Transport & Trucking issue 111 Oct-Nov

Transport FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& Trucking Australia

www.truckandbus.net.au Issue 111 Oct/Nov 2016

$8.95 incl. GST

THINK PINK WE VISIT PILBARA HEAVY HAULAGE GIRLS INNOVATIVE TRAINING ACADEMY

ISSN 2206-1495

9 772206 149005 >

11

THE HANNOVER SHOW

MERC’S GO ANYWHERE UNIMOG - ELDORADO’S AUTMATIC GOLD - WALKINSHAW RACING’S SCANIA

NEW ISUZU N SERIES WITH TORQUE

THE TRUCK FO

NEW ISUZU N SERIES

models* that can be driven on a car licence

This latest TC-AMT has been designed for Australian

now feature a new Torque Convertor

driving conditions, incorporating revised gear ratios

Automated Manual Transmission (TC-AMT),

and a kick-down control switch on the accelerator

making them a whole lot more responsive

which means when you put your foot down, the truck

mean that you want to feel like you’re

and sharper off the mark. In fact, you could

automatically selects a lower gear for more controlled

driving one. So most of Isuzu’s new N Series

forget you’re driving a truck at all.

exits from roundabouts, corners and intersections.

THE INTELLIGENT TRUCK

Just because you need a truck doesn’t

*Most NLR, NNR models up to 4,500kgs GVM. #Available most models. F•S•A/ISZ11021

CONVERTER AMT.

R EVERYBODY.

The other advantage of the AMT is that while

comes standard with Isuzu’s Digital Audio Visual

To find out more about the new N Series, head to

it’s still a two pedal operation you can choose to

Equipment (DAVE) unit, ready for sat-nav and telematics

isuzu.com.au or visit your nearest Isuzu Truck Dealer.

shift gears manually or drive it like an automatic,

at extra cost. And to keep you safe, there’s four-wheel

offering both good fuel economy and reduced

disc brakes#, side intrusion bars, driver and passenger

maintenance costs.

airbags and Isuzu Electronic Stability Control (IESC)#.

The smarts don’t end there, though. The N Series

So now your choice of new truck is too easy!

Transport

CONTENTS

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& Trucking Australia

24 CONTACT DETAILS

FEATURES

PO Box 35 Lindfield, NSW, 2070 www.truck www.truckandbus.net.au admin@truckandbus.net.au

16

THE HANNOVER

24

STAYING AHEAD OF THE PACK

30

PINK TRAIN IN THE RED DIRT

36

PADDOCK RACER

42

GET A GRIP

48

DIGGING DEEP

54

HOLD YOUR HORSES.

60

SIMPLY SUPERB

Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews Follow us on Facebook at Truck and Bus Australia

Publisher Jon Thomson admin@truckandbus.net.au Editor in Chief Allan Whiting nofibspublishing@bigpond.com Art Director Luke Melbourne luke@thekissagency.com Advertising Sales Lauryn McGuiness Mob: 0404 058 380 adsales@truckandbus.net.au Editorial Contributors Barry Flanagan, David Meredith, Mark Bean, Glenn Torrens

We take a trip inside Europe’s big biennial truck show and discover the IAA Show in Hannover delivered more than it promised

As Number One in the market Isuzu Australia clearly has no intention of slipping backwards as Allan Whiting saw at the launch of the updated N series.

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T&TA travels to Karratha to look behind the scenes of the Pilbara Heavy Haulage Girls and the innovative training academy set up in WA’s rich red Pilbara by Heather Jones.

We take a look inside the famed Walkinshaw Racing operation and its Scania B Double transporter rig piloted by the team’s ‘third’ driver truckie Darryl Kruzinga.

The new generation Unimog has just been released in Australia and while it looks familiar it hides significant powertrain changes behind that rugged facade. Allan Whiting was the first Aussie journo to give the new beast a workout.

We travel to Queensland’s Sunshine Coast to meet ‘semi’ retired Dean Harding of Eldorado Mining to see what makes this innovative12 truck quarry fleet tick.

Forget Chinese vehicle prejudice: the Great Wall Steed seems well made and is certainly well specified, keenly priced and less complicated than its rivals. Allan Whiting spent a week with the new ute.

In the fine tradition of positive thinking Skoda has applied the old Latin maxim, I think therefore I am with its flagship Superb and after a week with the car we can report that the positive thinking has worked.

42 Transport & Trucking Australia is published under licence by Transport Publishing Australia and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

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. (trading as Transport Publishing Australia) is a member of the Copyright Agency Limited (1800 066 844).

Editorial contributions are welcome for consideration. Contact the Editor or Publisher for guidelines, fees and level of interest.

All unsolicited manuscripts must be accompanied by a stamp, addressed envelope for their return. We will not be held responsible for material supplied electronically.

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DEPARTMENTS

04

BACK TRACKS Musings from the Editor

06

HIGHWAY 1

News and info from all over

64

MONEY

Paul’s latest advice on finances

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BACK TRACKS ALLAN WHITING The only constant is change!

C

hange is coming to the diesel world and it’s happening faster than many think. Already, nearly all European car makers have decided they’ll abandon sub-two-litre turbo-diesels within the next few years.

The costs of exhaust after-treatment equipment to comply with Euro 6 and Euro 7 are simply too great to justify.

Mid-sized diesels may also be under threat from tightening emissions laws and projected on-road compliance testing at mileages out to 160,000km. Vehicle makers are wary of possible fines and adverse publicity, should they not meet these harsh criteria.

The well documented maintenance issues with modern diesels have vehicle owners very concerned: plugged EGR valves and oil-coated intercoolers; sump oil diluted by unburnt fuel from DPF regeneration cycles; oil starvation caused by sludge-blocked oil pickups; failed injectors and common rail pumps caused by fuel quality that’s just fine for older engines; turbos with bearings ruined by PCV contamination; high replacement costs of EGRs, DPFs and CATs; the need for AdBlue top-up… the list goes on.

Clearly, the band-aid ‘fixes’ for diesel

emissions that rely on exhaust recirculation and after-treatment aren’t working to owners’ satisfaction. However, there’s no alternative to the diesel yet – or is there?

Hybrid and electric trucks haven’t exactly taken the market by storm, but there are alternative range-extended electric trucks emerging in the USA that may change the face of road transport.

Wrightspeed was started in Silicon Valley

by Ian Wright, an expat Enzedder, who was one of the original Tesla founders. His gas-turbine range-extended electric vehicle (REV) system has been retrofitted to a number of trucks and buses, and is in parcel delivery service with FedEx. Mack has just retrofitted a Wrightspeed system to a garbage truck, for evaluation.

In contrast with an electric car that will take about 19 years to break even – hence the very slow uptake of EVs – the REV waste collection truck has a payback period of only three years, according to Ian Wright.

The savings come from fuel and reduced maintenance, mainly on brakes.

Another REV development in the USA is the Nikola One Class 8 prime mover. This $US375,000 truck is in the prototype stage and will cost twice what a conventional diesel truck does, but with very frugal

operating and maintenance costs and a claimed relatively short break-even period.

The powertrain has six electric wheel motors, fed from a battery pack with a claimed 160-320km range at 36.5 tonnes GCM. US-market Nicolas will have CNG fuel on board to power a 400kW helicopter-style gas turbine battery charger. Export market vehicles can have tankage for virtually any fuel option.

Tesla has also forecast an electric truck in the near future.

Those who think that there’s no future for the electric vehicle should note that China racked up 150,000 EV sales in 2015 and that figure is expected to double every year, for at least the next three years.

When Tesla opened the order books for its $US35,000 Model 3 2018 electric car in late-2016 the company received 276,000 orders. That contributed more than $US280 million in zero-cost capital to Tesla, from buyer deposits.

The EV arc has been struck, I think.

Closer to home in this issue we take a look at Isuzu’s updated N Series range, travel to the world’s greatest truck expo with a visit to the recent Hannover IAA Truck Show in Germany where a lot of future tech was unveiled. Along with that you may have heard of James Courtney and Garth Tander, the Walkinshaw Holden Racing Team drivers, you may not have heard of the team’s third driver, Darryl Kruzinga, the bloke who pilots the team’s multi- million dollar cargo aboard the Scania B Double transporter, great little yarn that one!

I take a spin in Benz’s latest Unimog off road truck, test the latest Great Wall ute, the Steed and JT heads to Karratha to visit the Pilbara Heavy Haulage Girls.

All that and a whole lot more in this edition of Transport & Trucking. Take it easy and stay safe.

AUSTRALIAN MADE. WORLD’S BEST. For road transport operators and businesses who keep the health, wealth and prosperity of this country moving every day.

kenworth.com.au

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HYUNDAI TRUCKS RETURN / SCANIA DRIVER COMP / VOLVO

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SPENDS BIG IN OZ / CUMM INS X15 COMING / BENZ UT E ON

ITS WAY

GREAT EXPECTATIONS - Hyundai Trucks return to Australia T&TA ORIGINALLY BROKE the story last year and now it has finally been confirmed that Hyundai trucks will return to Australia after being jettisoned

by Hyundai Australia two years ago.

This time round trucks from the well-established Korean auto maker will be distributed by a Sydney based car dealer and one-time distributor of Chinese built buses, Dilip Kumar

of Peninsula Motor Group. The new operation is dubbed Hyundai Commercial Vehicles Australia and will be based at Kumar’s Bankstown Holden and Hyundai car dealership facility.

The new push will be led by the lightmedium Hyundai Mighty range from four to 7.5 tonnes while the Xcient prime mover is set to follow later in 2017.

The Mighty is well priced, there is no

doubt about that with the EX4 four tonne standard cab which can be driven on a car licence starting at $39,990.

The new distributor says it will offer factory fitted bodies and sell with the slogan ‘Ready built, ready to work’ offering a standard factory built pan tech, a refrigerated pan tech and a three-way tipper as well as both factory built alloy and steel tray bodies

as ready to work models negating the need for trucks to be sent off.

Kumar says the factory fitted bodies will make it a one-stop shop for truck buyers with ready to work models which can be tailored to customer needs and delivery from in around two months from order.

Kumar and his general manager, Anthony Hulme, a former Hyundai

Hyundai Trucks' Edward Lee with the new Australian importer, Dilip Kumar of Hyundai Commercial Vehicles Australia

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LDV TO GET INTO UTE MARKET Australia and one time Isuzu trucks employee says the model rollout will be progressive and will lead to a 10 tonne medium duty Mighty in 2018 and an all-new medium-duty offering in 2019.

The previous light duty Hyundai trucks sold in Australia struggled with market acceptance as a result of the appearance of the truck, the lack of commitment and a strong dealer network. Kumar and Hulme say that they already have 21 dealers signed for the launch of the new trucks including nine in NSW/ACT, six in Victorian, five in Queensland and one in South Australia.

Former Hyundai Australia executive and now senior vice president for commercial vehicles with Hyundai back in his native Korea, Edward Lee was at the media unveiling and has apparently driven the return of the brand down under.

“The competitive and mature Australian market presents us with many challenges, but we also know the strength and acceptance of the Hyundai brand here and combined with the range of products of products we will show you soon, give us a great deal of confidence of success in Australia,” Lee said.

HCVA’s headquarters is in a building that Kumar added to his Peninsula dealership site for the Hyundai truck operation while they intend to conduct dealer technical training online. Its parts distribution operation has been sub contracted to global logistics giant TNT. Anthony Hulme says the brand is aiming to capture an ambitious five per cent of the truck market in 2017 and 10 per cent by 2018.

On current market volume that would mean that Hyundai will sell more units than established brands including Iveco, Mercedes and UD next year.

The aim of capturing 10 per cent of the market in 2018 would mean that it would be close on the heels of Fuso which currently has 11 per cent market share year to date.

However if Hyundai captured 10 percent it would have to take some market share from the likes of Fuso, Hino and Isuzu. That would mean that If it took one or two per cent from Fuso then the Korean brand would perhaps believe it could take number three in the market. The lack of an auto will be the biggest hurdle for Hyundai in its quest for a ten per cent market share with the Japanese brands now selling large

numbers of automatic and AMT equipped trucks with the number of manuals sold diminishing.

That is an ambitious call in anyone’s language and one would struggle to believe that the fledgling operation could overtake the established Daimler brand in Fuso in less than two years selling into this market.

There will be three models offered in the Mighty range initially starting with the EX4, EX6 and EX8 powered by a 3.9 litre four cylinder turbo diesel powering through a five speed or six speed manual with no automatic available at this stage.

The truck trade press is yet to drive the new Hyundai’s as the launch was merely an unveiling so any impressions of the Mighty will come later, however no matter how well the new trucks may drive and how well priced they are, we believe HCVA will have a tough road ahead to meet its own market expectations. The Australian market is littered with brands that have had grand visions of market acceptance but which have struggled when the rubber hits the road.

Only time will tell if Hyundai can make it happen.

CHINESE COMMERCIAL VEHICLE maker LDV has confirmed its new T60 ute will be brought down under in the second half of next year.

The Shanghai Automotive owned brand launched its new one-tonne ute at the Guangzhou International Motor Show, adding to its Australian line up of the V80 and G10 vans.

LDV expects the 4×4 dual cab T60 will pick up the full five-star safety rating and hopes to roll out a full range of models including petrol and diesel variants, as well as dual and single cab combinations.

The T60 is also tipped to have a full suite of safety features including six airbags, stability control, traction control and electronic brake force distribution.

The Australian ute market is currently booming, with the Thai built Toyota Hilux and Ford Ranger models claiming the top two spots on the overall vehicle sales last month, and the segment accounting for approximately 14 per cent of sales.

While LDV is confident the T60 is a cut above its Chinese competitors the Foton Tunland and Great Wall Steed, it will be interesting to see how one of the world’s most competitive markets takes to the new entrant to the arena.

