Transport & Trucking Today 98

IS VOLVO’S FM THE BEST IN ITS CLASS? FIND OUT INSIDE FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& TRUCKING TODAY

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OPERATORS: CARS AND TRASH

TECH:

MERCEDES-BENZ FUTURE TRUCK

DRIVEN:

WESTERN STAR 4700 TIPPER

STAR STRUCK INTERNATIONAL SET TO RETURN TO OZ!

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ISUZU TELEMATICS. INTR THE

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CONNECTED

NO LONGER IS YOUR TRUCK ALONE ON THE ROAD. FOR A START, WE’RE THERE ALONGSIDE YOU, SHARING YOUR LOAD. AND NOW, WITH ISUZU TELEMATICS, BOTH YOU AND YOUR TRUCK ARE INTERCONNECTED WITH YOUR FULL SUPPORT TEAM, FROM THE DISPATCHER TO THE FLEET MANAGER. This telematic link electronically shares countless data on virtually everything the truck and the driver do. From its brakes to your breaks, helping you become an all-round better driver.

Isuzu telematics comes in two levels; Isuzu Connect, or the works, Isuzu Connect Plus, and can be readily retro-fitted. Now what else does this connection offer?

Imagine if your service or workshop manager was able to maintain your trucks based on live fuel consumption and engine-use data. You would never overuse your trucks between services and run the added risk of damaging components.

Imagine if your dispatcher had a live audit trail with automatic notifications of arrivals and departures. Every minute of your drivers’ day could be optimised for maximum efficiency.

And imagine if the fleet manager could monitor every truck and understand ‘wear and tear’ based on driver styles and other factors.

You would have an immediate advantage over your competitors.

With Isuzu telematics, all this is now a reality. And our Isuzu Connect Plus system adds even more features, including a stream of firmware upgrades and enhancements to keep you ahead of the game.

In this day and age, there is no room for guesswork.

ODUCING

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Stay connected with Isuzu telematics. Visit isuzu.com.au

CONTENTS CONTACT DETAILS PO Box 3294 Erina, NSW 2250 www.truckandbus.net.au

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FEATURES

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12

GALAXY OF STARS

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LOOK! NO HANDS!

TUNE IN TO FM

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31 36 42 48 52

Editorial Contributors Jim Gibson, Mark Bean Fabian Cotter

54

DOBLO OR NOTHING

Enquiries Tel: 0411 099 091 Follow us on Twitter #truckandbusnews Managing Editor/Publisher Geoff Paradise gparadise@truckandbus.net.au Features & Technical Editor David Meredith dvm@bigpond.com.au Art Director Luke Melbourne www.groeningdesigns.com.au

We venture north to Mexico and Illinois to eyeball the Navistar operations

Mercedes-Benz IS well down the driver-less truck road

ON SHOW

This year’s commercial vehicle show in the UK brought out some interesting vehicles

If this isn’t Volvo’s best truck ever it’s not far from it

31

TIPPING IN

Western Star’s 4700 is gaining traction both on and off highway

TRASH & TREASURE

Isuzu’s reasonably new 8X4 lands in the Apple Isle via Veolia

SPECIAL DELIVERY

Prixcar Services are having a grand run with their Hino 500s

TWO ARE BETTER THAN ONE

Volvo’s new dual clutch I-Shift will make a smooth gearbox even more so!

The small van war is heating up with this incoming Fiat

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12 DEPARTMENTS

04

BACK TRACKS Musings from the Editor

06

HIGHWAY 1

News and info from all over

56

MONEY

Paul Clitheroe offers sage advice

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BACK TRACKS GEOFF PARADISE “The obvious lack of anything bearing a ‘Cat’ badge immediately reinforced what I suspected”

I

f ever a company deserves to come back from the brink of extinction it is Navistar.

Over the past few years this company has lurched from one crisis to another, due in part to some very sub-standard management but also brought about by economic forces that was not their doing.

They aren’t out of woods yet. Their share price is still poor and they are facing litigation on many fronts relating to alleged defects in the EGR system of their Maxxforce engines.

These class actions have been instigated by a number of trucking companies across the US and as recent as late last month more companies joined in. The basis of the claims is Navistar’s previously chosen method of emissions control, EGR, which they have since abandoned, and have now moved to SCR, but the law-suits continue and no resolution is in sight. Like any legal action there is two sides of the story and battles such as these are always ugly.

Their share price is up to around US$39.00 from a 52 week low of US$29.00 and it seems to be holding in that region.

Their troubled recent past, current dramas and fluctuating share price aside, one can’t be impressed with the overall vibe within the company.

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From their Monterrey (Mexico) assembly plant to their facilities outside of Chicago, from the shop floor workers to top level management you come away with the feeling they are on an upward trajectory.

Money is being invested in product, infrastructure and people. The ProStar, a truck that seems to be everywhere on the highway, has been enthusiastically received by operators far and wide. Their vocational trucks aren’t as visible to the keen observer but that’s not to imply they aren’t out there, they just operate in areas and applications where one doesn’t necessarily venture. The exception to that is the DuraStar, a scaled down version of the ProStar, it is quite ubiquitous.

Given the state of the US economy, and the Mexican economy for that matter, it’s not unusual for blue collar workers to be happy to have a job but at Navistar it’s like being surrounded by the seven dwarfs singing “hi ho, hi ho, it’s off to work we go…”.

This sort of attitude isn’t an act for visiting media, it is real and can be sourced to the knowledge that Navistar employees are confident about their jobs and their future, and so they should be.

Their employer is now stable and looking to other markets to further boost their

fortunes.

And yes, as we discovered, Australia is near the top of the list.

I was invited to the US by Navistar AusPac - formerly known as Cat Trucks Australia – and on that basis I was of the opinion I’d be subjected to a barrage of Cat truck propaganda. Not so. I saw just a few Cat trucks in a week and didn’t sit in one, much less drive one.

This was all about the International product and nothing, not even the notoriously unreliable American airline system, were going to stand in the way of a drive session at Eaton’s proving ground in the beautiful, classic mid-America town of Marshall, Michigan. A town so quaint I thought I saw Marty McFly on his hoverboard on Main Street.

It was an epic event getting to Marshall from Monterrey, a route that took us via Austin and then Houston in Texas rather than the pre-booked Dallas/Chicago route.

But when I got there it was worth it. A selection of International trucks from the LoneStar and ProStar down to a TerraStar sat waiting on the test track apron.

The obvious lack of anything bearing a ‘Cat’ badge immediately reinforced what I suspected; Navistar is planning to re-launch International back into Australia. This was further confirmed when a senior Navistar executive in response to my question as to when International will be back in Australia replied “In about 18 months, although I’d like to see them there in a year”. Kaboom.

Over the next 48 hours attempts to hose down this comment from the top came thick and fast but you can’t take back what’s been said. Sure, it was a slip of the tongue but it’s not going to change the world as we know it.

