassis starting in the mid-30s. Get real critical with the tick-list and there’re a few short cuts in some areas yet in others the Triton excels, such as the design and build quality of our Club-Cab’s Aussie alloy tray. You’d better like that tray, too, because there’s no tub on Triton Club Cab; it’s a one-model/level only GLX manual 4x4 for around $38,000. No auto – which will disappoint some but Mitsubishi’s warranty is five years and 100,000km (interestingly, less than the 130,000km offered for prior series vehicles).

Nissan owners may argue but the Ford Ranger is the first vehicle to legitimately loosen Hilux’s grip on the pick-up market in the past decade. Designed here but – like all here – built in Thailand, the Ranger was launched three years ago but has been updated recently with new bolder styling and a few enhancements under the skin. The Ranger is styled big; high windows sills and tub sides means it has a strong presence… if you’re into that stuff. More practical tradies may notice the tray (of dual cabs, at least) is shorter than most and the high sides make loading more difficult. Our test XLT Ranger – what Ford had available for assessment

but one level up from the no-bling XL – is powered by a bigger engine than industry norm; an impressive five-cylinder 3.2 with our test vehicle’s six-speed auto or (no-cost) manual. A 2.2-litre four is available in other 4x2 and 4x4 models. The XL is $43,790 (Cab Chassis – plus rego) and the XLT we drove $54,590 before options, although notably a tow bar is standard.

Isuzu’s D-Max has been popular since the brand was launched here with the previous series around seven years ago. At the time almost identical to the Holden Rodeo (since renamed Colorado) the new-series D-Max (launched in 2012) continues to share basic architecture – the design of the body and chassis - with the GM product but has its own 3.0-litre diesel in contrast to GM’s VM 2.8. Stying is a subjective thing – you either like it or you don’t, but does it affect a how a vehicle performs its tasks? – but we reckon the D-Max is a good looker. Our test vehicle was an auto. Like all the others here, we grabbed a suicide-doored unit – our test unit was a top-spec LS-U Space Cab (from $46,200) a worker-spec SX is also available sans tub and with heavier-duty rear suspension from $39,600 (manual - plus on-roads). Isuzu’s warranty is 5 years/130,000km.

Being Extra/Space cabs, all these vehicles offer plenty of space within the cabin for storing tools and equipment – or if you’re looking for adventure, they offer good

FORD RANGER

scope for a tourer fit-out. We reckon a fridge installed on a slide would be easily fitted to all; the Mitsubishi’s doors don’t quite open as far as the others’; it might be just a little tight between the open door and the side of a fridge. You’d soon get used to it, but the Mitsubishi’s rear door handles require reaching further into the cabin to operate, too.

Rear seat accommodation hardly warrants comment – however even for short trips, we’d like to see head restraints for the apprentice in the D-Max and Ranger. The D-Max’s rear seats fold upwards to the rear wall of the cab in a neat and compact manner. The Mitsubishi’s fold-up, too however they’re annoyingly left hanging in the air with tether straps. The Ranger and Hilux’s seat bases don’t fold-up but are easily removed (especially the Hilux) for carrying equipment/dogs/camping gear or for a tourer fit-out.

Of these four, only the Hilux’s engine bay is laid-out with the fitment of a second battery in mind (for powering camping or workplace equipment); there’s a perfect space to the passenger rear of the engine bay.

On the road Our blacktop test loop enabled us to get a feel for these four pick-ups before loading them with nearly half a tonne each for more on-road driving. In particular, Toyota impresses with its hushed cabin. All our testers managed to get comfy behind the reach- and tilt-adjust steering but what felt like precise handling to some was a harsher ride to others. Horses for courses!

The touch-screen audio is theoretically easy and intuitive to use but fat fingers and a moving vehicle means you must brace your hand with a thumb or pinky. And how long will a screen such as this last in the Pilbara? However, I – a tech pleb – managed to hook-up my phone in seconds without instruction; I failed with the other three. So thumbs-up for Toyota’s intuitive and simple interface. Thankfully, too, the Hilux retains an old-school conventional key. Adjustable headlights? Great idea.