Meantime the long awaited turbo diesel verison of the LDV G10 van is now available after being launched as a petrol only model last year.

General manager of LDV Australia, Dinesh Chinnappa admits the lack of a diesel limited the potential sales initially, but believes the Chinese built van’s $28,990 price tag will make it an appealing option.

“The arrival of the diesel opens up a huge chunk of the one tonne van market that was previously closed to the G10,” Chinnappa said.

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YOGI BEARS UP TO WIN SCANIA DRIVER COMP WA driver tops prestigious award SCANIA’S BIENNIAL TRUCK Driver Competition has been run and won with 12 finalists battling it out at Melbourne’s Sandown Raceway recently where West Australian driver Glenn Kendall emerged victorious in his first tilt at the prestigious award.

The larger than life Kendall is an owner-driver from Katanning in WA’s South West where he normally pilots a bonneted Kenworth T400, proving Scania’s ecumenical approach to the contest which is open to owners of all types of trucks not just the Swedish brand.

Glenn and his wife Amanda and their son Jack and daughter Lucinda, have been featured on The Discovery Channel’s “Outback Truckers”.

This year marked the fifth time the Australian version of Scania’s longrunning global challenge to find the country’s best truck driver has been run here and Truck & Bus News was on hand to witness the final of both the truck and bus sections of the contest.

Taking the runner up position for the second time in succession was

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Cameron Henry from Bordertown Haulage in Victoria, who was a close second last time out in 2014, while one of Glenn’s close friends, Scott Savory from SavTrans also in WA took third place.

All finalists had to undertake 10 manoeuvring activities behind the wheel of a Scania G 480 prime mover pulling a Freighter curtainsider, including a dog-leg reversing test in a G 480 B-double, and a drive of Melbourne’s traffic-infested roads in a G 480 pulling a Schmitz Cargo bull pantech.

In the classroom, each of the finalists had to answer 30 road rule questions as well as undertake a simulated media interview to gauge their views on the transport industry and how to improve the lot of transport drivers.

“Scania put 12 talented finalists through a tough series of tests on the road and behind a desk in order to determine who would win the coveted Champion status,” said Ron Szulc, Brand & Communication manager for Scania Australia.

“This unique competition puts the

spotlight on safe, skilful and efficient driving, underscoring the high levels of professionalism among today’s drivers.

“Day-to-day, Australia’s truck drivers are largely unappreciated for the hard work they do against tough deadlines and often in uncomfortable conditions,” Ron said.

“By putting these finalists to the test we expose their high levels of ability, but also importantly give them a chance to meet with other like-minded, passionate and committed drivers who can impact the industry with their professionalism, courtesy and leadership.

Glenn ‘Yogi’ Kendall said he was excited and overjoyed to have emerged at the head of the field.

“It’s amazing, unbelievable,” he said.

“I felt I got one of the first tests wrong, so I had to stop and take stock and then focus on every element of the manoeuvring. I had to give everything 110 per cent.

“The switch to a state-of-the art (cabover) Scania was one of the biggest things to get to grips with during the tests,” he said.

The smiling WA truckie says he will cart anything on his truck adding if he can get it on the back of the truck, he will cart it, from a $600,000 combine harvester to a vintage bike frame.”

He says he has a burning passion for setting to right some of the issues he has seen in 20 years driving and four years as the owner of his own business, Kendall Trucking & Co. “The general public’s perception of trucking is they see lumps of metal going down the road. They don’t see that the ‘someone’ behind that lump of metal is a real life person that deals with real life situations and has a life outside of trucks.

“We need more education and a massive revamp in the transport industry to bring a better level of understanding (of what we do) and then be able to attract better level of driver to the industry,” he said.

“This event is good to meet other like-minded passionate people who want to push themselves forward in this industry. You have got to be in to win it,” Glenn said.

CUMMINS X15 CONFIRMED FOR OZ Big Red updates its 15 litre engine line CUMMINS SOUTH PACIFIC has confirmed the new X15 Euro 5 engine will hit the Australian market in 2017, replacing the 15 litre ISXe5.

Our online news portal Truck and Bus News reported in the 1st August edition of eNews that the recently launched X15 would replace the ISXe5, which at the time was denied by Cummins SP. The X15 Euro 5 specs match the X15 Performance range of the North American market, but uses SCR to meet Euro 5 emissions standards.

The X15 is rated between 450 and 600 horsepower like its predecessor with torque ranging from 2,240 to 2780Nm, and will add the Advanced Dynamic Efficient Powertrain Technology (ADEPT).

According to Cummins South Pacific managing director Andrew Penca, the X15 is a more efficient evolution of the ISXe15.

“The X15 uses the same hardware and emissions reduction technology, SCR, as the existing ISXe5 and incorporates all the product improvements since the ISXe5 release in 2012, including power cylinder, cylinder head and turbocharger upgrades,” Penca said.

ADEPT has been trialled in Australia throughout the year on Eaton 18-speed automated transmissions and is designed to adjust power, torque and gear selection based on from load,

speed and grade using its SmartCoast and SmartTorque features.

SmartCoast returns the engine to idle by disengaging the front box of the transmission when on a moderate downhill run in order to maintain momentum and reduce fuel consumption, reengaging on command from the engine, while SmartTorque is intends to ensure the engine is always in the most fuel efficient band of revs and eliminating unnecessary gear shifts.

Director of on-highway business at Cummins SP, Mike Fowler stated the focus is now on efficiency, not emissions.

“Our product development is no longer driven by emissions, but is instead inspired by customer needs and application requirements. The X15 is a sign of what is to come from Cummins in terms of significant efficiency gains for our customers,” he said.

“The X15 builds on the success of the ISXe5 of which more than 6000 have gone into service in Australia and New Zealand since 2013 and has established class-leading reliability, fuel economy and performance.”

Cummins also says the addition adaptive cruise control is due in the not too distant future, as well as overthe-air engine programming, which will allow operators to reprogram or update engines without taking the truck off the road.

Efficient, reliable, comfortable.

The new Actros. www.truckandbus.net.au 009

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VOLVO SPENDS UP BIG DOWN UNDER Swedish maker commits to big infrastructure spend Down Under VOLVO HAS MADE a $165 million statement about the importance of the Australian market with the Swedish company and its local partners set to invest in new dealership and service centres over the next two years.

Global president Claes Nilsson announced the spend in a recent visit down under, his first in a decade with $65 million directly from Volvo, and the remainder from its privately owned dealerships: CMV in Victoria and South Australia and Truck Centre in Western Australia.

“Australia is important to us. There are many similarities between the demands we find in Australia and some of the Nordic countries — that is, heavy roads and tough weather conditions,” Nilsson said.

“We are pleased with our progress

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here. The business is very healthy for us. Australia is a very important market in terms of extreme conditions — for example the weight and length of road trains, so we use Australia to test new things and features.”

Volvo Trucks announced a $30 million investment in its new Australian headquarters in Wacol, while its production facility is the largest assembly plant for heavy-trucks in Australia.

In the past six years, Volvo has invested $27 million in the factory to accommodate the new Volvo FH model, with a further $3.7 upgrade to the chassis treatment process approved just this month.

“We are very pleased and happy with the business we have in Australia. We will continue to invest in manufacturing

here,” he said.

“We need bigger service facilities around Sydney. We are looking at products all the time. It will be on a case-by-case basis.

“For us, it makes a lot of sense to continue to produce product in Australia.

We have specific features and solutions for Australia that we see continuing.

About 550 of Volvo’s 1400-person Australian workforce is directly involved in manufacturing and a further 50 are involved with research and development and engineering.

Meantime the Swedish company has wasted no time in appointing Wagga Trucks as its full-service regional dealership, following the recernt resignation of Wagga Motors.

Wagga Trucks will be be the service, parts and sales base for Volvo Group

from 1st December 2016 in the region, providing comprehensive aftersales service and support for Volvo, UD, and Mack Trucks from its purpose-built facility.

President of VGA, Peter Voorhoeve said the region is a key market for the brand.

“Wagga Wagga is an important regional hub, and for Volvo Group Australia to maintain our market leadership, it’s absolutely critical we partner with dealers who share our values and commitment to customer service, like Wagga Trucks,” he said.

“I’d like to thank Richard and the team at Wagga Motors for a great 13 years, and I wish them every success with their operations,” he added.

Stands out on the road, and the balance sheet.

The new Mercedes-Benz Actros.

Visit mercedes-benz.com.au/actros for more information, or contact your local authorised Mercedes-Benz Trucks Dealership.

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BRISBANE TRUCK SHOW 50 NOT OUT Queensland truck expo outlasts rivals to remain top show in Australia THE HEAVY VEHICLE Industry Australia (HVIA) has launched the 50-year anniversary Brisbane Truck Show, to be held from 25-28 May 2017 at the Brisbane Convention and Exhibition Centre.

Up to 300 exhibitors will fill the convention centre in the fourth year the show has been held at the venue, showcasing the latest trucks, trailers, components and accessories.

According to show manager Noelene Bradley, demand for exhibitor space is already strong.

“We have a waiting list of prospective exhibitors that we are trying to accommodate. The show promises an exciting experience for visitors with new truck brands, new models, new trailers, new technology, new equipment and components all on display.”

One major player in the market will be absent though, with HVIA’s Chief

Executive Officer Brett Wright confirming Penkse Commercial vehicles would not be displaying at the show.

“Penske is an active and loyal member of HVIA and we respect the decision they have made for 2017.

Penske Power Systems will still be displaying the popular Detroit brand. We look forward to the prospect of their full return in 2019.”

According to Wright, the 2018 industry event will showcase the development of the past five decades.

“The show has come a long way from its humble beginnings when twenty-one truck, trailer and component manufacturers and suppliers came together at Haulmark Trailers’ premises in Rocklea in 1968,” he said.

“We will use the occasion to celebrate innovation, manufacturing and workforce development with a special display,” Wright added.

UTE NEWS

THREE POINTED PICKUP STAR Prestige maker gets into the Ute market with reworked version of Nissan Navara MERCEDES BENZ HAS unveiled its dual cab only X-Class ute at the Stockholm Motor Show, confirming it will be Australia bound late next year or early 2018.

The ute sector is one of the most competitive on the Australian market, accounting for around 14 per cent of

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vehicles sold each year.

According to Mercedes Benz chairman Dieter Zetsche, the X-Class will mean the German brand has a model in every market segment.

“With the X-Class, we will close one of the last gaps in our portfolio,” Zetsche said.

“Our target is to offer customers vehicles matching their specific needs.

The pick-up will set new standards in a growing segment.”

Mercedes Benz Van boss Volker Mornhinweg is adamant that the X-Class will be more than a luxury run around.

“Our future X-Class will be a pickup

that knows no compromise. Ladder-type frame, high-torque six-cylinder engine, and permanent all-wheel drive are compulsory for us,” he said.

While the flagship model will feature a 3.0 turbo-diesel V6, tipped to put out 195kW and 620Nm of torque, Mornhinweg confirmed other engine

ONE TRAQ MIND AT HINO No.2 truck maker finally climbs aboard the telemetry bandwagon HINO HAS BECOME the latest manufacturer to offer telematics as part of its business fleet solutions, launching its Traq system last week.

Hino Traq provides real-time tracking for owners and drivers through an online portal with vehicle performance, fuel consumption and whole-of-fleet performance monitoring.

According to Hino product strategy

manager Daniel Petrovski, telematics will prove to be a valuable tool for modern businesses.

“It is crucial to provide support for businesses in the future and our aim is to provide our customers with range of business-building benefits that will save them money and worry,” he said.

“Partnering with businesses to translate this valuable information into

real-world analytics will assist in finding efficiencies within their operations.”

Traq provides a range of features including fuel consumption and truck performance monitoring, over revving and harsh breaking reports, truck location, geo-fencing and driver alert button assist.

The system has been developed and tested specifically for Australia over the

past two years.

Hino Traq system is available to order now on all new vehicles or retrofitted to existing fleets, and is covered by a three-year unlimited kilometre accessories warranty when fitted by an authorised Hino dealer.

The system retails for $2745 including installation and a one-year data subscription.

variants are also being offered.

“We have the V6, two four-cylinder engines – diesel and gasoline – and then we have 4×4 and we have 4×2.

That is it as far as powertrains are concerned,” he said.

“And then we have manual and two different automatics going with the different engines,” Mornhinweg added.

A range of accessories including bullbars and canopies is being developed by Germany, while locally Mercedes Benz Australia will add items such as snorkels.

Pricing for the X-Class is yet to be confirmed.

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VW DELIVERS A BIGGER ‘ROK V6 power boosts Amarok but it still struggles with towing capacity VOLKSWAGEN HAS DECLARED it means business, launching the 3.0L turbo diesel Amarok in Australia in late November.

The Amarok’s heart transplant gives it a whopping 165kW and 550Nm of torque, making it the most powerful ute in the highly competitive segment of the market,

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mated to an eight-speed ZF automatic.

While the new Amarok features a significant increase to the capacity and power of its engine, the fuel consumption is only a slight increase of 0.3L/100km, with a claimed combined cycle of 8.6L/100km – making it surprisingly frugal.

Despite its class leading power and torque, the new Amarok is only rated to tow 3000kg, not able to match the 3500kg limit of the Ranger, Hilux and D-Max. The V6 Amarok is available in two variants initially, the Highline from $59,990 and the Ultimate starting at $67,990.

The V6 engine will come standard with VW’s 4Motion 40:60 front:rear permanent AWD system, meaning no low range, but there is an off-road mode, hill-descent control and rear diff lock standard.

An updated four-pot model is due in the first quarter of 2017, with a manual V6 due later in the year.

VOLVO AD CAN YOU PLEASE SEND TO ME?