One didn’t need to be Einstein to work out what was going on and truck companies, as a general rule, only ever look 18-24 months ahead with their plans and it was already bleedingly obvious this trip was about International and Australia, and nothing else. All the Navistar vice president did was firm up the time-line.

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M-B VITO

INCREASINGLY EFFICIENT STRALIS The system calculates and selects the optimal gear

IVECO IS CONTINUING to improve the fuel economy of their Stralis following the introduction of some major improvements.

We drove the improved Stralis Hi-Way in Italy earlier this year but one lap around the test track was not early enough to make any valued judgement.

The Stralis Hi-Way Euro VI, which led to an overall fuel reduction of 10% compared with the 2007 Stralis, is now generating an additional reduction of two percent thanks to the introduction of several substantial enhancements.

These include Eco-Roll, a feature that

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allows the vehicle to use inertia to its advantage when travelling on gentle downhill slopes. The system evaluates the road slope and “disengages” the powertrain if necessary, thus putting the vehicle into neutral. At the end of the slope, the system calculates and selects the optimal gear, thus re-establishing normal vehicle operation.

Improved thermal management of engine oil, in combination with the introduction of a new synthetic lubricant, SAE 0W-20, has made it possible to increase drive efficiency, further improving fuel economy.

All Stralis vehicles with Cursor 11 and 13 engines will feature these enhancements.

Driving Style Evaluation (DSE), already successfully introduced on Stralis prime movers equipped with Cursor 11 and Cursor 13 engines, is now also available on 4x2 and 6x2 cab vehicles, and it will soon be extended to vehicles fitted with Cursor 9 engines.

DSE acts as a fully-fledged, costefficient, on-board driving instructor. The system processes the data acquired and provides two types of feedback in order to improve driving style: an assessment of actual driving style, displayed on

the screen with a clear and intuitive graphic, and suggestions for reducing fuel consumption. This system helps significantly to achieve reductions in fuel consumption by generating five percent savings for expert drivers and up to 12 percent for drivers with less road experience.

DSE is being offered in conjunction with Driver Attention Support (DAS), which constantly monitors the driver’s level of awareness. It processes the movements of the steering wheel, and if it detects a state of drowsiness, it alerts the driver with an audible and visual signal.

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Purchase a new Canter before the 30th of September and Fuso will extend its bumper-to-bumper factory warranty from 3 years / 100,000km to 5 years / 200,000km. Plus, you can also choose to pre-purchase your scheduled service parts at a heavily discounted, special bonus offer price. For just $500, you can secure all the parts you require to carry out all the scheduled services on your new Canter for the next 5 years or 200,000km, as per manufacturers’ service schedule, with our SmartCover program. You can collect your genuine parts from any authorised Fuso dealer as you need them and you only pay for labour, oils and lubricants when you get your truck serviced. Save thousands with this great bonus offer. It’s the cheapest and easiest way to keep your new truck in top condition.

Call 1300 429 134 or visit fuso.com.au to find out more This offer is available on all new Canters trucks purchased from participating authorised Fuso dealerships between 1 July and 30 September 2014. ^For a limited time, Fuso manufacturers warranty extended from 3 years/100,000km to 5 years/200,000km on Canter trucks purchased during this promotion. *This offer is limited to scheduled service parts only as outlined in the Fuso Service Schedule for the model purchased. The cost of labour, oils, lubricants and non-scheduled, wear and tear parts or other items are not included.

This offer is not available in conjunction with other offers and it cannot be exchanged for cash or a discount off the purchase price of the truck. Offer must be redeemed at time of truck purchase. For a full list of terms and conditions visit your Fuso dealer or www.fuso.com.au. Fuso is distributed by Mercedes-Benz Australia/Pacific Pty Ltd CAN 004 411 413.

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ELECTRIFIED FUSO CANTER This gives the Fuso Canter E-Cell a range of over 100 km FORGET ELECTRIC TRUCKS cobbled together with milk cart technology and eastern European truck chassis’, Fuso has developed the new battery-electricpowered “Zero Emission” Canter E-Cell and is trialing eight trucks.

Putting aside the Smith truck, Fuso’s all-electric light-duty truck, produced in a small series, runs emission-free and almost silently, is the first by a major truck manufacturer.

The Canter E-Cell for Europe is manufactured at the Tramagal plant in Portugal. Eight vehicles have now been released for customer trials.

“The Fuso Canter E-Cell allows us

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once again to emphasize our leadership in the field of alternative drive systems,” said Dr. Albert Kirchmann, President & CEO Mitsubishi Fuso Truck and Bus Corporation.

Customer trials with the Canter E-Cell under real-life conditions are set to run for one year. The eight Canter E-Cell are based on the Canter with a wheelbase of 3.400 mm and feature a single cab in the wide, comfort specification. Each is fitted with either a 4.3 m-long platform body or a 4.4 m-long box body.

The design of the electrically-powered light-duty truck is based on the chassis of the conventional Canter and allows a

permissible gross vehicle weight of 6.0 t.

The resulting payload of the chassis is therefore remarkably high, at around 3.0 t.

The electric motor in the new Canter E-Cell gives it a power rating of 110 kW (150 hp) and maximum torque of 650 Nm. Power transmission to the rear axle is via a single-speed transmission.

Both the cardan shaft and the rear axle are components that have been adopted from the Canter with combustion engine.

Good performance is a given, as it is a feature of the design of an electric motor that its maximum torque is available immediately upon start-up. The top

speed of the Canter E-Cell, as with all vehicles in Europe in this weight class, is limited to 90 km/h.

Located on each side of the frame are a total of four battery packs, accommodated in two fully encapsulated boxes. These are lithium-ion batteries with an impressive nominal capacity of 48.4 kWh. This gives the Fuso Canter E-Cell a range of over 100 km, more than many short-radius distribution trucks in fact travel in a day. Charging the batteries at 230 volts takes around seven hours, while use of a rapidcharging system can reduce this to just one hour.

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To find out more, contact your UD Trucks dealer on 1300 852 915 or visit udtrucks.com.au UDT0114C

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QUARTER MILL’ AND COUNTING!

Jointly developed by Daimler Trucks in Germany, Japan and the United States LESS THAN SEVEN years after introducing its groundbreaking Detroit™ DD15® engine, Detroit Diesel Corporation (Detroit) recently marked the production of its 250,000th DD Series engine.

The DD Series engines includes the Detroit™ DD13® Detroit DD15® TC and Detroit™ DD16® engines.

Jointly developed by Daimler Trucks in Germany, Japan and the United States and featuring more than 90 percent globally shared parts, the DD Series heavy-duty engine platform was the

largest investment ever made in product development by an engine manufacturer.

All DD Series engines feature a robust design with the exclusive Amplified Common Rail System (ACRS™), which works in combination with Detroit DDEC® electronic engine controls to benefit fuel consumption while reducing noise and vibration.