Internet heroes will moan about it being smaller and offering only a handful of kilowatts more than the old D4D 3.0-litre diesel but the numbers – or lack of them – don’t tell the true story. On-road the new engine is not far short of sensational in the effortless way it gets the Hilux moving from a standstill. There’s push-button Power and Eco modes, too, which change the engine’s

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ISUZU D-MAX

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character – yes really - from its default setting when the vehicle is started.

In contrast, the Mitsubishi seems to have a hole in the power delivery just above idle - all our test drivers managed to stall the Triton – and, like many recent diesels, it needs 1500rpm before it’s really awake. Its cabin is noisier and looser, with audible – and visible – movement of the doors against their rubbers and higher levels of transmitted wind and road noise through the cabin and steering wheel. The audio unit was difficult to see – and navigate - and the drivers’ seat of our test vehicle looked like it already had 60,000km on it despite being only a few months old.

The Mitsi also had the harshest unladen ride – but who drives very far empty?

The Ranger and D-Max were both autos; five speed in the D-Max and six-speed for the Ford so both offered a more relaxing gait than Hilux and Triton manuals. The Ford in particular – with its extra pot and capacity seems to ride along on a wave of torque with the tacho needle hardly rising or dipping as it stepped up through the ratios. Both feature sports modes allowing manual shifting but the Ranger felt the sharpest to the accelerator pedal and more responsive to kick-down; the D-Max needs manual gear selection to get the most from the engine.

The Ranger gathered comments for an annoying refection of the dashboard into the windscreen and poorly-sited (difficult to see) heater/aircon controls and a confusing/silly instrument display.

 Loaded and roaded: They’re working utes, so testing them with half a tonne on the tail helped the T&TT team rate their abilities

Loaded We’re here to assess these vehicles for work, so we loaded them a middling weight of 450kg. In particular, the Mitsubishi lost its kidney-punching ride. A quick look underneath revealed it had settled on its springs the least with the load, retaining around 50mm travel to its bump-stops and our on-road loop confirmed this rig’s confidence when loaded.

The Toyota showed around 45mm remaining travel above its leaf springs.

Longer on this new model, they’re also placed further apart under the chassis than before, too, providing greater scope for the engineers to tune things. It seems to have worked, with the Toyota showing the least difference in ride and handling unladen to laden - although two of our drivers continued to regard it as too firm.

The D-Max and Ranger both had around 30mm remaining - little more than an inch in the old money. Would these two vehicles suffer the most with more load and a trailer on the tail? For two of our drivers, the D-Max’s comfy and compliant unladen ride became imprecision on our test loop with the steering needing constant – but minor – correction that didn’t seem to be needed in the others. The other two blokes regarded it as just right.

Performance wise, the vehicles hardly noticed the extra mass. The Toyota’s new motor is a standout with a load on board, able to pull without fuss from 1000rpm

although there is some boom in the cabin if you’re too severe with the short shifting. The two autos were fuss-free but the Mitsubishi’s off-idle torque black-hole felt about 25 percent worse with 25 percent of the vehicle’s weight on board.

Off the beaten track Being 4WD vehicles, off-road and remote area performance will be high on the list of criteria for most buyers of these vehicles. In the Good Ole Days, a 4WD vehicle’s forward progress was usually halted by one wheel being lifted off the ground resulting in all the engine’s effort being wasted spinning it, and the second-most grip-less tyre – usually the one diagonally opposite – so generous suspension travel was important.

These days, even with a wheel – or two wheels – in the air, off-road traction control (closely related to ABS brakes) will continue to drive these vehicles forward (or backward) thanks to the chassis electronic systems reining-in useless wheelspin (and the damage it can cause to terrain and drivelines) to send drive to the wheels with remaining grip. The Ranger and Toyota had diff locks, too, so are just about unstoppable for getting equipment to a remote area site.