Showtime

THE HANNOVER Europe’s biennial Truck Show in the German city of Hannover is always a great show even when there is not a lot of new product but with major tactical moves

by VW, some industry shaking statements by Daimler and new Scania prime movers the 2016 IAA exhibition delivered more than it promised. T&TA took a look inside the Euro Truckfest.

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ith most of the latest Euro 6 truck models released two years ago at the last IAA Hannover Truck Show the majority of manufacturers at this year’s German truck fest decided to roll out concept vehicles with technology likely to appear on new trucks in coming years.

The talk of the show was VW Truck & Bus and how the German maker had finally shown its hand in its ambitions for the US market by revealing a matter of days before the show that it had purchased a major share in Navistar.

On the MAN stand, VW’s head of trucks Andreas Renschler drew plenty of attention following the news of its Navistar share acquisition. However the MAN and Scania hardware were still the stars for VW Truck & Bus. MAN showcased its 2017 truck upgrades with increased power and efficiency.

Headlining was the PerformanceLine Edition TGX, using the top of the line 640 horsepower D38 engine, like the one introduced recently by the German maker to its line up down

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show The crowds poured into Europe’s biggest truck with particular focus on Volkswagen’s continuing march in the heavy truck sector Scania’s new big trucks drew plenty of attention as well as winning the International Truck of the Year A proud Scania CEO Henrik Henriksson extolling the virtues of a new drivetrain that saves three per cent in fuel

MAN’s TGX EfficientLine 3 which it says will shave a further 6.35 per cent off fuel usage.

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under. The TGX sported special exterior and interior features.

MAN’s TGX EfficientLine 3 was also on show, which German standards company TUV has certified will shave a further 6.35 per cent off fuel use compared to the previous generation thanks to a slew of efficiency tweaks, including EfficientCruise, EfficientRoll and upgraded engines.

The German truck maker also presented its eMobility TGS 4x2 concept, which uses a 250kW electric motor for inner city distribution work.

Connectivity was also high on MAN’s agenda. It used IAA to launch VW Truck & Bus’s new RIO service – an open platform for logistics management. Offering real time fleet data, the truck maker says RIO will benefit fleets of all sizes and every new MAN will be equipped with a RIO box.

“This is good news for our customers because their business will become more profitable,” VW trucks chief Andreas Renschler said.

Europe’s largest automaker has said it

plans to invest hundreds of millions of euros to expand digital tools for trucks, as it aims to catch up with Daimler and other rivals on developing smart logistics and connected trucks.

MAN digital chief Markus Lipinsky said the program had been developed along with partners Continental and TomTom. “I’m convinced that no technology company can cope by itself with the complexity of the logistics business, that’s why we’re looking for contact with as many partners as possible,” Lipinsky said.

MAN also demonstrated its growing role in the VW family by debuting its new cargo van, the MAN version of its parent’s Crafter model, underlining the increasing product sharing and cross pollination across VW’s commercial brands. The VW version of course was announced as the International Van of the Year at the Show Scania may not be a German brand but as a key part of the VW Empire these days the Swedish brand was a major attention getter in Hannover thanks to its newly unveiled

heavy duty R and S models.

Scania celebrated its big gong, with the jury announcing its new big truck was voted International Truck of the Year, giving VW a clean sweep of the major awards.

The all new model R and S series long haulers led on the Scania stand and while some observers were underwhelmed by the look and design of the new Scanias the reality is they certainly grabbed some attention given the long gestation period and what role any technology in the new big truck might play in other parts of the VW truck empire.

“The S series cab has a level of fit and finish not seen before in this industry,” said Scania boss Henrik Henriksson adding in the same breath that the new powertrain also cuts fuel consumption by three per cent.

Across in the Mercedes Benz Hall the German maker - traditionally the headliner at this its home show - pointed to the fact that cities now contain 75 per cent of the world’s population and its truck chief, Wolfgang Bernhard highlighted the logistical

“The starting point was our customer base and and their expectations from future trucks,” 1 1. Benz unveiled its Urban eTruck, claiming it is the world’s first fully electric heavy duty distribution truck, with a range of 300km with a two hour charge time and a 12.8 tonne payload.

2. Scania’s new trucks were a massive drawcard at the Hannover IAA

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challenges that presents for operators.

“We are pioneering e-Mobility and connectivity and autonomous driving,” said Bernhard.

Bernhard unveiled the Mercedes Benz eTruck, claiming it is the world’s first fully electric heavy duty distribution truck, which it says could be on sale within four years.

The Benz electric truck has a range of 300km with a two hour charge time from its lithium ion batteries and offers a 12.8 tonne payload, although this might be further improved before the truck is on sale with the rapidly changing and improving battery technology.

“The starting point was our customer base and their expectations from future trucks,” said Sven Ennerst, Chief of project engineering at Daimler. “They want a vehicle that offers zero emissions and that is what we are proposing. The price tag will be higher than a conventional truck but we are working on reducing that, plus the lower operating costs will help counter the extra initial costs,” he said.

In another major announcement Benz announced it has teamed up with trailer-maker Krone to offer a package of aerodynamic components that promise to improve fuel efficiency and cut carbon emissions.

Benz and Krone demonstrated the new products underlining a growing commitment to the environment and cleaner greener trucking.

In Europe the EU is seeking to reduce emissions in the long-haul transport sector by 30 per cent by 2030.

Despite this Daimler has been critical of Brussels for focusing narrowly on tyres and engine improvements, rather than the whole picture of how vehicles are actually used.

Wolfgang Bernhard, said EU regulators were trying to cut grass that had already been mowed adding there is still grass standing sky high in places where no one is looking.

“It’s more cumbersome to look at trailer aerodynamics than it is to look at tyre classifications. We need to start looking

there — there is a lot to be gained,” he said.

Last year Daimler performed efficiency runs to determine what sort of fuel savings could be gained on heavy-duty trucks equipped with optimised trailers, tractors and tyres, as well as “predictive powertrain control”, a cruise control unit that uses GPS and 3D maps to look ahead and maintain an efficient speed on inclines and declines, saving fuel. The result was 12-14 per cent fuel savings.

The reality is that just a few tweaks to the aerodynamics of the truck delivers a completely different air flow for the vehicle.

Of course Daimler makes the prime movers, not the trailers that is why Herr Bernhard commissioned Krone, a major family-run trailer maker and the second largest in Europe, to come up with fuel saving trailer at an economical price.

Krone was able to develop a package comprising side panels, a four-part rear wing and “A-label” low-resistance tyres that delivers a seven to nine per cent improvement in fuel efficiency.

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The “Profi Liner Efficiency” package will cost just under the equivalent of $AUD3000 and will be available immediately following the launch at Hannover.

In the past something similar would have cost 2.5 times more than this but the lower price is aimed at enticing haulage companies buying new vehicles.

“The average truck drives around 120,000km per year in Europe and if a company can save seven to nine per cent in diesel, at the equivalent fuel price of $AUD1.60 per litre, the savings would be around $AUD3000 to $3600 per year,” said Gero Schulze Isfort, managing director of sales and marketing at Krone.

Lab-tested fuel efficiency figures have looked suspect since the since the VW emissions cheat scandal was revealed a year ago. As a result Daimler and Krone first offered the efficiency package to five transport companies for three months of on the job testing. The companies then used the trucks for everyday operation to compare their fuel efficiency with its normal fleet.

“Seven to nine per cent improvement is a huge step,” said Mr. Bernhard. For context,

he points out in the past 20 years Daimler trucks has improved its fuel efficiency by 22 per cent.

“If you want to give a message to customers, you use real-life customers under their weather conditions, their roads, their vehicles,” Mr. Isfort said.

Separately, Daimler will be showcasing in Hanover its latest generation Mercedes-Benz Actros model with an OM 471 engine, which saves up to 6 per cent on fuel. Combined with the Krone products and its cruisecontrol unit, Daimler says the vehicle is 20 per cent more fuel efficient than a standard semi-trailer-tractor combo from 2014.

“Seven to nine per cent improvement is a huge step,” said Mr. Bernhard. For context, he points out in the past 20 years Daimler trucks has improved its fuel efficiency by 22 per cent.

“If you want to give a message to customers, you use real-life customers under their weather conditions, their roads, their vehicles,” Bernhard said.

Separately, Daimler showcased its latest generation Mercedes-Benz Actros model with an OM 471 engine, boasting savings of up to six per cent on fuel. Combined with

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the Krone products and its cruise-control unit, Daimler says the vehicle is 20 per cent more fuel efficient than a standard semitrailer-tractor combo from 2014.

Another trucking vision of the future in the Hannover halls was Iveco’s Concept Z Truck. The company was pushing sustainability efforts and the bright blue truck was aimed at providing a ‘fully sustainable logistics solution’ with zero emissions thanks to the use of LNG and bio methane as fuel sources.

The company is also claiming a zero accident rate is possible thanks to the clever accident avoidance technology onboard and zero stress and waste, referring to autonomous driving.

“We won’t get rid of the driver and the cab, however the role of the driver is set to change,” said Iveco’s brand president, Pierre Lahutte.

“They will still be expected to drive sometimes but the cabin will become more like an office”. Iveco also revealed the Concept Z Truck has 29 patents, all relating to technologies that will be seen on Iveco trucks in the next few years.

Back in the present and Volvo used the

The cockpit is very good in terms of ergonomics and usability

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show to celebrate 15 years of its I-Shift.

Volvo Trucks CEO Claus Nielsen revealed the technology was installed in 92 per cent of Volvo trucks around the world and 95 per cent of those sold in Europe (as well as 100 per cent of all FH models in Australia).

Nielsen also highlighted the I-Shift dual clutch transmission as an integral part of the wild, speed record breaking 2400 horsepower truck, Iron Knight, which was a big draw card on the Volvo stand.

DAF was also keen to push its own new DAF Connect online fleet management system, which offers an open platform (enabling it to plug into an operator’s existing telematics system) to optimize truck and driver performance. Info including vehicle location, fuel consumption, mileage and idle time is reported in real time to an online dashboard, which also enables operators to plan maintenance.

The Dutch truck maker’s engines have been tweaked to offer up to four per cent better fuel economy. The 4.5 litre PACCAR PX5 and PX-7 engines used in the smaller Euro LF and CF models have been given optimized heat and air management and new software, which has boosted torque by up to 12 per

cent and lowered revs by up to 300 rpm at cruising speed.

Volvo’s other Euro brand, Renault had its entire range on display including the new T250 Maxispace High Edition. Decked out with aluminium rims, carbon look trim and a host of interior upgrades such as the leather steering wheel and armrests.

Maxispace also has red trim highlights.

Packing a 13 litre 520 hp engine and Fuel Eco+ pack with Optivision predictive cruise control, the truck has fixed roof-mounted deflectors and opening side deflectors for better aero efficiency.

As well as the OEMS, major tier 1 suppliers were also unveiling their visions of the future, such as Truck Vision X on the Bosch stand.

Bosch sees the role of the driver changing as greater autonomy in heavy-duty operations. “The driver will take on the role of the logistics manager in the future. When the truck is in autonomous mode, they will be able to undertake other tasks such as reporting damaged trailers, processing orders or booking anything from coffee to meals or parking at service stations, explained Bosch’s Markus Heyn.

“When the driver gets into the cab, a cockpit camera checks his face and verifies he is able and qualified to drive. The truck will offer automatic docking capability and infotainment on the windscreen will provide a wealth of information for the driver about his load, journey and vehicle, “ he added.

Haptic sensors ensure full automation mode can be enabled, allowing the vehicle to join onto convoys – the screen displaying how long it can be part of the road chain and also what the fuel costs will be. The driver is then able to confirm whether or not to join the convoy.

Most innovation and another concept vehicle - at the ZF stand, where the firm’s takeover of TRW in 2015 is bearing fruit.

Using technologies proven on passenger cars and then adopted on a commercial vehicle application, the truck featured three assistance systems. The first - Evasive Manoeuvre Assist (EMA) – is a joint development between ZF and Wabco and automatically steers semi trailer safely around hazards, preventing rear end collisions.

The ZF Innovation Truck also features

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7 1. Renault unveiled the Alaska, its version of the ute it is sharing with sibling Nissan and also with Benz.

2. Volvo’s speed record winning Iron Knight drew plenty of attention.

3. Bosch unveiled a myriad of new technology for trucks in Hannover 4. PACCAR is putting a lot of its engine eggs in its Euro basket using its DAF subsidiary’s MX powerplants.

5. Volkswagen scooped the pool also winning International Van of the Year with its new Crafter 6. Daimler truck chief, Wolfgang Bernhard with the Urban eTruck.

7. Hannover offered a clear view through the windscreen to the future of trucks and transport but it is still a crowded place.

8. Volvo used the show to celebrate 15 years of its I-Shift.

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Highway Driving Assist to keep the vehicle in their lane and SafeRange, which provides a number of benefits at an operator’s base. It enables autonomous driving in and around the loading bay, leading to reductions in accidents and a more efficient loading and unloading process.

Finally there was the Stoneridge offering featuring a mirror replacement system, MirrorEye. The traditional mirrors have been replaced by HD digital cameras and interior displays, enabling drivers to be better aware of their surroundings, including cyclists and pedestrians. “Our goal with MirrorEye to outperform traditional mirrors in all situations,” said the company.

Where prime movers lacked new production metal, the trailer makers obliged. Wabco unveiled its OptiFlow AutoTail, the next generation of the company’s OptiFlow Tail. The new model features automatic deployment and retraction of the aerodynamic tail panels based on driving speed. OptiFlow AutoTail automatically deploys at 75km/h and closes at 15km/h, ensuring the device is consistently used at speeds that maximize aerodynamic fuel savings.

Tyres

Tyre makers were out in force at IAA with new products and Michelin was keen to

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promote the fact it is the first manufacturer to offer a triple A rating for fuel efficiency for a tyre on all three axles. The X-Line Energy Triple A aims to minimize CO2 emissions and uses advanced technology to achieve these aims.