With the launch of the new integrated Detroit™ Powertrain, Detroit engines are poised to deliver even better results for customers.

The integrated Detroit Powertrain has the DD15 engine with a new down speed rating of 400hp and 1750 lb/ft. Together

with the Detroit DT12™ transmission and Detroit axles, the Powertrain provides seamless component communication.

‘BENZ LAUNCHES NEW VITO The new Vito also sets new standards for safety.

MERCEDES-BENZ HAS launched a new Vito and it’s headed our way.

Its payload is among the highest in its segment, while procurement and operating costs are low. The Vito 116 CDI BlueEfficiency variant has a certified fuel consumption of 5.7 l of diesel per 100 km - a value that is unmatched in this vehicle category, Mercedes-Benz claim.

The new Vito is also the first van in the mid-size segment to offer three different drive system variants and incorporates a broad range of innovative safety and assistance systems.

The new Vito also sets new standards for safety. Already the Vito van is the only van equipped with airbags and a seatbelt warning system for both the driver and front passenger. With its maximum eight airbags for the driver and passengers, the new Vito Tourer is now the new benchmark in this regard.

Standard equipment in the new Vito also includes the Attention Assist system and a tire pressure monitoring system.

In a unique development in the midsize van segment, the Crosswind Assist

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system is available as basic standard equipment in the new Vito model series.

Also available is a Blind Spot Assist, which warns drivers of approaching vehicles when they switch lanes, and a Lane Keeping Assist, which prevents drivers from inadvertently leaving the lane.

The new Vito comes with halogen headlights as standard, but it can also be ordered with the optional LED Intelligent Light System (ILS). The

ILS consists of LED blinkers and LED daytime driving lights, low-beams, high-beams, and cornering lights.

The new Vito is the first vehicle in its segment to offer a choice of rear-wheel, all-wheel, and - in a new development front wheel drive systems.

The front-wheel drive variants are equipped with a compact, transversemounted four-cylinder engine with 1.6 l displacement. This engine is available in two performance classes: 65 kW

(88 hp) and 84 kW (114 hp).

Vito models with rear or all-wheel drive systems are equipped with a four-cylinder engine with 2.15 l displacement. This engine is available in three output ratings: 100 kW (136 hp), 120 kW (163 hp), and 140 kW (190 hp).

The new Vito is scheduled to be launched in Germany in October 2014.

No launch date for Australia has been announced but 2015 seems a fair bet.

25 YEARS. IT’S JUST THE BEGINNING. After 72 years globally and 25 years locally, Freightliner has got to know the Australian Trucking Industry very well. In fact our 45 dealers have been an important part for even longer. With the best Freightliner line-up in history, our future is looking bright. Freightliner is here with you for the long haul.

To find out more call 1300 66 22 30 or visit www.freightliner.com.au

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New

A GALAXY OF ‘STARS LET’S CUT TO THE CHASE, INTERNATIONAL TRUCKS ARE COMING BACK TO AUSTRALIA. THE QUESTION IS; WHEN? GEOFF PARADISE REPORTS FROM THE USA.

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s this magazine’s web site exclusively reported early August the re-launch of International trucks could be 18 months away, but perhaps in around 12 months.

This was confirmed to me in a one-on-one conversation with a Navistar vice president during a visit to Navistar’s US headquarters.

Some of you may think International have never left Australia as a Brisbane-based company, Norths, still import a few models,

but that’s very, very low volume.

One minor complication that I can see is that Iveco, which bought the International Harvester rights back in 1992 have ownership of the name ‘International’ until 2017. Iveco don’t use the name International but that’s a moot point, their bonneted Iveco Powerstar also muddies the waters somewhat, given International’s penchant for using the word ‘Star’ in the model branding.

If I was a betting man I’d tip that Navistar

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and Iveco will do some sort of a deal to return the name International back to Navistar before 2017 and if that couldn’t be done then it may be these trucks will be known as a Navistar with each model retaining its US name plate, but that’s a long shot.

As for engines, Iveco use the Cummins ISX or their own Cursor 13 engine in the Powerstar range, Navistar use Cummins or their own Maxxforce engines.

Then of course there is the deal that Caterpillar has with Navistar and their small range of Cat trucks. The Cat CT630 is a Pro Star by another name and according to our sources Navistar and Caterpillar is presently renegotiating the licensing agreement for another (unknown) term.

All this moving of the pieces on the chess board is driven by Navistar AusPac’s need to expand their model range in Australia.

Formerly known as Cat Trucks Australia the change to the new name gave a strong indication that something was on the go.

With the investment made by Navistar in Australia in getting established here and getting Cat models into the market it is now time for the company to amortise their investment and expand their model line-up and not only increase their profitability but secure their place in the Australian market.

You can’t do that with one truck whose name you don’t own and have temporary control

Standing still or on the move, the LoneStar is an awesome sight. The big question is; will it ever come to Australia? If it did, the queue would be long.

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over.

Navistar know they need to control their own destiny in Australia and the only way they can do that is with their own products.

By their own admission they acknowledge the importance of leveraging their products in other markets and gaining acceptance of their conventional trucks in markets such as ours that embrace COE’s.

Navistar is a galaxy of stars; Work Star, Terra Star, Dura Star, Pay Star, Trans Star and of course, their flagship heavy, the Lone Star, and let’s not forget the 9900i.

Which of these models will come here is unknown but the Pro Star is a certainty because much of my visit and Navistar’s presentations were centered around this truck and that was a powerful indicator they want to push this model prior to its arrival here.

The Work Star is also likely and on everyone’s wish list is the uniquely styled Lone Star. The jury is still out on the love it or hate it Terra Star.

However, when the brains trust at Navistar do decide on what models will come here - and when - is a issue known only to them but I can confirm that after sampling these models and others at the Eaton Proving Ground in Marshall, Michigan they are exceptionally good trucks that deliver on what they promise; smooth riding, excellent power delivery, ample torque and a high

degree of build quality.

That quality was borne out at the Monterrey, Mexico, factory where many of the models are built and most likely where our right hand-drive models will come from. The work ethic, pride in what they do and in what they produce is palpable.

Make no mistake, as a brand and a product International are up there with the best.

Likewise in Lisle, Michigan, Navistar’s home base where trucks, buses and engines come together. For a company that was down on one knee only a few years ago – and is still suffering losses – it has been a remarkable turnaround and on the basis of what I saw the future is bright.

LONESTAR Good grief, is there a more photographed truck on the planet? The LoneStar had jaws dropping when it debuted at Mid-America a few years back and continues to turn heads – especially Australian heads.

Retro to the nth degree the LoneStar is a fully loaded, bling’d out, bling’d up rhinestone cowboy. Shrinking violets and those not seeking attention should stay well away.

If Cruella de Ville (101 Dalmatians bad girl) needed a truck, the LoneStar would be it. The chance to drive it was too much to resist and besides, it’s my job.