Before attempting our steep (but real-world – not YouTube hero-grade) hill-climb, we were worried the Mitsubishi’s peaky power delivery would hamper its off-road ability: we were wrong. In low range 4WD, the Mitsubishi power-plant seemed to transform

itself into a tractor with oodles more go down low than what it seemed to have on-road.

After the hill start control helped with the steep start, it hauled itself up our test hill with no throttle input until the wheels popped off the ground; a little light throttle was then required the engage the traction control system and get the vehicle moving again.

The Toyota offered similar prodigious performance; hill-start and then no-messingaround lugging of the load up the hill with minimal revs and quick and clean traction control engagement when required.

Being autos, of course the Ranger and D-Max required throttle all the way up but both showed good control. As elsewhere, two drivers regarded the D-Max as a little spongier in its responses and control and two regarded the softness as an asset. The Ranger’s electric power steering felt a little sticky off-centre when on-road but it allowed easy wheel placement off it; in fact we reckon the ease with which the steering wheel could be twirled opens the Ranger up to possible front tyre damage.

The Ranger’s hill descent control wasn’t slow enough to be effective on our steep downward slope so covering the brake pedal was required. Instead – and we didn’t try it this time - engaging the rear diff lock can help prevent runaway when one or two wheels lose grip. Being manual and with a diff lock, the Toyota was probably the best-behaved when crawling down-hill and could be driven with one foot each on brake and throttle.

No matter what, there isn’t a dud one here.

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REAL-WORLD PAYLOAD AND TOWING ISSUES Editor in Chief Allan Whiting takes a look at the ins and outs of just how much weight can be hauled by our assembly of workhorses and just how they all stack up Every ute maker claims at least a nominal one-tonne payload figure and more than three tonnes trailer towing capacity for several 4WD utes in its range, but you need to check spec sheets and real-world tare weights for the true position.

We took the five extended-cab test vehicles over a certified weighbridge with a driver aboard each. Fuel tanks were around half-full.

TARE WEIGHTS WERE: Ranger 2.30 tonnes; HiLux 2.12 tonnes; D-Max 2.10 tonnes; Navara 2.10 tonnes and Triton 2.00 tonnes. That gave the Ranger a real-world payload of 900kg; the HiLux, 930kg; the D-Max, 850kg; the Navara, 810kg and the Triton (steel tray-back, not ute tub), 900kg. None is a one-tonner!

This situation is complicated by the fact that many ute buyers fit after-market accessories – especially ‘tradie’ utes that may be used for recreational purposes, as well as work.

Typical tradie additions are a ‘roo bar with a winch (50kg); a second battery (30kg);

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tow bar (10kg); full long-range fuel tank (140kg); tools (10kg); recovery kit (10kg) and a full fridge (50kg).

Add a crew and it’s obvious that you may well have used up half the available payload. Impose the towball weight of a heavy plant trailer – often 200kg or more – and you have very little payload capacity left. Note that towball weight is behind the rear axle, so its effect on rear axle weight is multiplied by around 33-percent: a 300kg ball weight translates to around a 400kg load on the rear axle – more if an extended hitch is fitted.

Even if the loaded vehicle doesn’t exceed the vehicle maker’s GVM there’s a chance that the front or rear axle mass limit may be exceeded, because of too much weight on the front or rear axle.

Ford has made a rod for its own back by insisting on at least 10-percent of trailer gross weight be on the towball, despite clear evidence from UK research that 6-8-percent is the ideal amount.

Mining companies commonly fit bars, side rails and winches to their site utes and some 4WDs overload their front axles when that’s done. Others overload their rear axles with only a modest amount of freight in the back, but with a heavy ball weight on the towbar.

One way of transferring rear axle towball weight is to use weight distribution bars

on the hitch, but this needs to be done carefully: not so much weight transfer that there’s a risk of damage to the vehicle’s towbar and chassis, or front axle overload.