Firstly, silicion sees more silica used to achieve lower fuel consumption, while carbion – described by the French company as an ‘innovative material’ - helps achieve greater longevity with a revised carbon black mix for better performance.

More fuel efficient offerings from Korean maker , Hankook, which presented its truck tyre line for long haul duty, a line it has dubbed e–cube Blue. Already available in trailer tyre form, the new Hankook e cube Blue is now available with both steer and drive treads.

Hankook also announced a credibility building deal it has signed with Scania to be original equipment supplier for the Swedish maker starting in November this year and covering 18 sizes in the 22.5 inch range.

Continental also demonstrated its own clean tyre technology alongside plenty of connectivity solutions. The Conti EfficientPro has been developed for the steer and drive axles, meaning the company now offers fuel saving tyres specially developed for long distance transport.

Thanks to reduced rolling resistance the tyres can achieve fuel savings of up to 0.64

litres per 100 km compared with Conti’s EcoPlus tyres.

The tyres have been specially designed to achieve optimum fuel efficiency. Tried and proven technologies already used for Conti Eco Plus have been systematically enhanced for the Conti EfficienPro. Meanwhile, with the LightPro tyre line Continental was offering weight reduced tyres for the first time, specially developed for tanker operation carting liquids and in particular mineral oil. For this highly weight sensitive transport segment, lighter tyres offer valuable gains in load capacity. Thanks to the lower dead weight of the tyres, the tankers can transport more liquid without exceeding the permissible total weight.

Electronics

The key message from BorgWarner’s new products was electrification and how it will continue to provide potential cost savings for light, medium and heavy duty operators. “Our technologies for vehicles with combustion engines, hybrid concepts and electric mobility support our customers in realizing pioneering propulsion systems,” said James Verrier, CEO of Borg Warner.

“Innovative products such as our electrification turbocharging solution play an important role in enhancing commercial vehicle efficiency,” he added.

First up is the eBooster – a compact and

“Another trucking vision of the future in the Hannover halls was Iveco’s Concept Z Truck.“ power-dense system that supplements the main turbo allowing a major improvement in transient boost/torque to help cut fuel consumption and emissions. There was also the eTurbo, an electrically assisted turbocharger designed for engines in the six to 13 litre range. eTurbo acts as an electrical turbo waste heat recovery system and helps boost response on demand.

Borg Warner also showed its eTurbocompound, a turbine driven, water cooled generator, downstream of the after treatment system. This unit is decoupled from the turbo’s shaft speed and allows electrical recovery of waste heat energy.

Brake Expectations

Every little bit helps as the saying goes when it comes to reducing overall vehicle weight and brake maker Brembo showed it is doing its bit to achieve just that, debuting a new lightweight front disc brake calliper for trucks at IAA. Designed for the lighter end of the market (up to six tonnes) the floating Brembo calliper concept is 15 per cent lighter than similar products already on the market, the weight saving achieved thanks to the use of modular cast iron and aluminium.

The technology has already been proven with larger trucks, with oversized floating hydraulic calipers used to meet the braking demands of the heavier products.

Building on the experience of more than 32 million truck and trailer disc brakes worldwide, Knorr-Bremse’s announced at IAA that its development engineers are currently working on a new brake generation called Synact – a name derived from synergy and actuation.

The design of the mechanical parts is such that clearance is reliably kept within a narrow tolerance band, while the internal mechanics are very smooth running and ensure braking torque of 3o kiloNewtons can be maintained during prolonged braking.

Plenty of new CV technologies at the Wabco stand, especially in the area of braking systems linked to autonomous driving. The company unveiled OnGuardMAX, an advanced emergency braking system that identifies potential collisions and issues acoustic, visual and haptic warning signals.

Equipped with 77Ghz radar and a high res camera, the system takes over if there is no driver input and can perform braking to a complete stop, for example when in a traffic jam. In highway environments and at higher speeds, the system works with adaptive cruise control technology with integrated stop start technology to enable autonomous driving, all the time maintaining the pre-determined speed and keeping safe distances from traffic ahead.

Engines On the engine front Cummins introduced its next gen X Series engines that meet Euro 6 and equivalent standards. The 12 and 15 litre units feature power outputs from 350 to 605 hp and are designed for those markets that will see legislation on par with Euro 6 introduced between now and 2019-20.

Helping the fight against emissions, Tenneco introduced a number of clean air products as well as the systems to aid ride performance. First up was the latest version of the company’s XNOx urea closing system, which offers an expanded thermal range, allowing it to be placed closer to the turbocharger without hampering dosing quality of the performance.

There is also an optional controller, which helps predict engine-out NOx and accounts for ammonia storage and degradation.

One ride quality solution offered was Tenneco’s new semi-active suspension system that claims to help improve safety, reduce tyre wear and protect freight.

CVSAe continuously adjusts shock absorber damping levels in accordance with the road conditions to provide the best ride quality possible. Those in the market for new air suspension could witness Comfort Air - available in a 9.5 tonne single axle configuration or a 19 or 21 tonne tandem set up.

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First Drive

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G N I Y A F T O S EAD AH E PACK TH

either ll back n a c t you or you fa s no e k r a the m ompetition tralia ha lln i e n ber O over the c r Isuzu Aus s to the a m u N e ge u’r ade ing drove lea a o r c t g y s n p ’ n u a t e I v Wh an ad or worse. ards, if the Allan Whit d. n i a t main ber two, ackw indication. y impresse b g n i m p u any to N ion of slip e awa e m r a a c s d intent ring N Serie models an t www.truckandbus.net.au 023 conque f the lates o e m so

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ast-quarter-2016 changes to the N Series should continue to provide some distance between the market leader and those snapping at its

heels: Firstly, Isuzu’s third-generation automated manual transmission (TC-AMT) scores a torque converter, similar to the gearbox design employed in the 2016 F Series.

Secondly, Isuzu’s Electronic Stability Control (ESC) is now standard across the entire 4x2 N Series, with the introduction of ESC to the NQR model. Australia is the first market in the world to have the ESCequipped NQR. Finally, six new model variants have been added, including NNR 55/45-150 models with 5.5-tonnes or 4.5-tonnes GVM and larger rear disc brakes. New NNR 65-150 models are rated at 6500kg GVM. These new additions expand Isuzu’s enginedownsizing program as all are powered by the three-litre, 150PS 4JJ1 engine.

Torque converter manual box

We’ve never been fans of Isuzu’s self-shifter since its introduction back in 2005. The second-generation version was released in 2007 and still had less than desirable shifting habits. It was easily confused if the driver

had a hesitant accelerator foot and at times didn’t seem to know what ratio to select.

Hino scored brownie points in the market with its 300 Series’ Aisin fully automatic transmission that has very good shift quality.

We reckoned that Isuzu either had to improve its AMT or become a Toyota Group customer by buying Aisins for the N Series.

Isuzu Australia’s chief engineer of product strategy, Simon Humphries, must have thought the same: “The new transmission has been developed after benchmark testing in Australia, with shift timing and logic designed to suit Australian driving conditions, including roundabouts.”

Interestingly, there are almost no roundabouts in Japan, so the peculiar shift issues when negotiating roundabouts hadn’t been considered in the original transmission calibrations. It’s typical for a driver to approach a roundabout with a light accelerator pedal and then have to downshift and accelerate to ‘slot into’ a gap in the traffic.

Isuzu’s third-generation automated manual transmission with torque converter (TC-AMT) was introduced earlier this year in the F Series. The earlier versions had a fluid coupling, but no stator to produce a

torque multiplication boost at lift-off.

The first-generation AMT had electromagnetic solenoids to produce computercontrolled automatic shifts and manual shifts.

The second-generation AMT had smoother and more responsive gear changes, thanks to a linear solenoid and more efficient transmission-to-engine communication.

The third-generation TC-AMT now introduced to NLR and NNR models has a stator in the fluid coupling and that produces torque multiplication factor of 1.55:1, resulting in improved response at lift-off.

The gear ratio gap between second and third gear has been reduced, leading to improved fuel economy, as higher engine speeds are not required between these gears.

Another addition is a ‘kick-down’ detent on the accelerator pedal. When the driver demands brisk acceleration and pushes the loud pedal past the detent position the engine will rev faster and the transmission will downshift one or two gears instantly.

The TC-AMT also includes a car-like transmission lever with a ‘P’ position. In ‘P’ a pawl engages a large toothed gear-wheel on the transmission main shaft. The pawl and gear assembly is substantial, weighing

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1. Six new model variants have been added and Isuzu’s engine-downsizing program has continued.

2. Australia is the first market outside Japan to get the new third-generation TC-AMT. 3. Around for 100 years and Aussie market leader for nearly 30.

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11kg and is claimed capable of holding a loaded N Series on a slope.

In concert with Isuzu’s smallerdisplacement three-litre, 150PS, 4JJ1 engine the AMT-TC transmission is expected to deliver good performance and economy, with the simplicity of two-pedal operation.

“Isuzu Australia is the first market outside Japan to get the new third-generation TC-AMT, which is an indication of the high standing and importance that Japan places on this market,” Mr Humphries said.

“With the new TC-AMT, customers will benefit from the shift quality and launch feeling of a full auto with the added fuel economy benefits of a well-driven manual.”

It obviously took some time for the AMT shift issues in this market in the N Series and the F Series to gain attention from the Japanese engineering team, but the ‘fix’ has finally come.

“We’ve been number one for a long time and Isuzu Motors Japan want to do what they can to assist us in our efforts to stay in the top spot,” Mr Humphries said.

The two-pedal trend

The latest new-truck sales figures show that sales of two-pedal trucks have finally surpassed the three-pedal model’s

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traditional dominance of Australia’s light and medium-duty markets, in line with what’s been happening in the passenger car and SUV markets.

Figures from the Australian Federal Chamber of Automotive Industries (AFCAI) show just 13 per cent of all passenger cars sold in 2014 had a manual transmission, down from 33 percent in 2000.

The trend is similar in many international markets, with US automotive research companies reporting that manual transmission sales accounted for only seven percent of new car sales in 2012. That figure had dropped to 3.9 percent by August 2013.

Many car manufacturers have ceased offering manuals in certain models, even in the case of off-road vehicles like LandCruiser 200 Series and Land Rovers.

Phil Taylor, IAL director and chief operating officer, said the same trend is obvious in the truck market: “We’re seeing a lot of businesses, especially those operating in urban pickup and delivery applications, making the switch to two-pedal trucks because of the much broader employment pool it offers.

“There is also reduced maintenance on clutch and driveline components.

“We’ve responded to the need for a more

‘car-like’ feel and ease of operation through our product ranges like the Isuzu ready-towork line-up,” he said.

Trucks up to 4.5 tonnes gross vehicle mass (GVM) can be driven on a car licence and as such, have been a popular choice for rental companies, owner operators and seasonal employers.

The majority of young drivers who take licence tests do so in automatictransmission vehicles.

Historically, autos used more fuel, but recent technological advances allow an AMT to produce up to five percent better fuel economy when compared with a manual transmission driven by an average driver, Isuzu says.

For many owner-operators and small businesses, the day-to-day savings an AMT provides may offset the higher initial price that might have previously steered them towards a cheaper manual transmission.

“When they do the sums around daily costs, and combine them with a higher resale value, it makes sense in the long run,” Mr Taylor said.

“The shift towards two-pedal passenger vehicles is likely to continue in Australia.

“And the reasons that customers have autos in their cars – ease of use, comfort

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“The new transmission has been developed after benchmark testing in Australia.“

4. This looks like a nice place to stop and admire the view! The little Isuzu proved more than capable with a load of concrete blocks.

5. The updated Isuzu N Series puts a smile on Editor Whiting’s dial.

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1 and economic benefits – become even more compelling when applied to their business,” he said.

ESC across the range

Isuzu Electronic Stability Control (ESC) is now standard across the entire 4x2 lightduty range, with the NQR now also boasting this proven safety technology.

Isuzu’s ESC system gathers information from a range of sensors to detect and help correct an unexpected loss of control.

Data from sensors throughout the truck is continually fed to an electronic hydraulic control unit (EHCU). When ESC detects any wheel slippage it cuts power to the drive wheels, while automatically applying brakes to whichever wheel is required for correction of the condition.

The preventative safety aid standard package includes anti-lock braking (ABS), electronic brake force distribution (EBD), anti-slip regulator (ASR) and hill start assist (HAS).

On the road testing

Isuzu Australia put on a Melbournemetropolitan drive program with a selection of loaded trucks: some manuals and some with the new TC-AMT self-shifter.

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1. The N Series only get s a minor facelift but most improvements are under the skin 2. New badging is a feature of the facelifted N. 3. ESC is now standard across the range.

4. Isuzu continues to stay ahead of the pack

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2 The route was chosen to feature as many roundabouts as possible.

T&TA is pleased to report that the torque converter, new ratio set and revised calibration have transformed the Isuzu AMT from a transmission to be tolerated into a transmission to be loved, at least in this flattish metro environment. Whether it can match a power-shift auto in a hilly environment like inner-city Brisbane remains to be checked.

I drove a succession of vehicles with the new TC-AMT and found the shift lever to be intuitive and very car-like. Unlike its predecessors it didn’t ‘hunt’ for the correct ratio and I think that most drivers won’t know that it’s not a power-shift automatic, but a computer-controlled manual box.

Lift-off was particularly easy, thanks to the 1.55:1 stall ratio torque converter and hill-holding function. Second-gear starts were the order of the day, but there is a firstgear start override button, for steep-grade lift-offs.

The new calibration includes a downshift program that worked very well in conjunction with the exhaust brake to wash off speed and there was no gear-selection ‘lag’ when the accelerator foot went back on the loud pedal.