Equipped with a Cummins ISX rated

Beautifully appointed interior of the LoneStar comes with the premium pack.

“RETRO TO THE NTH DEGREE THE LONESTAR IS A FULLY LOADED, BLING’D OUT, BLING’D UP RHINESTONE COWBOY”

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1.

2.

1. International interiors are top notch.

Let’s hope they don’t lose that quality when built for RHD. 2. ProStar has evolved over seven years and is a very popular truck in North America.

at only 500hp and backed by an Eaton UltraShift PLUS 13-speed it was somewhat overwhelming knowing I had but two laps to spend in it. To come to terms with what this truck offers in the way of driver features would require a run from Melbourne to Sydney to fully appreciate it. Yes, the ISX and UltraShift is well known and tried but it’s what the truck has on-board that tests the senses.

It’s a trick bit of gear and when International does return to Australia Navistar would be certifiably mad not to include the LoneStar in its model line-up.

Yes, it’s a hero truck, yes, it won’t sell in big numbers but to have sitting on the dealer floor would be like Ford dealers having XY GT Phase III’s in their showrooms; “the queue starts over there, sir.”

Interestingly, there is a entrepreneur in New Zealand who imports LoneStars into that country, carries out the left to right hand drive conversion and bangs them out to anxious customers.

PRO STAR This truck must surely be one of the most popular in the US. Anecdotally, if I saw one Pro Star for every three on the road I wouldn’t be surprised. When International arrives back in Australia this is the truck that will be first of the boat.

Excellent fuel economy is one of the Pro Star’s attributes. Operators claim upwards of 8mpg (30.2 liters) from Navistar’s own 13 liter – N13 – engine that uses a CGI block and is reportedly 200 pounds (90.7kg) lighter.

One US operator, BWI, out of Alabama, have reported they are saving US$8,000 (approx. A$7400) in fuel costs for every 100,000 miles (161,000klms) travelled. That’s a saving not to be sneezed at. The N13 uses SCR for emissions control as opposed to the previously favoured EGR used by Navistar, which, say Navistar, had a six percent fuel consumption disadvantage.

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The Pro Star is a beautifully designed truck. Not much different from the Cat CT630 that we are familiar with it has been aerodynamically designed and the its wind cheating abilities play a part in the trucks onroad economy.

Pro Star has evolved since its introduction to the US market in late 2007. Myriad changes have taken place in the past seven years from bumper design and sealing, larger cabs and sleeper boxes, chassis skirts, LED lighting, weight reduction and chassis plumbing, to name just a few changes over that period.

For 2014 and beyond the company is looking to further maximize the truck’s fuel efficiency, decrease weight and reduce downtime. It was also highlighted that seeking new markets for the Pro Star was on the agenda.

Despite our time behind the wheel being brief – a couple of laps at the Eaton proving ground in Marshall, Michigan – our test truck was spec’d with the obligatory N13 engine but was backed by Eaton’s new UltraShift PLUS LSE 16-speed (see sidebar).

The N13 was rated at 450hp at 1700 rpm and delivered 1550-1700 lb-ft at 1000 rpm, the front suspension was a Hendrickson Wide Track rated at 12.35t and the rear was a 40 tonne Meritor with a 2.47 ratio.

On the road it was easy to see why Pro Star’s are as popular as they are. Despite being a Class 8 heavy they have a medium truck feel but that doesn’t mean to suggest they are a small truck – they are far from it.

The Eaton UltraShift PLUS LSE 16-speed is a multi-trick pony. My co-driver did his best to explain all the features of this transmission but so brief was the drive it was all but impossible to absorb it all and experience just what it can do. Take it as read Eaton has – and continues to – expand the technological features of what was once a pretty basic, yet competent, gearbox.

IT’S A PLUS!

Eaton are quick to point out the Eaton UltraShift PLUS is not UltraShift. Uhh? It has the same name, it must be part of the same family so why the definition?

Quite simple. The PLUS uses a electronically actuated clutch where as the first generation UltraShift used a data mechanical clutch which did not engage at very low rpm.

UltraShift PLUS uses sensors to

continually gain new data on load, grade and torque requirements to make intelligent shift decisions for exceptional fuel economy and performance, Eaton say.

UltraShift PLUS has eight platforms, dozens of models ranging from 10 to 18 speeds and optional software configurations. Eaton say it gives operators the power to select the

application-specific options that matter most to their unique business model.

Safety features include auto neutral, auto engage on down grades, creep feature with no “urge to move”, grad e and weight sensing, engine over spee d and clutch abuse protections and stall prevention.

Further, it offers intelligent shifting by

selecting the appropriate starting gear and makes shift decisions on grade, vehicle weight, engine torque and throttle position and skip shifts when appropriate.

It has a dual plate ceramic clutch and unlimited GVCW is available in 18-speed models. Oil drain intervals are at five years or 800,000 klms (in the US).

“ONE US OPERATOR SAVES $7400 FOR EVERY 161,000KLMS TRAVELLED” www.truckandbus.net.au 017

1.

WORKSTAR Perhaps not the prettiest cupie doll on the shelf the WorkStar is what it claims to be, a work star. Our test truck was equipped with (you guessed it) an N13 rated at 475hp and an UltraShift PLUS VCS 10-speed ‘box. Axle spec’ was a bogie drive with a forward set lazy (not something you’d see here at all) and a very flash aluminium body.

Well built, easy to drive and it was well behaved in a off-road environment we ventured onto, including unmade inclines and declines.

TERRASTAR Now this, as we drove it, could be a popular rig in many applications such as local councils, fire services, rural environments etc. where 4X4 capability is required and the ability to carry extra crew.

It looked a bit gangly as it sits high off the ground and was equipped with a single axle but they are both attributes in these

1 & 2. Not the prettiest critters on wheels WorkStar and TerraStar are built for business.

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applications; excellent ground clearance and the all wheel drive feature.

Unlike the WorkStar that has its own particular headlight and grille treatment the TerraStar is more family orientated with touches of ProStar in the front end treatment.

This TerraStar had a MaxxForce 7 rated at 300hp at 2600rpm and 660 lb-ft at 1600rpm between the frame rails, was backed by an Allison 1350 RDS transmission and a Fabco TC-28 transfer case.

Inside, it’s all very workman-like, as you’d expect. No frills, no bling, it’s strictly business but in a nice modern way.

“INSIDE, IT’S ALL VERY WORKMANLIKE, AS YOU’D EXPECT. NO FRILLS, NO BLING” 2.

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Technology

LOOK!

NO HANDS!

IT’S ENOUGH TO SEND ROAD SAFETY ADVOCATES INTO A TAIL-SPIN – THE PROSPECT OF ‘DRIVERLESS’ TRUCKS BARRELING DOWN THE HIGHWAY WOULD BE TOO MUCH FOR THEM. BUT WHAT ABOUT YOU? ARE YOU READY FOR SUCH TECHNOLOGY? GEOFF PARADISE REPORTS 020 www.truckandbus.net.au

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ercedes-Benz predicts it will be offering driverless trucks within 10 years.