UTE EXAMPLES To illustrate these points, let’s compare these five ute offerings - Ford Ranger, Toyota HiLux, Isuzu D-Max, Nissan Navara and Mitsubishi Triton – against the LandCruiser 70 Series.

Five of these utes have a trailer mass rating of 3500kg and the Triton rates 3100kg trailer mass.

The Ranger has a GVM rating of 3200kg and a GCM rating of 6000kg.

The HiLux has a GVM rating of 3050kg and a GCM rating of 5850kg (manual) 5650kg (auto).

The D-Max has a GVM rating of 2950kg and a GCM rating of 5950kg The Navara has a GVM rating of 2910kg and a GCM rating of 5910kg.

The Triton has a GVM rating of 2900kg and a GCM rating of 5885kg.

The LandCruiser has a GVM rating of 3300kg and a GCM rating of 6800kg.

It’s obvious from the above figures that the only one of these three that can be loaded to its GVM and still legally tow a 3500kg trailer is the LandCruiser. Its 3300kg GVM plus trailer 3500kg GTM adds up to the vehicle’s permitted 6800kg

GCM (3300+3500=6800). The only concession is that the trailer ball weight must be counted as part of the vehicle’s GVM. On paper, the Ranger looks like the next best, but if the Ranger is at its GVM its trailer capacity drops to 2800kg (3200+2800=6000), while the lighter Navara at GVM can tow 3000kg (2910+3000=5910).

The Triton is rated to tow ‘only’ 3100kg, but if it’s at full GVM it can still pull 2985kg.

Another consideration is axle capacities: vehicle makers used to allow a considerable margin between the sum of the axle ratings and the vehicle’s rated GVM. The LandCruiser continues this practice, having a combined axle capacity of 3780kg, which is 480kg greater than its 3300kg GVM. In contrast, the other utes’ total front and rear axle capacities are only around 100200kg above their vehicle GVM ratings.

The ‘Cruiser also has a much higher rear axle rating (2300kg) than the lighter-duty utes and it’s the rear axle that has to handle most of the imposed load.

You need to do your sums carefully before you invest in a 4WD ute – especially if it needs to be loaded and required to tow a heavy trailer. The two have to work in concert.

Toyota’s sales may be out in front, but the T&TT team was divided on the new model’s value. But we all agreed that Toyota’s new drivelines are terrific

Toyota and Ford offer different sized engines in different models; Nissan offers single and twin-turbos

“NAVARA’S TOP-SPEC DUAL-CABS HAVE COILS WITH LEAF SPRINGS UNDER THE WORKERS OF THE RANGE” MISSIN NISSAN? - A LATE INCLUSION We couldn’t get hold of a Navara King Cab in time for our ute comparison, but we managed to grab one immediately after the official launch.

Nissan’s 2016 Navara 4WD ute range comes in RX, ST and ST-X equipment levels.

All new Navaras are powered by a new-generation 2.3-litre, commonrail diesel, but lower-spec RX models have a single turbo version with 120kW and 403Nm, and ST and ST-X models have a twin-turbo version, with 140kW and 450Nm. Our test

unit was a $45,490 seven-speed automatic-transmission ST. Nissan’s King Cab performance was excellent and the twin-turbo engine proved very flexible. Shift quality from the automatic box was first class.

Nissan claims 7L/100km fuel economy, but we couldn’t get it under 9L/100km.

Off road the Navara’s 2.7:1 transfer case low range ratio allowed it to idle over most obstacles.

Unlike the top-shelf, rear-coil-spring

Dual Cab models the King Cab rode on leaf rear springs. Ride quality was firm, but well controlled, with excellent balance front to rear, when loaded and unloaded.

When we put 450kg of mulch in the back of the King Cab the Navara had around 45mm remaining travel above its leaf rear springs.