3 The ‘kick-down’ function also worked well, giving car-like response, but the optional on-board Telematics gear showed up any such harsh acceleration or braking incidents as fuel-wasting transgressions!

It wasn’t possible to check out the electronic safety aids, given the metro test route.

Checking with the other test drivers I discovered that all of them preferred the TC-AMT transmission operation to that of the standard manual boxes. I don’t think there was anything wrong with the manuals, other than some new-truck stiffness in the linkages, but it showed that we’re all getting used to automated-shift trucks in all weight classes.

We’ll give Phil Taylor the final words: “Every aspect of the new N Series updates has been adopted with our customers top of mind, and we’re positive the latest range of enhancements will be extremely well-received by those looking for greater efficiencies and performance across the board,” Mr Taylor said.

“The nation’s favorite light duty truck has some intelligent new updates, with a raft of added extras to cement the range as one of the safest, most flexible truck models on the road.”

\ 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.

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“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.

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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.

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© 2015 Allison Transmission Inc. All Rights Reserved.

Driver Training

PINK TRAIN IN THE RED DIRT An innovative training academy set up in WA’s Pilbara by the passionate Heather Jones is redefining driver training and has attracted the support of truck making giant Volvo – T&TA travelled to Karratha to look behind the scenes of the Pilbara Heavy Haulage Girls.

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he Pilbara is rugged country, remote, desolate and uncompromisingly demanding on humans and machines. This has been the engine room of Australia’s mining and resources boom for the last 15 years.

It is a vast, arid landscape covering more than half a million square kilometres two thirds the area of New South Wales, twice the size of Victoria, and more than five times bigger than Tasmania, and yet it is home to just 65,000 people give or take the ever shifting number of fly in fly out workers.

It is against the backdrop of this wild and challenging country that Heather Jones started an organisation called The Pilbara Heavy Haulage Girls. It came after a long career in and around the truck industry and before that as a legal secretary and

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PA. However it was the quarter century she has spent in the truck industry that made her passionate about training and professionalism in a business that often lacks respect for the most important human component – the driver.

“For way to long, drivers have been thought of as ‘just a truckie’, not only by management and transport operators but by the drivers themselves, but it really is a fantastic, highly skilled and vital job in our society and we shouldn’t undervalue it,” said Heather.

It was Heather’s vocal stance on driver training and valuing the role drivers play in the economy and society that led her to meeting Peter Voorhoeve, CEO of Volvo Group Australia at an ATA awards ceremony. The Volvo boss is also passionate about driver training but also about the

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imminent crisis the truck industry is facing when it comes to the rapidly ageing cohort and the dearth of qualified drivers as well as the lack of prestige attached to a career in truck driving.

That meeting led to VGA announcing at the Melbourne Truck Show that it would be donating a Volvo FH16 and a Mack Superliner to Pilbara Heavy Haulage Girls to enable the organisation co-founded

by Heather, to implement the training programs it has planned.

A lifetime of work across the truck industry and a range of other businesses taught Heather the value of proper training and also made her aware of the safety errors and downright stupidity of some drivers on the roads, often out of ignorance and a lack of proper training.

“I once worked for a company where I became the transport manager and allocator as well as being a driver but my boss had a total disregard for training and he would hire anybody just to get a driver in the seat,” said Heather.

“At one stage he hired a girl with an automatic HR licence and stuck her in a Kenworth with an 18 speed RoadRanger and that along with a few other things really

cheesed me off, until my sister said why don’t you have a go yourself, start your own operation, so I did,” she said.

It triggered a hectic time for Heather, she quoted on and won work including work on the Perth road tunnel and that meant buying some used eight wheelers, but the biggest challenge was finding drivers.

As many small business owners find in a rapidly growing operation it only takes one customer to not pay their bills and your business can be in trouble. Heather was forced to sell up and layoff her drivers.

The ever resourceful, never say die Ms. Jones packed everything up including her two daughters and headed back to Karratha where she had driven dump trucks before.

With a single truck and a couple of escort vehicles Heather got back on her feet and worked hard to make it happen.

“I worked every hour I legally could and lived in the truck to make it work and it all came together, but more importantly it opened my eyes to the possibilities of doing what I was really passionate about, which is promoting professionalism, road safety and driver training,” she added.

That move to Karratha led to the formation of Pilbara Heavy Haulage Girls.

“I realized when I came to Karratha that there were about 30 female truck drivers based here and so we started to meet every six weeks or so. We spoke about the issues that affected us, the fact that we are generally shorter than men and physically weaker than men and the strategies we could adopt to change tyres, put up bolsters, secure loads, etc.”

“We had a laugh and joked that we would do these things the easy way not the blokes way,” she laughs. “ We had a laugh and shared the knowledge we had accumulated in our time in the industry.”

After a time the group decided to start an organization specifically aimed at bringing women and young guys into the truck industry and that was the embryo of PHHG. “We all had the same aim, we had a good bunch of girls and we wanted to be noticed but we didn’t want to become a target, so that led us to adopting pink high-vis shirts and When the story reached the media PHHG really took off generating interest around the country and a huge number of enquiries that took every one by surprise.

“It could be a full time job responding to the emails and social media inquiries every

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VOORHOEVE’S

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Volvo boss Peter Voorhoeve long ago realized that selling trucks was about a lot more than the hardware. The service and back up are vital, if mot more important than moving the metal that the company pumps out of its Wacol plant.

Similarly Voorhoeve realised that there is a crisis looming in the transport industry in Australia with a driver shortage and the ageing problem that will see many of those currently in the industry either retiring or dying in the next few years.

“It is a serious problem and while it is not our company’s problem directly it affects our customers and as a responsible part of the industry we have to be a part of a solution,” said Voorhoeve.

“When I met Heather at an ATA conference it hit a chord with me and I realised that this was a big opportunity to get things moving,” he added.

Volvo is looking at a whole range of things and also at facilitating some sort of driver academy to add to its commitment with PHHG. “Transport accounts for around 500,000 jobs in this country and without trucks this country would grind to a halt, we have to improve the image of the truck driver, make it more attractive, give the drivers better skills and make it safer,” he said.

“Heather is doing a great job and she is a terrific role model for women and the industry in general and we are excited to be a part of Pilbara Heavy Haulage Girls,” he concluded.

1. Hitting the dirt near Onslow as the PHHG Mack prepares to pick up waste from the massive Wheatstone Gas project village.

2. The Mack being loaded at Wheatstone 3. Back in Karratha the wastes is processed and some is being used as clean fill to create new parks around the town.

time we get exposure in the media there is a landslide of emails with another 100 people wanting to come and join PHHG,” said Heather.

However with 500 on the waiting list, Heather jokes that she may be dead before they get through them all, and she says that they need more operators to come on board to be a part of the training program in a bid to get more trained drivers out there.

“Industry has to be a part of this but they have to do it properly, we have some owner drivers coming in under our umbrella to train people as well but we insist they have to do it right and they have to do it our way, it is PHHG’s reputation that is at stake here, fleets we send drivers to have to know PHHG graduates have been trained properly and well.”

“They have to have the same mindset and that is to promote safety and professionalism,” she adds.

PHHG is a real world-training environment. This is not a school where students drive around in trucks loaded with concrete blocks or bags of sand to simulate a load. Rather they are given the chance to operate a working rig.

They can currently take around two

removing waste from the giant Wheatstone gas project, which is under construction at the moment.

The construction village for the project is home to thousands of workers and the distinctive pink PHHG Volvo and Mack prime movers haul triples laden with that refuse out of the site and back to Karratha three times a week so the trucks are grossing around 100 tonnes on the return run, and the trainees get a real experience of proper multi work. It is also tough country particularly in summer when the mercury regular soars to 45 plus.

The NWWA work is augmented by a range of other operations in and around the port at Dampier near Karratha with general freight running singles, doubles and triples and also moving machines for the still lively and active mining industry. Despite the belief back east that the mining industry is in a bad way activity, Karratha continues to deliver a dynamic feel to the town.

The work runs year round and is scheduled so that it allows a couple of days every few weeks to tackle the theory side of things.

PHHG is not just about training women, men are also very welcome to be a part of

to three trainees a month, however Heather reckons that can climb to four a month when they can organise extra accommodation in Karratha and that is in the process of happening.

“It is important to give real world training, the trucks have to pay their way and the students have to be exposed to how it really is in the industry and the deadlines and responsibility that goes with it.”

“We have to treat drivers right and train them the right way and that has been very much our philosophy from day one in 2014,” said Heather.

“We have to pay the bills and the trucks need to pay their way and in this way we can put trainees through our boot camp at a minimal cost.”

To that end PHHG has secured contracts with the North West Waste Alliance, a 50/50 joint venture between Veolia and Nuntirrpa, the local indigenous traditional owners and servicing that contract fills about half of PHHG’s operation budget at this stage.

When T&TA visited Karratha to see what makes PHHG tick we had the chance to go for a 700 km round trip south to near Onslow where North West Waste Alliance is

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“I worked every hour I legally could and lived in the truck to make it work and it all came together.“

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4. The two pink PHHG road trains on their way south to Wheatstone as part of the three times a week schedule run to the project.

5. PHHG sponsor Volvo Group Australia provided this FH16 prime mover along with a Mack Superliner 6. Loading up at Wheatstone ahead of the return run to Karratha

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PHHG founder and CEO Heather Jones (right) with trainee Lee Roberts.

“As a stepping-stone to traineeship opportunities, PHHG delivers mentoring at no cost to self-funded students.“ the operation and Heather’s right hand man in the academy is a wily and experienced transport operator, Rob Thornton who gives of his knowledge and experience in a relaxed but firm way.

Rob is now very much a part of the PHHG teaching staff and a vital cog in the training wheel.

When T&TA was in Karratha a Perth mother of two, Lee Roberts was completing her Driver Boot Camp and was given the big thumbs up by Rob Thornton.

“She has what it takes, she is patient, willing to learn and she is easy on the gear as well as being safe, which is why we need more women driving trucks,” Rob said with a smile.

However Heather proclaims that driving a truck is the “easy” bit.

“There is stuff you can learn in the yard, there is stuff you can learn on the road and there is stuff you learn in the classroom but 90 per cent of the learning is behind the cab,” she adds.

“There is loading, assessing and securing freight to meet ‘Chain of Responsibility’ legislation, along with conducting daily prestart checks, ensuring safe work practices

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while carrying oversize loads, interpreting local, intra and interstate permits, complying with fatigue legislation, ensuring a safe work environment, identifying and reporting mechanical problems, hooking up and securing trailers are all factors that have to be considered along with a whole lot more, “ she said.

As a stepping-stone to traineeship opportunities, PHHG delivers mentoring at no cost to self-funded students who have the luxury of practicing and perfecting new skills on 1000’s of kilometres of low traffic volume roads across the “Red Dog” country of the Pilbara.

PHHG runs what it calls ‘Truckie Boot Camps’ which aim to give those who qualify, the skills, knowledge and experience of long-term professional heavy vehicle driver mentors. Along with that they benefit from experience in and exposure to working as a driver in the oil, gas and mining sectors.

As well as the 120 hours of face-toface, one-on-one mentoring in live work environments with experienced truck drivers there are 40 hours of theory delivered in the classroom and during onthe-job training in PHHG’s burgeoning but

still modest HQ in a transport yard on the edge of Karratha.

“It is not much yet but we are little by little putting the resources together thanks to donations and bits and pieces we are accumulating,” said Heather with a smile in the converted shipping container that is currently serving as the base.

The end goal of course is to feed the graduates into traineeships and careers in the road transport sector and from there they can be guaranteed lifetime advice, guidance and advocacy.

PHHG doesn’t charge for the training that is funded by the ‘working’ truck aspect of the operation.

“When the participants complete the program they receive a certificate and we list exactly what they have done and achieved during the program,” said Heather.

All trainees are officially listed as being on work experience and NTI has come to the party and given PHHG work experience insurance to cover the trainees with one of the provisos being that a senior supervising driver be with them through all stages of driving.

After the course is completed PHHG uses

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1. Looking back Pilbara Heavy Haulage Girls had its origins in a quarter century of work in the transport industry.

2. PHHG trainer and mentor Rob Thornton with the graduating Lee Roberts 3. Trainees are taught every aspect of truck driving with 90 per cent of the learning going on behind the cabin.

its industry contact to help place drivers in roles with transport companies and that has proved extremely successful with every one who has completed the program being employed within two weeks of leaving PHHG according to Heather.

“We are not just operating a school, we are mentoring and coaching the people who take part,” she said.

Operating a single training school like this with such a low throughput is not ideal and Heather would really like to see similar initiatives established in every state, and certainly Volvo’s Voorhoeve would like to see that happen as well.

“Ideally we would like to find some major operators and place the trainees with them in their trucks and that would allow us to go from state to state, but we need professional transport companies, not the ones you see on TV current affairs programs, said Heather.

Volvo’s donation of two prime movers, the Volvo FH and its sister Mack Superliner, has made a major difference to PHHG and its operations allowing Heather to really put the operation on an even keel and make it viable and sustainable.

“It’s fair to say that I have been drowning trying to do this by myself, but with Volvo on board it has made things a whole lot easier, not just commercially but also in doing the job and training properly,” Heather said.

“They are safe trucks and easy trucks to train people in and it is very exciting to have them on board,” she added.

WA Nationals leader and deputy premier in the Barnett Government in WA, Brendon Grylls is a big supporter and dropped by for a coffee and chat just prior to our departure from Karratha.

Grylls is a powerful advocate for the Pilbara and is right behind Pilbara Heavy Haulage Girls giving Heather and her team a lot of support.

“The opportunity for more women to move into the transport industry has to be a good thing because they are half of our population but account for a tiny fraction of the number of heavy haulage drivers.

“From my perspective as the local member for the Pilbara, this area has been known for too long as a hot dusty mining town for blokes, but the reality is it is a great exciting, dynamic family town and having more jobs

for women and stories like this will help to turn that perception around,” said Grylls.