The company has been developing the technology for over a decade having started with what they called the “electronic tow bar” where a driverless truck could electronically hook onto a compatible truck in front and follow its every move.

To many, the thought of a driverless truck travelling down the Hume Highway will send shivers down their spine and cause many a sleepless night but Mercedes-Benz are convinced they are onto a good thing.

In Europe it may well be possible with their vast network of multi-lane highways and a level of acceptance of heavy trucks not seen in this country.

It works like this; After joining the motorway, the driver of the Mercedes-Benz

Seating position diagram doesn’t quite gel with what we’ve been taught!

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Future Truck 2025 merges with the traffic flow in the appropriate lane. The truck reaches the prescribed speed of 80 km/h. The system then prompts the driver to activate the “Highway Pilot”. The driver activates it, and the vehicle switches to autonomous mode.

The driver receives an acknowledgement reading “Highway Pilot active”.

The Future Truck 2025 is on the road independently according to the traffic situation, as no vehicle travelling ahead is needed as a reference to guide it through the traffic – it literally acts autonomously. The Mercedes-Benz Future Truck 2025 operates independently of other road users thanks to networking, not by being daisy-chained with a lead vehicle.

If there is another vehicle travelling ahead, the truck automatically adapts to its speed within the permitted limit and maintains

a set safety distance. It is therefore always possible for other vehicles, e.g. a car cutting in ahead when moving from the overtaking lane before an exit, to do so safely. Here too the safety distance is always maintained – the Future Truck 2025 adapts perfectly to its environment.

As soon as the “Highway Pilot” system has been activated, the driver is able to pivot the driver’s seat to the co-driver’s side by 45 degrees, into a working or resting position.

In the cockpit of the future, which has a completely newly designed centre console in the style of an office workstation, the driver is now able to use a removable tablet computer with a touchscreen for other activities such as communicating with the outside world. The new cockpit also gives the driver considerably more freedom of movement.

Even before departure, the schedulers have

“THE DRIVER IS ABLE TO PIVOT THE DRIVER’S SEAT TO THE CO-DRIVER’S SIDE BY 45 DEGREES…”

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1. Watch a movie while you drive?

2. Or how about catching up on emails?

3. Motorways provide the best environment for this technology

used telematic systems to transmit the current transport assignment to the vehicle, where it is shown to the driver on the integrated display. The destination address is sent to the navigation application in the data cloud.

The navigation computer calculates the most efficient route using real-time information from the networked vehicles on the road.

Networking between vehicles ensures that both the truck with its host computer and the driver are always informed about the route ahead. The same applies to any major events behind the truck – for example an approaching emergency vehicle where traffic is tailed back.

The truck’s control system is able to respond to such events and leave the traffic lane for a brief period. While on the move, the driver always has further information such as remaining driving time, range or preferred service areas along the route available.

In the Future Truck 2025 too, the driver is the boss in the cab. It must always remain possible for the driver to resume manual control. Two cameras therefore monitor the cockpit and a sensor the driver’s seat.

Autonomous overtaking manoeuvres are not envisaged, they must be performed by the driver. The same applies to leaving the motorway or changing lanes where the road forks.

Before deactivation of the “Highway Pilot”, the driver is given advance visual notification followed by an audible warning to resume manual control of the truck. This could become necessary if the situation changes and requires increased vigilance or resumption of control owing to e.g. roadworks or obstacles on the road. Autonomous driving is anyway a “can” function – the driver can always decide freely whether to take personal control or leave things to the technology.

The driver is notified in good time when approaching the relevant exit road. The driver returns the driver’s seat to the driving position and assumes direct control of the truck, like the pilot of an aircraft before landing.

Mercedes-Benz have been trialling a driverless truck using a disguised current model Actros to test the technology although why it’s disguised is anyone’s guess.

The truck, which is part of the company’s Future Truck program, is referred to as the ‘Highway Pilot’ and it relies on a series of radar units strategically placed a round the vehicle to position it on the road, ensure it maintains a safe distance from other vehicles and to keep within its lane.

The front radar sensor has a range of 250 meters and scans an 18-degree segment.

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In addition to object and distance recognition, the stereo camera recognises lane markings as a major function for autonomous track guidance.

The road surface to the left and right of the truck is monitored by radar sensors installed in the sides. They are located on the left and right, ahead of the tractor unit’s rear axle.

The sensors have a range of 60 meters and cover an angle of 170 degrees.

For comparison, the human eye has a 150-degree angle of vision, but its focal area is merely a fraction of this. The sensors are networked and provide a complete image of the surroundings. All moving and stationary objects in the truck’s vicinity are registered.

The sensor system of the Mercedes-Benz Future Truck 2025 already comes from the next generation of this technology. The sensors work so precisely that they can not only recognise the road edge by the marker lines, but identify the course of the road surface by the roadside features such as guard rails or vegetation.

The sensor and camera technology is active throughout the speed range from standstill

to the legally permitted European maximum truck speed of 80 km/h. By intervening in the steering, it automatically keeps the truck safely in the centre of its lane.

The system also includes a threedimensional digital map, which is already used for the assistance system Predictive Powertrain Control (PPC). This means that the truck is always fully aware of the road’s course and topography. In addition the digital map and the information from multi-sensor fusion are used to determine the truck’s own position.

The ‘Highway Pilot’ has more to offer in its retinue of features, including transmitting continuous information of its surroundings to announce its presence. The information content includes vehicle position and model, dimensions, direction of travel and speed, any acceleration and braking manoeuvres and the radius of the last bend negotiated.

It may be a decade away but Mercedes-Benz are providing an insight as to where they see road transport going, and it doesn’t include a driver. But then the advent of computers promised us the ‘paperless’ office as well.

Bleed Size: 307mm Trim Size: 297mm

The short-range sensor has a range of 70 meters and scans a 130-degree segment.

The radar sensor is the basis for the Proximity Control Assist and Emergency Braking Assist, two pieces of technology already available today.

The area ahead of the truck is also scanned by a stereo camera located above the dash behind the windscreen.

This is currently the location of a monocamera if the optional Lane Keeping Assist that can be ordered as an option in a truck today. The range of the stereo camera is 100 meters, and it scans an area of 45 degrees horizontally and 27 degrees vertically.

The stereo camera of the Mercedes-Benz Future Truck 2025 identifies single and double lanes, pedestrians, moving and stationary objects, all objects within the monitored area and also the condition of the road surface.

The camera recognises everything that contrasts with the background, and is therefore also able to measure clearances precisely. The front stereo camera also registers the information on traffic signs.

“THE DRIVER IS NOTIFIED IN GOOD TIME WHEN APPROACHING THE RELEVANT EXIT ROAD”

“Keep your eyes on the road and hands on the wheel” doesn’t figure here

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TAKE COMFORT TO

NEW HEIGHTS CT630SC. SUPERIOR CAB DESIGN FOR 26M.