Control layout was good, but the Navara’s driving position was the worst of our five utes, with no steering wheel reach adjustment, insufficient driver’s seat height variation and

headrests that were too close to the front seat occupants’ heads. However, the Navara’s rear seats folded up against the cab wall very neatly.

Like all the new Navaras the King Cab had a power-sliding rear window section that could aid ventilation in a ute tub fitted with a canopy. (In Thailand its main use is probably for a ute-taxi driver to communicate with passengers sitting in picnic chairs in the ute!)

A waterproof power point in the ute tub was a nice touch.

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GRAVEL ROADS AUSTRALIA COMING SOON! MARCH 2016

AN ALL NEW MAGAZINE AIMED SQUARELY AT BUILDING AND MAINTAINING GRAVEL ROADS IN THIS COUNTRY

WELCOME TO GRAVEL ROADS AUSTRALIA AN ALL-NEW niche publication will be hitting your desk in early 2016 when Gravel Roads Australia arrives on the scene.

Gravel roads make up almost 66 per cent of the nation’s road network with close to 600,000 kms of unsealed thoroughfares across this wide brown land. Many have low traffic volumes while others are vital arteries providing access to some of our most valuable resource assets.

Building and maintaining our unsealed road network is a major industry in itself with Local Govt, Civil Contractors, Mining Companies, Forestry, Farmers and a myriad of others all

involved in ensuring these vital routes are available to industry and travellers alike.

successful transport website, www.truckandbus.net.au.

Now, for the first time, this sector will have its own journal featuring interesting stories about road construction practices, new equipment, case studies, planned projects and new techniques - in fact anything that involves the building and maintaining of gravel roads.

Gravel Roads Australia will feature great writers with features and news produced by some of the best journalists in Australia with high quality photography and design.

Gravel Roads Australia will be a high quality 64-page publication, produced four times a year by Grayhaze Publishing, publisher of Transport & Trucking Australia and Coach and Bus magazine as well as the highly

The first edition will be published in March 2016 and then in June, September and December each year. The magazine will be direct mailed to more than 3000 Local Govt Works Officers, Civil Contractors, Transport Operators, Machinery Dealers and Manufacturers as well as Mining Companies.

For advertising please contact: Grayhaze Publishing 02 9938 6408 admin@transportandtruckingtoday.com.au - ads@transportandtruckingtoday.com.au

\ 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

© 2015 Allison Transmission Inc. All Rights Reserved.

LCV

MOVING PEOPLE IN STYLE The updated Mercedes Benz Vito has spawned a luxury people mover Valente that Jon Thomson road tested recently.

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T

he task was simple, transport seven people in luxury on a weekend away with their luggage and with the least amount of pain.

Often T&T has to cart things around in trucks and just occasionally we have to move human cargo, which was why getting the Mercedes Benz Valente on a road test, came at an opportune time. Now that this writer’s children have well and truly grown up having anything bigger than a small hatch for the task of getting around is no longer a priority.

With the MB Valente, we had the perfect vehicle for the task with eight seats, a Benz badge on the front and a whole lot of creature comfort and luxury surrounding us.

While the Valente is a people-carrying version of the Vito commercial van it has a lot of creature comforts and adds up to a great value package starting as it does from $56,380 plus on-roads.

Everyone who rode in it during our time with the Valente asked how much it was, most expecting a price much higher than the one we quoted. That is the power of that 3-pointed star on the front and rear of the Valente; it gives even a glamoured up goods van some extra cache.

Benz is muscling in on the territory that has been occupied for a long time by VW, the ultimate pioneer of the cargo van turned mini bus and latterly by Hyundai with its iMax, the bus version of the iLoad.

While you won’t get the same level of refinement as a people mover and because of the size you won’t get the maneuverability, you do get a tremendous amount of space and in this case a terrific luxury appeal, which is why the Valente is increasingly popular with Limo and luxury transfer operators.

The Valente we get here is made in Spain

and is big, stretching the tape measure to 5140mm in length, with a 3200mm wheelbase, which is large by any stretch of the imagination.