“The perception is that the mining industry has shut down, everyone has gone home and tumble weeds are rolling down the street but that is definitely not the case.”

‘We still have the world’s biggest iron ore operation and the worlds biggest gas operations right here in the Pilbara they deliver a $25 billion a year business and that makes Karratha a vibrant and exciting place with lots of opportunities,” he adds.

“From my point of view as an MP, Pilbara Heavy Haulage Girls running an academy here, training women and young men for a more diversified and skilled workforce is an important part of breaking down the myth that Karratha is a frontier town,” he said.

It is clear PHHG is a small but vital step in changing the face of heavy haulage driving, building the case for better training and safer more efficient drivers. All journeys start with the first step and while Heather is on a long journey the path is set and the destination is clear. Thanks to Volvo that journey has been made a lot easier and with Heather’s drive and vision it is not likely to falter.

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Motor Racing

PADDOCK RACER

The paddock area of a professional motor sport event these days looks more like the parking lot at Tarcutta on any night of the week. Its chocker full of B Double rigs with some of the most serious prime mover hardware available. T&TA takes a look inside the famed Walkinshaw operation and its Scania B Double transporter rig.

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“While the ontrack battles rage between the drivers and teams, there is a good level of comradery among the team’s truckies, who often travel in convoy.“ 038 www.truckandbus.net.au

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Scania has forged a strong partnership with Walkinshaw and that will continue despite the iconic team losing HRT status in 2017

t’s a high-speed kaleidoscope of colour, noise and emotions, that can thrust you to the heights of elation and the depths of despair, where split-second decisions often mean the difference between glory and disaster – and that is just in the paddock behind the pit buildings!

Australia’s Supercars are one of the most professional and competitive racing championships in the world, with a big trackside and television fan base, focussed on the 26 race warriors on the track.

When T&TA tackled this story the Holden Racing Team was still firmly bedded down at the Walkinshaw racing organisation in the Melbourne suburb of Clayton, since then there have been some seismic shifts in the Supercar world with Holden announcing it would move the Holden Racing Team name to the Brisbane based 888 Red Bull operation.

As well as that its star driver Garth Tander was told his services would no longer be required just days after turning the poorly performing team’s fortunes around by winning the Sandown 500. At least until now the faces of Holden Racing Team had been Tander and James Courtney with both so familiar to race fans around the country. In 2017 Courtney will be back, partnered by Scott Pye while Tander will move on.

However the identity of the team’s longserving third driver has been a secret, until now.

His name is Darryl Kruzinga and he is the man behind the wheel of the team’s 60-tonne, Scania R730 B-double race transporter and its three million dollar specialised cargo, the centrepiece being two Holden Commodore Supercars.

Power is everything and even though Tander and Courtney have a handy 650 horsepower under the bonnet of their Commodores, it pales compared to the the 730 horsepower Darryl has under his right foot, making the Scania R730 the most powerful vehicle in the team and in fact the entire Supercar paddock, creating envy among the other truck drivers.

Representing this famed HRT on the roads of Australia, took some getting used to as Darryl explains, “The public reaction is overwhelming at times.

“When I started this job, I’d be driving and people were taking photos. The first couple of times I thought, I must have done something wrong. Then I realised what I was driving and why people want to photograph it. Nowadays I don’t even notice.”.

It’s the same whenever he stops, people

come and take photos, ask about the truck, ask for a poster or sticker, or a peak inside, at the multi-million-dollar inventory.

With an interstate truck driving background before fulfilling his dream of working in motorsport, Darryl used to clock around 250,000 kilometres a year, these days it’s more like 45,000 kilometres.

“The Scania just cruises along brilliantly and at times the only reminder I have of its weight and size is when I look in the mirrors, (laughs). It’s such a great thing to drive”.

Unlike the Commodore Supercars, the Scania R730 features an automated manual gearbox naturally equipped with a retarder and integrated adaptive cruise control. In fact, it is Darryl’s favourite feature.

“It works brilliantly say through the Adelaide hills, as it lets you set the cruisecontrol and it will just stay at that speed all the way, it’s pretty cool.

“It’s new technology to me and is an awesome feature as it’s basically set and forget and away you go.”

On the longer journeys to Darwin and Perth, Darryl enjoys the Scania’s overall driveability, roomy cabin, and comfort, especially in the sleeper cab.

“You just slide the bunk forward slightly and it basically turns into a full-size bed, and there is plenty of room to stretch out” he says.

Driving the Holden Racing Team big rig is only a part of his job, but the most enjoyable part of a gig that keeps Darryl and every other Supercar team truckie pretty busy on race weekends. They certainly don’t sit around all weekend waiting to mount up and head back to home base as many people think they do.

“It’s a relatively small, but very public part of my job” says Darryl, “The majority of my work involves managing the wheels and tyres for the two race cars at the track. After each meeting, three days are spent stripping off the tyres, inspecting, measuring and cleaning them ready for re-fitting to the cars”.

Darryl also manages the running, maintenance and appearance of the Scania R730 and its B-double trailers, keeping them in pristine condition.

While the on-track battles rage between the drivers and teams, there is a good level of comradery among the team’s truckies, who often travel in convoy.

“We get to each event a couple of days before everybody else and often travel together, as there is safety in numbers it means there’s someone there to give you hand to change a flat or anything else that might occur. The truck drivers are a great

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Darryl Kruzinga he is the man behind the wheel of the team’s 60-tonne, Scania R730 B-double race transporter.

“It’s like the Grand Final parade”, he says “the fans love it and so do we.“ bunch of guys and at the end of the day we are all doing the same job, just with different team shirts.”

In fact, it’s not uncommon to see the truckies help wash each others rigs at truck stops in preparation for the truck parade through the city streets, before most of the Supercars rounds.

There, the the team transporters and their drivers take centre stage, with Darryl and his Scania R730 getting some of the loudest cheers from the thousands of fans that line the streets. “It’s like the Grand Final parade”, he says “the fans love it and so do we.”

After the parade it’s off to the track but not the end of Darryl’s job, just one part of it.

On arrival, he unloads the tiled floor and wall panels, complete with sponsor logos, tool chests, spare parts, banks of computers, desks and the cars. The setup takes a good part of the day.

With that done, Darryl continues his ‘weekend job’, looking after the 10 sets of

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wheels and tyres that the two cars will use across the weekend.

The tyres have to be ready to go at a moments notice, with the correct pressure and compound and in the right order and sequence because there are penalties given for not doing this correctly.

“As the races unfold, strategies can change quickly, with weather, track conditions or safety cars. I work closely with the engineers to make sure that whenever they call for tyres they’re ready to go. You have to keep our eye on the ball. I used to be part of the pitstop crew, but now my job is to feed the tyres to them, then measure the wear and pressure of the tyres coming off the car.

“It’s hard work, but worth it all when we win and tough when we don’t”.

By the time the cars and equipment are packed, its usually dark and the track that was a bustling carnival of colour and noise just a few hours before is now a relative ghost town. This is also one of Darryl’s favourite

times of the weekend, as he climbs aboard the Scania R730 and puts an hour or two under his belt before turning in for the night.

“There’s nothing better than jumping into the Scania and getting down the road for an hour or so. It feels like home. I’m in my own world again. It’s a pretty nice way to wind down after a long, hard and stressful weekend”.

While the Walkinshaw Racing transporter may not bear the HRT livery in 2017 and Garth Tander may not be with the team Darryl will still be behind the wheel of the team’s Scania B Double criss-crossing the country getting to the 14 or so rounds that make up the championship between March and November.

So next time you see one of the Supercar team transporters heading down the highway spare a thought for the fellas behind the wheel. They may have the dream job but it is way more complex and gruelling than many understand.

ACHIEVE SIGNIFICANT FUEL REDUCTIONS.

GREG GOODCHILD

GREG’S MEAT TRANSPORT

“Scania driver training is excellent. A guy who’d been

working here for 26 years did the course and straight off his fuel economy was 10% better.”

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 Scania Richlands Tel: (07) 3712 8500 Scania Pinkenba Tel: (07) 3712 7900 Spann’s Trucks, Toowoomba Tel: (07) 4634 4400 RSC Diesels, Cairns Tel: (07) 4054 5440

WESTERN AUSTRALIA Scania Kewdale Tel: (08) 9360 8500 Scania Bunbury Tel: (08) 9724 6200

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New Model

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A GRIP The new generation Unimog has just been released in Australia and while it looks familiar it hides significant powertrain changes behind that rugged facade. Allan Whiting was the first Aussie journo to give the new beast a workout.

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he latest Unimog range was released in Europe in 2014 and retains the previous model numbers of U4023 and U5023.

Gross mass ratings for the U4023 are 7.5-10.3 tonnes, depending on vocation and for the U5023, 12.5-14.5 tonnes.

Because post-2014 Unimog models have Euro VI emissions compliance that won’t be necessary in Australia for some years there was no legal reason to hurry the introduction of these vehicles Down Under: hence their delayed arrival here.

Carried over from the previous generation are the design of the familiar cab sheet metal, flexible chassis, high-ground-clearance portal-hub axles, all-coil-spring suspension, eight-speed main transmission and lowrange gearing, but virtually everything has been upgraded and strengthened.

Inside that familiar envelope is a revised powertrain. The trigger for the engine change was Euro VI emissions levels that dictated cooled exhaust gas recirculation (EGR), a diesel particulate filter (DPF) and selective catalytic reduction (SCR).

Mercedes-Benz chose the Euro VIcompliant, four-cylinder, OM934 5.1-litre engine with 170kW and 900 Nm as the new powerplant for both Unimogs. The previous powerplants were smaller 4.25L and 4.8L engines.

Even with a cab lift, it was clear that accommodating a larger engine and all the Euro VI emissions equipment, plus a larger radiator under that snub nose was going to be difficult. M-B engineers went a step further and located the new engine a full one-metre aft.

This central engine relocation meant redesigning the flexible Unimog frame, fitting a long shaft to drive the coolant radiator fan and redesigning the transmission connection to the engine.

Bonuses from this redesign were improved weight distribution: shifting some engine weight off the front axle and allowing easy location of an engine power take off right at the back of the cab – not underneath it.

Previous transmission PTO choices remain.

At the same time cab length was extended by 120mm, to improve cab volume and 120mm-taller cab mounts were fitted to the chassis, to allow increased airflow around the relocated engine.

Cab upgrades include a new dashboard, multifunction steering wheel, adjustable steering column and a more powerful heating and ventilation system. The Unimog

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transmission-shift mechanism has been modified to give quicker gear changes, via steering column control.

Externally the higher-set cab scores redesigned three-step access and a new grille, projector headlamps and three-piece bumpers. Lifting the bonnet reveals heat exchangers, fan and necessary plumbing, while engine access is via cab-tilt.

Engine fluids and air cleaner condition are monitored by sensors, so there’s no need for the traditional physical daily check: just as well, because it’s a climb up to the bonnet.

The new Unimog generation

The first new-gen Unimog for Australia was specified by Daimler’s Manager of Special Vehicles, Philip Leslie, who’s never happier than when extolling the virtues of the company’s all wheel drive models.

“I chose a specification that I thought would cover most Australian-market needs,” Phil Leslie said.

The new demo truck has all the regular standard Unimog equipment, plus low-range gearing; automated-shift transmission; gearbox oil cooler; factory-designed and fitted central tyre inflation system (CTIS); two-line air trailer brake connectors; compressed air filling connection at the front; heated air dryer; anti-skid coating on bumper; front implement-mounting brackets; front winch brackets; centre seat with seat belt; front and rear cameras; heavy-duty alternator, 28V/150A, dirt-protected and capable of deep-water fording; hydraulic system, single spool valve and two-line rear connection rear; and special parts for water fording ability to 1200mm, including extended breathers.

Other bits and pieces that Philip thought might be useful include an air-suspended passenger seat to match the driver’s one; power windows; Bluetooth radio; 240-litre fuel tank; vertical exhaust; ‘puddle’ lights at the underside of the doors; high-performance engine/exhaust brake; bodywork sub-frame; battery isolation switch and a 32-pole electrical connector for bodybuilders.

The truck rolls on 395/85R20 tyres, but there’s a range of rubber available, up to 445 section.

This specification should suit the demo truck for most applications, with an ability to pull a trailer (up to 30+ tonnes GCM) and accept a winch or other hydraulic attachments.

As such, the evaluation vehicle had a RRP

“MercedesBenz chose the Euro VIcompliant, four-cylinder, OM934 5.1-litre engine with 170kW and 900 Nm as the new powerplant.“ 2

1 3 1. The new ‘Mog shows off its ground clearance and flexible chassis.

2. The engine has moved rearwards, but fluid reservoirs remain under-bonnet.

3. Trademark Unimog long-travel coils and drop-box portal hubs.

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1. Tiny headlights are well protected and the interior is much more modern.

2. Instruments are good and steering wheel features audio, info display and cruise control selection buttons.

3. The ‘Mog has serious load capacity off road

around $237,000 plus GST, but with less ‘fruit’ in the basket the bargaining starts around $220,000.

The demo truck was fitted with a tray body, on which was strapped a 1.8-tonnes concrete block.

From the outside the new ‘Mog doesn’t look radically different from its predecessor. It’s only when you peer under the bonnet or the back of the cab that you notice the changed powertrain layout and capped PTO outlet on the new engine.

However, inside the cab, all is different.

The dashboard is still flat, allowing easy walk-through in the cab, but the layout and switches are up to date.

The new automated transmission and engine retardation controls are far less

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confusing than before. A right-hand wand with integrated knob controls direction and manual selection of gears when required. The same wand is moved to activate the exhaust brake and then the combined engine brake and exhaust brake.