With an abundance of features, the CT630SC is designed to increase productivity. Featuring a light tare, this full stand up sleeper is made for comfort and fits into the profitable B-Double application. It also offers a raised cab for increased cooling efficiency and a shortened hood for enhanced maneuverability and visibility. Add to that the power and reliability of the CAT CT15, and it’s easy to see how this truck offers a whole new level of comfort and performance in the B-double category.

CONTACT YOUR LOCAL DEALER OR VISIT CATTRUCKS.COM.AU TO LEARN HOW THE CAT CT630SC SUPERIOR CAB CAN INCREASE YOUR PRODUCTIVITY.

www.truckandbus.net.au 031 ©2014 Caterpillar Inc.

Event

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SHOW TIME! TRADITIONALLY, THE ANNUAL UK COMMERCIAL VEHICLE SHOW IN BIRMINGHAM IS WHERE MANY MANUFACTURERS SHOW OFF THEIR LATEST AND GREATEST – THIS YEAR WAS NO EXCEPTION. GEOFF PARADISE HAS A QUICK LOOK AT WHAT WAS ON DISPLAY. www.truckandbus.net.au 027

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went to Birmingham once. I passed through the airport on my way to a WWII airfield that is used as a test track for all sorts of vehicles. But that’s the only time.

But Birmingham is more than famous for things other than my fleeting visit; balti food for one. And the CV show for another.

On the scale of things this event is probably in the top five. Not as big as Hanover or Mid America but not as small as the Mudgee Field day, if you get my drift.

This year saw a few new vehicles unveiled for the first time and yes, some will be

heading our way later this year, or early next.

The Renault Master and Fiat Ducato are two that will be coming while we can safely say the Nissan EV and Vauxhaul Vivaro are long shots, although given Holden’s decision to abandon manufacturing in Australia and not having a CV of this genre then maybe it might get here one day.

And while Birmingham is a showcase for many new vehicles it is also presents an opportunity for manufacturers and suppliers to display show ‘specials’ and the latest and greatest in parts and accessories.

“ERGON ENERGY’S FLEET OF ISUZU TRUCKS IS REQUIRED TO OPERATE OVER A WIDE RANGE OF REGIONAL” 1. This will inspire the res cue organisations around the country.

Isuzu D-Max was adorne d with emergency paraph ernalia and stood out like the prover bials.

2. Isuzu showed off their Euro VI range. They don ’t look any different to what we get and Euro VI is a long way off for Australia.

3. New Renault Trafic is also headed our way. A spokesman for Regie in Australia says late this year. But more like Q1 next year.

4. Never say never. The Vauxhaul Vivaro would be a good fit in Australia badged as a Holden but we wonder if Holden are actually aware of box van s in this country.

5. A van you’ll probably never see here; the env ironmentally friendly Nissan e-NV 200 electric van. Racey looks, but perhaps not so racey in the go dep artment.

6. Yes, this wasn’t taken inside the display hall. Ren ault Master has undergone facelift and som e techo’ changes. It is also in-bound.

New Fiat Ducato is headed

our way. This is far more interesting than the current model.

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UD TRUCKS SERVICE SCHEDULE • Developed together with you to suit your individual needs.

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To find out more, contact your UD Trucks dealer on 1300 289 283 or visit udtrucks.com.au UDT0173

New

TUNE IN TO FM

A SMOOTHER, NICER TRUCK WOULD BE HARD TO FIND. VOVO’S FM IS A STANDOUT IN A SEA OF EXCEPTIONALLY GOOD TRUCKS. GEOFF PARADISE REPORTS

www.truckandbus.net.au 031

I 1. Expect to see plenty of sights like this as FMs start pulling trailers.

2. The interior is one of the best, first class in every aspect.

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n my monthly newspaper section in the Sydney Morning Herald and The Age (what? You don’t read TRADE, tut tut) I likened Volvo trucks to a world cup football team, which was being played out at the time of writing.

I said, unashamedly, that if Volvo Trucks were a World Cup football team the 2014 trophy would be in their cabinet by now.

Goaaaaaal!

I went on to say the Swedish truck maker has kicked goal after goal over the last 18 months with the launch of an entirely new truck range and a host of innovations along the way.

I do not back away from those comments despite Sweden not getting too far in the round ball tournament.

After an incredibly fast-paced 18 months that saw the launch of an entirely new and improved model line-up full time has been called now the integration of local assembly of some models (FH and FM) and the availability of the imported FE model on the local market is now complete.

Much has been written about their flagship FH and FH16 truck. We have covered it ad nauseum in these pages, even down to a near exclusive on the ‘Australianisation’ of the

FH a year or so back. The FM, which is the slightly smaller and less powerful sibling to that model and now being assembled at the company’s Wacol, Queensland plant, remains my favourite.

Having driven both Swedish built and locally built versions of Volvo’s heavy duty trucks in both Sweden and Australia I can unequivocally say fear not, the locally assembled FM is as good as its Swedish-built counterpart. Can I use term “it’s a sweetie” in a blokey truck magazine? Well I have and it is.

The FM, irrespective of where it is bolted together, is one of the easiest to drive, evenly balanced heavy-duty trucks on the market and this is due – in part – to Volvo’s superb I-Shift automatic transmission, the choice of either a 460 or 500 horsepower engine (in either Euro 5 or Euro 6 emissions specification) and their brilliant dynamic steering innovation that was introduced last year.

This truck doesn’t need 600 or more horsepower. If you need that much grunt shift your focus to the FH but if 500hp will do the job then look no further. You might even be surprised at how good the 460hp version is.

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“THE FM, IRRESPECTIVE OF WHERE IT IS BOLTED TOGETHER, IS ONE OF THE EASIEST TO DRIVE, EVENLY BALANCED HEAVY-DUTY TRUCKS ON THE MARKET” 2.

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1. Plenty of room and an accommodating interior is the FM’s hallmark.

2. Speaking of ‘haulmarks’, on the road it begs to be driven, far and wide!

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“CAN I USE THE TERM “IT’S A SWEETIE” IN A BLOKEY TRUCK MAGAZINE? WELL I HAVE AND IT IS.” All trucks have their own personality.

Big American conventional trucks can be intimidating, even to seasoned veterans, and until you’ve spent plenty of time in the saddle they can be hard to get to know. The same applies to some trucks from Japan or Europe – the prospect of climbing aboard for the first time can be a little daunting or, conversely, greeted with little enthusiasm.

Not so the Volvo FM. This is a truck that invites you in, immediately makes you feel at home much like your best friend, and then encourages you to drive it. It’s forgiving too, thanks to in-built safety technology Volvo have built their reputation on. Stray off line and it will let you know in a friendly way, get too close to the vehicle in front and it will warn you off, and all this happens in the comfort of a infinitely comfortable seat while you guide the front wheels via a thick rimmed steering wheel and this excellent Volvo Dynamic Steering (VDS) system they launched last yearin Europe, which is now available in

locally built FM and FH models as an option costing around $3000.