The trade off is that the big box on wheels delivers extra interior space with three rows of seating in a 2-2-3 design. In our instance the seats were covered in leather adding to the luxury feel. It is also available in a less luxury oriented, more family friendly version, with two three seat rows behind the cockpit, delivering a full eight seat configuration.

Middle- and rear-row occupants get roofmounted air vents, grab handles, map lights and a button to open/close the electric sliding side doors.

You can, if you desire turn the middle row of captains seats around, but it isn’t an easy task and can be awkward on your own, but it is doable adding to the flexibility of the Valente.

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1. The Benz Valente presents a stylish and contemporary look despite its commercial origins 2. A 5.8-inch infotainment screen is front and centre of the dash with phone and audio control buttons along with the climate control and electric sliding side doors buttons below that.

3. Valente’s seating options are both flexible and spacious 4. Roof console feartures reading lights and other controls

“The Valente is a refined and quite upmarket people mover despite its van origins” It’s not as user-friendly as the simple onetouch tilt-and-tumble systems we’ve seen elsewhere.

The standard six airbags include fulllength curtains for all three rows making the Valente a safe environment for those riding down the back as well as up the front.

There are heaps of storage pockets in the front doors with three levels of stowage, but only two cup-holders on top of the dash.

The Valente’s infotainment system comprises a 5.8-inch screen operated by dials but not a touch screen. Either side of the screen are phone and audio control buttons while the climate controls and controls for the electric sliding side doors are below that.

Our test Valente was fitted with a reverseview camera and sat-nav as well as parking sensors and active parking assist system.

It also featured active collision prevention system, lane assist, blind-spot monitors, intelligent LED headlights, and all of the other latest Benz ESP and accident avoidance software.

Luxury touches included a leather steering wheel, black window tint, larger 17-inch alloy wheels and roof rails. However T&T did find the low profile tyres and big alloys a problem with a mere touch of curb bringing an expensive and annoying puncture and the

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need to use the low speed space saver spare.

We don’t believe the low profile tyres offer enough of a performance advantage to be needed in a van like this and our tangle with the concrete proved this.

That damage was added to when some nitwit in a shopping centre car park lost control of a shopping trolley and put a decent sized ding in the right rear sliding door. It is a big target and our inconsiderate fellow shopper clearly didn’t miss.

The Valente’s van origins show with the masses of hard-wearing plastics across most contact points while the foot-operated parking brake and the ignition mounted on the left side of the wheel are ergonomic foibles.

The Valente offers a terrific driving position with plenty of seat and steering wheel adjustment while the driving experience is very refined. Wind and tyre noise at speed are close to that of a normal car or people-carrier.

As you would expect from a Benz it feels stable and planted at cruising speeds while the damping is excellent and irons out bumps and ruts with a smooth and luxury ride even on Sydney’s give and take roads and with those low profile tyres on board.

The electric-assisted steering makes the

Valente a joy to drive with just the right amount of feel and assistance while it has an amazingly nimble and tight 11.8-metre turning circle, making parking a doddle.

The Valente’s 2.1-litre turbo-diesel engine called the 116BlueTec, delivers 120kW of power at 3800rpm and 380Nm from about 1400rpm so there’s plenty of low-down pulling power delivered smoothly and evenly The engine is mated to a seven-speed auto that delivers incredibly smooth and almost imperceptible changes and adds to the refinement of the Valente ride and drive experience.

We recorded fuel economy of around 7.9 litres per 100 over the week we spent with it, more than the quoted 6.3 litres per 100, but we did have a full contingent on board for much of the time and did not spare the welly.

Benz gives a three-year/100,000km warranty with 12 month or 25000km service intervals.

The Valente is a refined and quite upmarket people mover despite its van origins and despite a few foibles, it does the job very well at a reasonable price. It will be interesting to sample VW’s new Multivan in the next few months to see how the two German mini buses measure up against each other.