Normally the truck operates in two-pedal mode, but the clutch pedal can be swung down for use when engaging a PTO or manoeuvring in very demanding off-road conditions.

The tyre inflation system works in three modes that are regulated from dashboard and steering wheel switches. Three lowerpressure settings can now be manually selected: Cross Country; Sand, Mud, Snow; and Emergency. Appropriate vehicle maximum speeds are displayed for each

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of these settings: 70km/h; 30km/h and 15km/h respectively.

On and off road

Our brief test was held on some gravel roads and demanding fire trails around the Victorian town of Anglesea. An increasing number of Unimogs find their way around Australia as go-anywhere motorhomes, so we were as interested in on-road behaviour as we were with off-road. Motor racing legend Larry Perkins has a ‘Mog, for which he developed an overdrive box.

Our test vehicle was fitted with final drive ratios of 6.94:1, for which the recommended maximum speed is 90km/h. However, there is an option of 5.31:1 diffs, for about $1700.

With these higher-speed diffs the new ‘Mog

“The Unimog isn’t cheap and its off-road ability is beyond a level that most people require, but if you want the best“

should be happy cruising at 100km/h plus.

There is some-off-road gearing compromise, but even with these quick diffs the Unimog should have plenty of deep reduction gearing for most situations.

We checked out the new vehicle on some corrugated gravel and were very impressed with the ride quality and handling. Noise levels were low and the cab ambience was more car-like than truck-like.

Long distances on outback gravel shouldn’t worry the new Unimog.

Exhaust braking was powerful enough for most on-road situations and engine braking on top of that almost brought the ‘Mog to a standstill.

Off-roading ability was a foregone conclusion, because the Unimog has always

been the best 4x4 medium truck in the world. If anything, the revised weight distribution and suspension settings have made it more capable.

A fat, rotary dial controls front axle engagement and rear and front diff lock operation in a logical sequence. All wheel drive and the diff locks engage and disengage instantly, without any hang-up.

Although the all disc-braking system operates without grabbing we found it best to use engine and exhaust braking, in conjunction with a few downshift flicks of the gear wand, to control downhill speed.

Even while running the box in ‘auto’ mode it’s possible to shift up and down manually at any time. However, the computer protects the engine from over-revving if a wrong

selection is made.

The outgoing Unimog required a fair amount of driver familiarisation, particularly in operating the pre-selection, clutch-actuated-shifting gearbox. The new electronically automated shift mechanism is much more user friendly and allows the driver to concentrate on track and vehicle orientation, rather than having to focus carefully on gear selection.

That said, a Unimog driver’s seat is no place for an off-road novice: it’s a tall, heavy vehicle with amazing off-road ability and can be put into places where nothing can venture to extract it!

The Unimog isn’t cheap and its off-road ability is beyond a level that most people require, but if you want the best…

www.truckandbus.net.au 047

Operator

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DIGGING DEEP For Dean Harding years spent in the contract mining industry taught some hard lessons in pragmatism and practicality. For a long time the Queenslander was based around Mt Isa tackling contract-mining jobs. Then came a brief break when Harding decided to wind down and take it easy, but that didn’t last long. Now he finds himself with a fleet of 12 trucks and busier than ever. T&TA paid a visit to the Eldorado operation in the Sunshine Coast Hinterland to see what makes the fleet tick.

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s it goes, Eldorado Mining was engaged in operating a large number of mobile and fixed plants in and around the Mount Isa region.

However in the late 1990s Dean, and partner Susan, made the executive decision to slow down and ease into retirement, making the sea change to Queensland’s Sunshine Coast.

While most of us would be happy to sit back and enjoy the change of pace that comes with retirement, Dean thought he’d buy a couple of trucks “on the side” and have them operating out of a hinterland quarry about a half hours drive away.

Fast-forward to today, and the quiet life didn’t sit comfortably with Harding and Eldorado Mining is now the prime contractor at Boral’s Moy Pocket quarry while Dean’s ‘couple of trucks on the side’ is now a fleet of 12 trucks.

Dean explains his business strategy “A fleet of this size is relatively easy to manage and to go any larger would require a greater investment in infrastructure and personnel, with minimal return.”

Dean also acknowledges that Susan is responsible for the financial wellbeing of the company. The Eldorado fleet is mostly Detroit powered, with some Freightliners and a couple of Sterlings and Western Stars in the mix. A Freightliner Columbia with the MBE 4000 engine is the elder statesman of that fleet, with the two Sterlings being later additions, one is MB-powered and the other uses a 12.7 litre

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Detroit Series 60.

Back in 2011 Dean became aware that a Western Star 4800 was available in the same specification being delivered to Boral for its Sydney tipper and dog operations, and was enjoying some success with a factory spec Allison transmission. As he required another addition to his fleet, Dean bought his first Detroit and Allison equipped truck at this time, and he has never looked back.

According to Dean, the automatics have delivered improved performance, lowered maintenance, improved fuel economy, increased safety and achieved strong driver approval. He purchased his first automatic Western Star after reading a story about successful use of a similar truck in quarry operations in Sydney.

“At the time we needed another truck for our fleet, we saw a story about Boral’s experience and took one for a test drive,” said Harding. “As time went on, we became even more impressed with the truck and now all new additions to our fleet are ordered with Allison transmissions.”

That first Allison-equipped Western Star 4800 has now been in operation for four years and Harding said the 4000 Series

transmission has delivered strong gains in productivity, safety, fuel consumption and durability.

Since adding the Western Star to its fleet, the number of Allison-equipped trucks has grown to six, with the latest five purchases including another Western Star 4800, a Freightliner CST112 and two Freightliner Century Class, all powered by Detroit’s DD13 rated at 450 hp and 1650 lb-ft torque.

“In quad dog configuration, the trucks leave the quarry grossing just on their maximum legally allowable of 55 tons and the Allison quickly shows what it does best, picking the best gear for the conditions,” said Harding.

The newest trucks have been ordered to operate under the Australian Performance Based Standards (PBS) rules which could see the trucks operate at up to 68 tons, if needed on specified roads and routes.

Colin Jenkins, operations manager for Eldorado Mining, said the Allison-equipped trucks do exactly what is required of them and are nicer to drive.

“Turning out of the quarry, the trucks encounter a particularly tough route which I believe is the ultimate test for the Allison,” said Jenkins. “The trucks work hard for

around 11 to 12 hours a day, five and a half days a week and have to tackle all sorts of terrain and conditions. The impressive thing is the Allison 4000 makes full throttle, seamless downshifts with no interruption of power.”

Harding said the Allison-equipped trucks outperform other higher horsepower manual transmission units through undulating terrains. Engine braking performance is also excellent thanks to the programmable range pre-select feature in the transmission that raises the downshift points under closed throttle conditions, when the engine brake is requested.

“This feature means that on a downhill run, our drivers don’t have to reach for the shifter to manually request an early downshift in an effort to lift engine speed to maximize the engine brake retardation effect,” he said. “It’s all done automatically, allowing the driver to keep both hands on the wheel and his eyes on the winding road ahead and that is a big boost to fleet safety. Once our drivers have been assigned an Allison-equipped truck they complain if they have to go back into a manual truck when their automatic truck is scheduled for maintenance.”

The Eldorado fleet incudes Western Star 4800s, a Freightliner CST112 and two Freightliner Century Class, all powered

by Detroit’s DD13

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Another factor that has impressed Harding is the lack of brake wears as a result of the more effective retardation offered with the automatic. When the throttle is closed, the lock-up clutch remains engaged and keeps the engine brake active right up until the vehicle comes to a stop. In these conditions, drivers typically need to apply the service brakes at the last minute to bring the truck to a final stop.

“This is borne out by the fact that our first Allison equipped Western Star achieved 250,000 km before we had to change the brake pads on the drive axles and we are still yet to change the front pads on the other Allison-equipped trucks,” said Harding.

“Couple that to the facts that we don’t have to worry about clutch replacement and our maintenance costs have dropped dramatically compared with the manual trucks.

That first Western Star is powered by the Detroit Series 60 in ADR 80-02 configuration and rated at 475 hp, with 1650 lb-ft torque.

Its transmission is the Allison 4500 RDS, or “rugged duty series”, which is a sixspeed transmission, with the fourth range being direct and the two top gears being overdrives. This particular truck has been in

operation for four years, and as Dean advises the transmission has operated flawlessly the whole time. “What the Allison does is take the decision making on when to shift out of the driving equation, which allows the driver to focus on the road.”

And this focus is especially important when operating on the roads in and around the Moy Pocket quarry that are undulating at best, and don’t start to flatten out until the trucks get closer to the coast. Since Eldorado Mining’s first purchase, the number of Allison-equipped trucks in Eldorado’s fleet has grown to six, with the latest four purchases fronted by Detroit’s DD13 and rated at 450 hp delivering 1650 lb-ft torque.

Eldorado’s first units to use the DD13 were the Western Star 4800 model and the Freightliner CST112, with Dean since putting another two DD13 powered Allisonequipped Century Class Freightliners into the fleet. What the Allison does is take the decision making on when to shift out of the driving equation, which allows the driver to focus on the road.

The Allison Transmission touch pad style shift selector displays the requested gear and the current gear. The transmission oil

level can also be checked by request via the MODE button. According to Dean, “you can’t beat North American brands” and their powertrain components for simplicity, reliability and low cost of ownership. Dean adds that the DD13 has continued to provide the reliability that Eldorado has come to expect from the Detroit brand, based on their past experience with the Series 60 and MBE 4000 models in the older trucks.

He also emphasised that the aftersales support from his local Detroit dealer has been second to none. “This is all reinforced in the knowledge that we have 24/7 access to Detroit and Allison product support backup from Penske Power Systems, who is the authorised distributors for both brands,” Dean says.

T&TA took the chance to climb aboard with one of Eldorado’s regular drivers in the DD13-powered Western Star 4800. We turn left and head north out of the quarry, which takes the truck up what, is the toughest route and the ultimate test for the Allison.

In quad dog configuration the trucks leave the quarry grossing 50 tonnes and on this section the Allison is quickly doing what it does best, picking the best gear for its grade.

“Our first Allison equipped Western Star achieved 250,000 km before we had to change the brake pads on the drive axles.” www.truckandbus.net.au 051

1. The Allison shift buttons on the dash make it easy and straightforward to operate.

2. Eldorado’s owner Dean Harding (left) with his operations manager Colin Jenkins at the Moy Pocket Quarry

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Within a short time the six-speed unit is up into top gear and we have reached the legal limit, however rounding the bend the grade suddenly changes and the engine is now protesting at the job at hand.

The driver stays relaxed behind the wheel, and just holds the throttle pedal flat as the Allison takes care of the shifting, working its way back down through each gear and into third, which the truck maintains until we crest the peak. These are full throttle downshifts done seamlessly with no interruption of power to the wheels during the shift, as there is no need to take control of the engine to break torque and achieve gear speed synchronous to complete a shift. It’s clear to see the advantage of the Allison-equipped trucks in Eldorado’s fleet, and how these trucks are more than capable of outperforming other higher horsepower manual transmission units through undulating terrains. Another Allison strong point is the reliability of the electronics.

Externally there are only three speed sensors, with all other pressure/temperature sensors and shift control solenoids being internal and linked via a single connection on the transmission case. The transmission control module is also smartly mounted inside the engine bay and away from the elements.

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The ups and downs on this route seem never ending and we encounter more thirdgear climbs and then ride down the other side in fourth and fifth gear under engine brake. The Allison is keeping its cool on this demanding road as the torque converter lock-up clutch remains engaged providing a mechanical link of engine power to the transmission, and preventing any heat build-up by not using the transmission oil to transfer engine power through the torque converter elements.

Eldorado’s trucks are more than capable of outperforming other higher horsepower manual transmission units in the hilly terrain of the Moy Pocket location. The torque converter is really working only during liftoff first and second gear, with the lock-up clutch engagement occurring before the transmission shifts to third.

Engine braking performance is enhanced via a programmable range pre-select feature in the transmission control module that raises the downshift points under closed throttle conditions, when the engine brake is requested. This feature means that once on a downhill run, the driver doesn’t have to reach for the shifter to manually request an early downshift in an effort to lift engine speed to maximise the engine brake retardation effect.

This is all done automatically leaving him

free to keep both hands on the wheel and his eyes on the winding road ahead.

When we hit the traffic in the populated areas close to the coast, the engine brake is still working well in the stop/start traffic.

Even as the transmission downshifts, there is no interruption to engine brake activation as a downshift takes place. Under closed throttle conditions the lock-up clutch.

“Once they’ve been assigned an Allisonequipped truck, they complain if they have to go back into a manual truck when theirs is off the road for scheduled maintenance,” Dean adds.

He goes on to say that other owner/ drivers operating out of the Moy Pocket quarry have also been paying attention to the Eldorado operation, with some now seriously considering the move to an Allison Transmission with their next truck purchase.

To round off the day, Dean leaves a parting comment that represents his experience with the Allison brand: “Once you’ve tried the Allison, there is no going back.” Then he turns on his heels, heading to the shed.

On the subject of retirement, this appears to be a far off concept for the man in charge.

Now in his 70s, Dean’s passion for running Eldorado Mining is still as alive as it was 15 years ago when he and Susan made their sea change to the Sunshine Coast to “wind down”.

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HOLD YOUR HORSES

Forget Chinese vehicle prejudice: the Great Wall Steed seems well made and is certainly well specified, keenly priced and less complicated than its rivals. Allan Whiting spent a week with the new ute.

www.truckandbus.net.au 055

T

he 2013 Great Wall was better put together than the early efforts and we reckoned that it represented reasonable performance for the money. The renamed 2017 Steed model has greatly improved specifications and should do good business for the new Haval/Great Wall organisation. Great Walls were absent from the Australian market for some time, following court proceedings between Great Wall Motors and the former distributors.