VDS is, in essence, a power steering unit affixed to the steering box. It takes all the hard work out of wrestling the steering wheel, irons out wrinkles in the road and even seems to soften the impact of nasty potholes, within reason of course.

We recently drove a Euro 5 and Euro 6 FM rated at 500 hp and could find no discernable difference in performance. Our drive was too short to do a fuel consumption comparison but it’s a safe bet there is but a bee’s nose in it. Either of these trucks are a delight to drive and as one colleague said “I’d like to drive that to Darwin and back, it’s that good.”

But it is not just on single item or piece of technology that makes the new FM such a pleasant truck to drive, it is the sum of all parts and a development program that has been continuous since the FM first saw the light of day years ago. It’s a cliché, but it’s all about evolution, not revolution, and Volvo is doing it right.

2.

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Driven

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TIPPING IN WESTERN STAR HAVE ROLLED UP THEIR SLEEVES AND KEEN TO MIX IT WITH THE AGITATOR AND TIPPER SECTOR. DAVID MEREDITH TAKES A 4700 FOR A TOUR OF DUTY.

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H

aving undergone a major transition in its Australian operations with distribution of Western Star products switching from one long time distributor to a company owned and controlled by former Detroit Diesel owner and automobile and truck retail magnate (to hint at just some of his activities) Roger Penske, the focus now is to showcase more of its product to the wider trucking community and the media.

Over the past few years Western Star has slugged it out in the background away but doing a creditable job by looking after its customers with solid and dependable products that are a testament to its US roots.

Despite flying under the radar, so to speak, Western Star still earned a podium finish in the 2013 manufacturer’s race for volume in the heavy-duty sector, selling a whisker under 10 per cent of all heavy-duty trucks on the market, knocking off Freightliner, Mack and Scania in the process.

Now things have changed dramatically, with the distribution of Western Star now under the watchful eye of the highly experienced Penske organization. Transport & Trucking Today visited the head office in Wacol, south-west of Brisbane recently to have a close look at the set up, and to drive

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Western Star’s latest model, the 4700 series.

Our timing was good, a boat load of trucks had just arrived and the Wacol facility was crawling with Western Stars, including a handful of tri-drive prime movers were in the yard in Toll colours – that were on their way to north Queensland for some endless minesite torture.

The bigger trucks come in as gliders, with final assembly done at Penske’s local factory.

The chassis needs a push or a pull as all the plumbing for the Cummins Euro 5 system needs to be fitted at Wacol before delivery to the dealer network.

So despite the fact that new trucks are not built from scratch here in Oz, in many ways the Western Star operation is still Australia’s fourth truck plant.

Western Star’s latest effort is aimed squarely at a market the brand has all but ignored until now.

The US roots of all the “Stars” are obvious, but the interstate prime movers that just keep on selling strongly are still pretty smooth on the outside. Not so the 4700, that lands here ready to roll, and is spec’ed to open up the tipper and concrete agitator market to the second of Daimler Trucks’ US brands. Penske Commercial Vehicles had fitted the 4700 we were to drive with a tipper

body and licensed it for demo’s to us and selected customers.

The new model is available in 6x4 or 8x4 configurations, with the Cummins 8.9-litre ISL Euro 5 engine in one of several outputs.

Depending on the task, you can select from 260 to 400hp and from 1,560 to 1,763Nm of torque. Drive in the 6x4 version is through an Eaton 18-speed manual or UltraShift AMT, with an Allison full automatic as an option.

The 8x4 is only available with the Allison sixspeed auto’ box.

Simple, rugged and effective were the engineering ground rules on the chassis. The 1,300mm frame rails are strong and light, and are single channel to avoid corrosion between layers. They’re custom drilled to the application.

The test truck had a 6.5-tonne Meritor front axle with taper-leaf suspension, definitely aimed at heavy-duty work, and a Dana Spicer rear axle rated at 20-tonnes, riding on Airliner rear suspension.

The 5,100mm wheelbase was at the short end of the spec - you can order it up to 6,452mm - and had an exceptionally wellfinished Hercules tipping body.

From any angle around the front the latest Western Star looks like it should have a matt finish, desert camo’ paint job with Special

“IT GROWLED AT HILLS WHEN I BOOTED THE THROTTLE AND HELD EXCELLENT ROAD SPEED” 3.

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1. Fuel tank, SCR tank and tool box are a good fit.

2. Cummins ISL can be had with ratings from 260 to 400hp.

3. Easy care interior, tilt column and multi-adjustable seat are perfect for this truck’s work intention.

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Forces troops jumping out of it. The chunky, angular corners make it clear this truck isn’t styled to win any beauty contests, but operators will get points for a truck that looks ready to conquer any country.

Pat Cook is Penske’s events manager, and has been driving Western Stars for 20 years and was to be my co-driver for the test session.

I climbed on board via wide, heavily serrated steps that stood out enough from the body to avoid the chance of slipping. The driver’s seat is an ISRI air job and although there was plenty of adjustment, day cabs always have their limits. The dashboard will be recognized instantly by any Western Star operator, and is as functional as all the other models. It’s typical US-style, with park brake plungers, cruise control and Jacobs brake toggle switches on the dash rather than on the wheel or steering column.

I drove the 4700 from Wacol up to Toowoomba and back with around 12-tonnes on board. The truck was new, so everything was tight, but the “small” Cummins felt more than up to the task. It growled at hills when I booted the throttle and held excellent road speed no matter what the incline. I was surprised that the engine started and ran as if it was one of the

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16-litre big block bruisers.

The Euro 5 system packages the emissions controls in the exhaust stack, with an air operated dosing controller for the AdBlue, a filter for the air feed and sensors along the length of the cylinder. It means that the engine runs cooler than some of its competitors, and with the emissions components right there on the stack, servicing is a breeze.

The Eaton gearbox was straight off the line and tight as a drum. Paired to an unusually quiet Cummins, I managed to clunk and bang through the ratios before I got the hang of it and Pat stopped sniggering in the passenger’s seat.

But even with experienced drivers there’s little doubt that this rig, particularly if used on hilly terrain around metro areas, would be far more efficient with the Allison auto box.

The start of the drive was through some traffic hitting the freeway and was pretty uneventful. The 4700 won’t be doing much distance cruising in its lifetime, but the drive from Wacol to the slopes surrounding Toowoomba was surprisingly like a truck set up for distance work. If I ignored the fact that there was no sleeper, it did feel similar to a longhaul 4800. The few hills on the run - before hitting the big one of course - never

slowed us down.

The ride was good and didn’t depend entirely on the air seat, Rough terrain and camber changes didn’t move it off-line either.

Most short wheelbase trucks are pretty jumpy at highway speeds but the 4700 was very stable. Vision was very good and the turning circle outstanding. This feature will be very popular with drivers who find themselves on building sites regularly.