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MONEY MATTERS PAUL CLITHEROE PONDERING INSURANCE AND SPENDING LESS ON CARDS AND MORE WITH THE FOLDING STUFF

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reckon there’s a lot to celebrate about getting older, the joy of watching our kids grow up, having plenty of life experience to draw on, and surprisingly, valuable savings on insurance premiums.

Let me explain that last point. A colleague of mine recently turned the big 5-0. It wasn’t a milestone she particularly relished, that is until her comprehensive car insurance renewal arrived. The annual premium was considerably lower than in previous years thanks to the driver turning 50.

Interestingly, age-based discounts are also becoming available on life insurance.

MLC Insurance for instance, recently announced discounts on life cover with savings of up to 15 per cent from age 45. It’s a great idea - live longer, save on insurance.

Buying life insurance outside of super lets you tailor the policy to the needs of yourself and your family, so you can be quite sure you have adequate and appropriate protection.

Directly held life policies can also have extras like a funeral benefit.

Ratings group Canstar recently reviewed directly held life insurance and found ANZ and Insure Me Now offer good overall value. However it’s a question of comparing insurers and policies to see what works best for you and your family.

You can download Canstar’s life cover report from www.canstar.com.au. Or speak to your financial adviser for a review of your life insurance needs. Having complete protection can cost less than you expect.

Meanwhile, here’s some good news for the festive season. The majority of shoppers

Shopping via the internet makes it easy to compare prices and snare a bargain. But in the pre-Christmas rush it’s easy to lose money to a dodgy website especially if you haven’t used the provider before.

Instead of focusing solely on prices, look for some important features to make sure you’re not ripped off. Check the website address begins with https and the page displays an icon depicting a closed padlock. These indicate additional layers of encryption to keep your payments secure.

With all the extra spending at this time of the year, it can be tempting to consider - for use next year - one of the dedicated Christmas savings accounts offered by a number of smaller banks, credit unions and building societies.

The idea behind these accounts is that you

“LIVE LONGER, SAVE ON INSURANCE WHILE CHRISTMAS SHOPPERS PLAN TO USE MORE CASH, LESS CREDIT” In fact, from our forties onwards, life insurance plays an especially valuable role in a sensible financial plan.

Between the ages of around 40 and 50 we often face significant financial responsibilities, paying off a home, funding a quality education for our children, and aiming to grow investments for retirement.

In many cases the combined income of two people is the thing that keeps household finances ticking over. This is why it’s so important to review your life cover annually, if anything happened to either income earner your family could be left financially skewered.

Many people assume they have sufficient life insurance through their super fund. But that’s not always the case. The amount of life insurance provided by super funds is often less than $200,000. For many families that wouldn’t be enough to pay out a home loan let alone provide long term financial security.

are leaving their credit cards at home this Christmas with plans to pay for purchases with cash.

According to ASIC’s MoneySmart site, Australian households are expected to spend, on average, $1,079 on Christmas, with up to around half this total going on gifts alone.

It’s an additional outlay that can strain household budgets so it’s great to see ASIC also finding that about 60 per cent of us will use cash savings for holiday season spending.

Only one in five shoppers are likely to reach for their credit card.

Making it through the festive season without stocking up on high interest card debt is one of the best presents you can give yourself for Christmas. Even better, paying by cash offers scope to ask for a discount. So don’t be afraid to ask retailers for their best cash price.

Interestingly, an Australia Post survey found a whopping 87 per cent of Australians will head online for festive purchases.

tuck money away into them throughout the year, and to discourage dipping into the accounts before the festive season, hefty fees apply for withdrawals made before November. So, if financial discipline isn’t your strong point, these accounts can help you save for Christmas. But do note the rate your money will earn is often pretty miserly ñ in many cases, less than 1.00 per cent.

Alternatively, there are plenty of online savings accounts available that pay over 3. per cent interest, and while conditions may apply, the additional interest earnings can be the thing that helps you grow a nice little sack of cash in time for next Christmas.

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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