However, Great Wall returned in late 2016, via its own distribution network. Great Wall Motors has called the 2017 dual-cab utility the ‘Steed’ - a name that has been used in other markets.

Great Wall Motors Australia (GWMA) managing director, Parker Shi, said the decision to go with the Steed nameplate was

unanimous with the local team. “In China the Great Wall ute is called Wingle, which translates to ‘horse’ That’ s why it was called the Steed in the United Kingdom and why we have chosen that name,” Mr Shi said.

The initial release Great Wall Steeds are all Dual Cabs: a petrol 4x2 at $24,990 driveaway: a Dual Cab diesel 4x2 at $26,990 driveaway and a Dual Cab diesel 4x4 at $29,990 driveaway. Our chosen test vehicle was a Dual Cab diesel 4x4. The 2.4-litre multi-point fuel injection petrol engine delivers 100kW and 205Nm through a fivespeed manual transmission.

The Steed 4x4 is powered by a 2.0-litre turbo-diesel (GW4D20B) Euro V engine, driving through a six-speed manual transmission to a BorgWarner, torque-ondemand (TOD) two-speed transfer case.

Engine output remains a modest 110kW at 4000rpm, with 310Nm of torque in the 1800-2800rpm band.

“The new Steed is the ute Australian farmers and tradies have been looking for,” said Great Wall Motors Australia General Manager Tony Carraturo.

“Australians are renowned for recognising a great value proposition when they see it, and we are confident the new Great Wall Steed will strike a chord that resonates around the country.”

Plusses and minuses

Heading the Steed 4x4 specification is a TOD transfer case. This isn’t the normal part-time ute driveline setup that everyone else uses, but a torque on demand full-time/part-time 4WD system that’s seen in many SUVs.

1

“The new Steed is the ute Australian farmers and tradies have been looking for,”

1. 16-inch alloy wheels shod with 235/70 R16 tyres are standard running gear on the Steed.

2. But is it a trusty Steed?

3. Tackling the snowy high country in early spring presented no problem for the Steed.

2

056 www.truckandbus.net.au

Unlike all utes, except the expensive topshelf Super-Select Triton models and the VW Amarok auto, the bargain-basement-priced Steed can be driven on hard surfaces in high-range 4WD, without risking driveline damage.

The Borg Warner TOD system is linked to the Steed’s stability and traction control systems, giving it better on-paper tractive ability than many of its competitors.

Engine output figures are much lower than the competition’s numbers, as is the towing capacity, at two tonnes.

The possible upside of these relatively low engine figures is less combustion chamber pressure, meaning that the Steed engine might not suffer as much as its competitors do from crankcase blow-by and EGR system coking.

Standard running gear includes 16-inch aluminium wheels, shod with 235/70 R16 tyres and the full-sized spare wheel is steel.

The new Great Wall is 305mm longer than its predecessor and 30mm higher.

The ute tub is 155mm longer and comes standard with a stainless steel sports bar, four tie-down points and a liner. The Steed has a theoretical payload capacity of 1010kg.

Equipment levels are extremely high for this price point: halogen headlamps, LED tail lamps, daytime running lamps, front fog lamps, leather-wrapped steering wheel and gear knob, heated front seats, powered driver’s seat, climate control airconditioning, cruise control with steering wheel-mounted buttons, tyre pressure monitoring system, auto headlamps and

wipers, auto dimming rear-view mirror, colour-coded, heated side mirrors, six airbags, including full-length curtain airbags, Bosch V9.0 ESP, hill-start assist control, six-speaker sound system with CD/ AM/FM/MP5/USB/AUX, Bluetooth phone control with audio, three-point rear seat belts, side steps and rear parking sensors.

The 2017 Steed range comes with a threeyear/100,000km warranty and three years’ free roadside assistance.

On and off road

We checked out the new Steed over 2000km of town and country driving and some site work in the Victorian High Country. The latter section involved snow driving after an unseasonal blizzard that proved the worth of the new vehicle’s TOD driveline and

3

www.truckandbus.net.au 057

“The Steed was relaxing to drive and ride quality was no worse than in any of its competitors.”

1. Equipment levels are excellent including heated front seats, climate control air-con and cruise control.

2. The 2.0-litre turbo-diesel Euro V engine sits in a spacious bay, allowing good access to everything.

3. The ute tub comes standard with a stainless steel sports bar, four tie-down points and a liner.

1

traction and stability control. All worked well.

The Steed came fully equipped, but there were some minor quirks: we couldn’ t get the radio to scan accurately in Australia’s AM band and Bluetooth connection wasn’t intuitive.

The power steering had too much hydraulic assistance and felt like the Ford Ranger’s horrible all-electric system.

Those issues apart, the Steed was relaxing to drive and ride quality was no worse than in any of its competitors. All ute makers have yet to discover shock absorbers that cost more than about 20 bucks each. A decent set of after-market dampers would make a world of difference, we’re sure.

Speaking of suspension, the Steed retains a practical, easily-adjusted torsion bar/

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2

wishbone front end that is more rugged than the now-common, coil-spring semistrut arrangements seen on virtually all utes. At the back, taper-leaves with helper leaves coped with a half-tonne load.

The little engine sat in a spacious bay, allowing good access to everything, but the fuel filter was located a tad low-down for our liking Great Wall continues with a forward-located oil pan, meaning that the ute leads, literally, with its sump. There’s a steel protection plate to help prevent damage, but the sump should be at the rear of the engine, not at the front.

The front end clearance was uppermost in our minds on rocky snowfield sites, but traction control proved effective in limiting wheelspin.

The six-speed main transmission shifted

3

beautifully –Ford and VW take note – and the clutch was light, but with good feel of the friction point. The transfer case was operated by dashboard buttons and moves from 2H to AWD and low range were quick.

Because the Great Wall diesel didn’t have the torque of its competitors the box needed some stirring on grades.

AWD could be selected on the fly at speeds up to around 80km/h without clutch action, but low-range selection required a stop and a dip of the clutch.

Our only issue with the transmission was a loud whine in all gears when under load.

Great Wall claims 9.0L/100km economy for the diesel engine and that’s exactly what we got. Towing won’t be its forte, but for solo-ute work the Steed should be fine. The price is unbeatable.

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Company Car

SIMPLY SUPERB In the fine tradition of positive thinking Skoda has applied the old Latin maxim, I think therefore I am with its flagship Superb and after a week with the car we can report that the positive thinking has worked

I

n the ten years or so since Skoda came back to Australia the brand has slowly built its reputation and cache despite being at the bottom of the very planned and tiered VW car tree.

Skoda was once a cheap and cheerful Czech brand when it sold a few cars here back in the 1960s but disappeared for many years only to return under the aegis of parent VW in the mid ‘noughties’.

With the launch of the latest Skoda flagship model, the Superb in early 2016, the marque has stepped up another level.

These days Skodas are very much based on the slightly more expensive VW models they shadow in the market place, in the case of the Superb it is based on VW’s Passat model line although they are totally different cars in appearance and looks.

Skoda is one of the world’s oldest car

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brands and notched up 120 years in 2015 so there is plenty of heritage and experience in the company. With VW’s ownership came the capital and engineering injection to take the brand to the next level.

The Superb offers enormous amounts of interior space thanks to a longer wheelbase and a wider body than the model it replaced.

While sedans seem to have had a bit of a bad wrap lately and fallen out of favour with many the Superb sedan offers tremendous space and practicality.

Similarly Superb offers huge amounts of cargo space while styling is excellent and not a million miles away from its more upmarket brothers at Audi.

Inside you can easily trace Superb’s lineage to VW and Audi with strong ergonomic design and luxury materials throughout yet with a starting price of just $39,990 plus on-roads.

One unusual feature on the Superb are built in folded umbrellas which are stored in their own special spot in the front doors, just in case you are caught in a rain storm, must get a bit damp in Prague one would assume!

Skoda only sells the performance oriented versions of the Superb in Australia with the

 Clean lines and a sophisticated stance give the Superb a luxury look and feel

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top of the line 206 kW 206 TSI featuring turbo and supercharging and drive through all four wheels with the lower powered petrol 162TSI below that and a 140 KW turbo diesel rounding out the power options.

The all-new Superb has good steering response and a nicely balanced feel on the road and the 206TSI high-performance petrol provided spirited motoring and a satisfying experience from behind the wheel during our time with the big Czech.

VW has stripped a lot of weight out of the flagship Skoda by using its MQB platform, saving around 100 kgs across the various models, while the engine’s superb and flexible delivery along with the good steering response and a nicely balanced feel made for a very enjoyable time behind the wheel.

The Skoda Superb 206TSI delivers performance not far behind some of the much higher fancied German models but at less than half the price of the likes of Audi A5s, BMW 5 series and Benz E class it is matching specs with.

Skoda is an excellent long distance touring machine on Australian country roads with

terrific ride comfort and low noise and is impressive across a wide range of surfaces.

The multimedia system features Apple CarPlay and Android Auto and is a Columbus system delivering Bluetooth hands-free with text messaging, a JPEG viewer, and 64 GB flash memory while audio and video files can be played via a DVD drive on the excellent and clear eight-inch colour touchscreen. It has eight speakers and offers a range of connectivity.

After a week in the Skoda Superb we are firmly of the belief that the Skoda brand is on the brink of taking off in this country.

It offers a great blend of value, luxury and performance with VW engineering embellishing the entire package. Slowly Aussie buyers are becoming aware of the brand and with a strengthening dealer network it is only a matter of time before the enigmatic Czech brand become more prominent on car buyers shopping lists down under.

While we drove the sedan the wagon would be our choice and T&TA reckons if you are looking for a bargain priced large luxury hatch or wagon then the Superb should be on your shopping list?

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1. Superb offers a cavernous boot with plenty of room for the clubs.

2. A hidden pocket in the door plays host to a folded umbrella just in case you are caught in a shower.

3. Skoda’s impressive dash and interior matches that of more expensive Euro brands.

www.truckandbus.net.au 063

MONEY MATTERS PAUL CLITHEROE PROTECTING YOUR CREDIT RATING AND YOUR CREDIT CARDS

A

shaky history of paying bills on time or skipping a few debt repayments may seem like minor issues, but money habits from the past can come back to haunt us.

Some Australians can save for years to grow a home deposit only to be knocked back for a loan because of a bad credit rating. The trouble is, plenty of people are in the dark about how credit ratings work and the impact they can have.

Whenever you apply for a loan, credit card or even a new utilities connection, the lender or service provider will check out your credit history. It’s a record that shows how well you have managed debt in the past - in fact, you’ll have a credit file if you’ve applied for a loan, store card, or even a mobile phone plan in the last five years.

These records are kept by credit bureaus

to explain the situation. Early action can minimise the fallout on your credit record.

There is another good reason to keep tabs on your credit record. Each time an application for credit is made in your name it will appear your file, so it can alert you to any fraudulent loan applications made using your personal identity.

To know how your credit history rates, take a look at Finder’s a free credit score check at finder.com.au/credit-score. Or request a full copy of your credit report by heading to Veda’s website (veda.com.au). Consumers are entitled to one free report annually.

Meantime a colleague of mine had an interesting experience this week. She received both an email and SMS from her credit card provider saying her card had been blocked due to fraudulent activity. It was an unnerving incident, and a timely reminder

In 2015, CNP fraud accounted for $363 million stolen by crooks – a good chunk of the total $461 million lost to card fraud. Over 60% of these dodgy transactions were made offshore.

It’s worth noting that fraud impacts just 0.03% of the seven billion card transactions made in Australia each year. Nevertheless, as we head towards the festive season Australians will be ramping up their shopping activity, with many choosing to shop online. So it’s worth being mindful of the need to keep your money safe during the Christmas rush. Taking a few simple steps can help to protect against fraud.

First and foremost, stick with reputable online retailers, and look for the padlock symbol in the URL bar indicating a secure website.

Equally important, make a point of

“Having a tarnished credit record can be costly. It may mean the only lenders willing to take you on are those that deal with high-risk borrowers” like Dunn & Bradstreet and Veda, and your financial history is used to develop a personal credit score, which gives lenders an idea of the sort of risk you represent as a borrower.

According to research by comparison site Finder, one in four Australians worry their credit score could stop them getting a loan. And yes, it could. But here’s the rub.

Credit scores take into account years of past behaviour, and overdue debts that may seem long forgotten can stay on your credit file for up to seven years.

Having a tarnished credit record can be costly. It may mean the only lenders willing to take you on are those that deal with highrisk borrowers in return for higher than normal interest charges.

That’s why it pays to take good care of your credit record. The easiest way to do this is by paying bills and debt repayments on time, every time. If you can’t make a repayment, get in touch with your lender

that none of us can assume “it won’t happen to me”.

In this particular instance, a dodgy offshore company had tried to make a transaction for $0.08 using my workmate’s card. Apparently this is quite common. Fraudsters often try out a very small or even zero dollar transaction to test the waters and see if the card is active. If all goes well, they can go on to make far bigger purchases using your card details.

Fortunately, in this case the card issuer’s fraud system recognised the bogus transaction and instantly blocked the card.

However not everyone is so lucky.

A recent report from the Australian Payments Clearing Association shows credit card fraud is on the rise. Chip technology and mandatory use of PINs is making it much harder to steal data at the terminal. But it’s a different story for “card-not-present” (CNP) transactions where shoppers hand over their card details online, by phone or by post.

monitoring the activity on your card. Online and mobile banking make it possible to check credit card transactions regularly without the need to wait for monthly statements.

If you come across a transaction that looks unfamiliar, contact your card issuer. Bear in mind some retail outlets are run by private companies with a different name to the store brand. However if the date or dollar value of a transaction looks odd, it’s better to be safe than sorry by speaking with the card provider. The sooner you take action, the sooner your card can be blocked to prevent crooks dipping into it further.

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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