It was easy to keep the truck on line, even on the tricky bits where the camber angled to the outside of the bend - a regular thing on country roads in most states. The truck was noticeably level on really bad sections, and no matter what the terrain, the steering load was easy.

When we got back and I parked the truck, I couldn’t help thinking about what I’d do if I was a tipper operator looking for a new unit and had just done a road test before parting with some cold, hard cash. Of course the deal would have to add up and be competitive, but that aside, I walked away with the same feeling I think most prospects would have.

“This is a truck that I can put any driver in and it still won’t let me down.”

Yes, the 4700 is likely to muscle in on the territory of other brands as soon as the market becomes aware of it.

Available: Definition: Present and at hand; seriously accessible; ready for use.

N O W AVA I L A B L E * 4800FS2 • 4800FXB • 4900FXT 4900FXC • 6900FXC

The power is in your hands.

The Cummins® ISXe5 SCR is now available. Your Serious truck now has the option to benefit from a fuel efficient and emission reducing Cummins® engine, with excellent take off, performance and reliability. Now more than ever, the power of choice is in your hands. westernstar.com.au * Cummins ISX Euro 5 SCR is available in selected model combinations.

Operator

TRASH

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& TREASURE RELEASED IN 2013 ISUZU’S FHY 8X4 CAUGHT THE ATTENTION OF VEOLIA ENVIRONMENTAL SERVICES FOR THEIR TASMANIAN OPERATIONS.

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1. Isuzu eight wheeler is paying its way in Tasmania 2. Bin transport is this 8X4’s lot in life 3. Ready for work!

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Veolia are major operators of Isuzu trucks - not just the relatively new 8X4

ravel the hills of Tasmania and you just might spot the apple isle’s very first FYH 2000 8x4, purchased in July last year

by Veolia Environmental Services. The Veolia team were quick to secure the twin steer model, which they identified for its impressive handling, reliability and suitability to the waste management application.

The FY joins an existing line-up of approximately 35 Isuzu trucks across Tasmania, engaged by the company for a variety of environmental solutions in the fields of water, waste management and energy management.

Servicing the heavy industry, commercial, government and residential sectors, Veolia Environmental Services has been operating

in Tasmania as part of the national group in excess of 35 years and has built a strong reputation for demonstrating industry best practice and helping customers achieve their sustainability goals.

Veolia purchased the FYH 2000 8x4 in late July 2013, and within 10 weeks the hook-lift unit had been fitted and the fleet’s newest addition was work-ready.

Veolia Maintenance Co-ordinator for North Tasmania, James O’Brien, says the twin steer model has provided another quality option into the heavy-duty truck market, and the company has already placed an order for its second FY truck.

“Up until Isuzu bought out the eight wheeler, they had always been very strong in the smaller model offerings, but now they’ve

bought out this new twin steer model they’ll probably grab even more of the market share,” James said.

“The FY is the only Isuzu eight wheeler truck we’ve got, and it’s the first one of its kind in Tasmania – we were essentially the first ones to buy the twin steer 8x4 right off the production line.

“The reliability of the Isuzu is always good and with the new FY model there’s the added advantage that we don’t need to run the Adblue system with it or any of the complicated emission control systems, and there’s no DPD filter to worry about either, it’s all done via the DOC diesel oxy catalyst exhaust treatment.”

Veolia’s Northern Tasmania team currently operates 15 Isuzu trucks across the

“THE FY IS THE ONLY ISUZU EIGHT WHEELER TRUCK WE’VE GOT, AND IT’S THE FIRST ONE OF ITS KIND IN TASMANIA”

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F Series range, built for hook-lift, rear-lift, pantec and liquid applications. And with 73,000 kilometres already on the clock, the FY is already proving itself a worthy addition to the fleet.

“We’ve got it out there carrying anything from steel beams to general waste, but it’s primarily used for carting 15 – 40 cubic metre bins from transfer stations and construction sites. It’s also used for green waste pick-ups,” James said.

“I’m often in discussion with drivers about the power of our trucks in different applications, and the FY is right up there.

I’m happy with the pulling power and now it’s over 60,000 kilometres it’s really starting to improve as is often the case when they get up around that mark, they start to loosen up and perform even better.”

The FYH 2000 also provides drivers with the added benefits of the popular Allison HD 4430 six-speed heavy duty full automatic transmission, which makes for less-impact driving on Tassie’s hilly terrain.

“There are a lot of challenges here with

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hills, and the automatic transmission in the FY is great compared to the manual transmission truck we were working with before as we were constantly changing gears,” James said.

“The truck also travels on gravel roads, in and out of tip sites and waste transfer stations, and we’ve found the manoeuvrability and turning circle of the truck is ideal for getting into tight spots.”

James is an ex truck mechanic and has plenty of positives to report on his experience of maintaining and operating Isuzus over the years.

“I’ve been working with Isuzu products for a long time and I know the resale of the Isuzu has always been great compared to any other truck out there, when they do come up they always go for a good dollar,” he said “Maintenance on Isuzu trucks is cost effective and realistic, and in terms of reliability, we drive service to service and the trucks are very rarely off the road and broken down.”

“VEOLIA’S NORTHERN TASMANIA TEAM CURRENTLY OPERATES 15 ISUZU TRUCKS ACROSS THE F SERIES RANGE”

YoU

sCania

HaVe FUel, PoWer, reliaBilitY.

Matt WilliaMson Fleet Manager - MilkFloW

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

So contact your local branch or authorised dealer to find out how a Scania Total Transport Solution can work for your business.

Victoria Scania campbellfield Tel: (03) 9217 3300 Scania Dandenong Tel: (03) 9217 3600 Scania Laverton Tel: (03) 9369 8666

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Operator

SPECIAL DELIVERY ONE OF AUSTRALIA’S LEADING VEHICLE LOGISTICS COMPANIES IS INCREASINGLY RELYING ON HINO TRUCKS AS A LINK IN THE NEW-VEHICLE SUPPLY CHAIN BETWEEN THE WHARF AND DEALERSHIP.

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P

rixcar Services has steadily increased its fleet of Hino trucks used for its car shipping service since purchasing its first Hino in 2006. The majority of Prixcar’s Hinos are medium duty 500 Series FD and FE models.

In addition Prixcar recently added six new Hino heavy duty 700 Series SH 2045 single-drive prime movers to its total fleet of 171 trucks, bringing the number of its Hinobased car carriers stationed at its depots across Sydney, Brisbane, Melbourne, Perth and Adelaide to a total of 37.

Prixcar’s Hino 500 and 700 Series car carriers are used to transport new vehicles – both locally produced and imported – from factories and shipping ports to vehicle processing centres, and then to dealerships throughout Australia.

In addition to vehicle transportation, Prixcar offers a range of services including vehicle storage and processing, pre-delivery inspections, accessory fitment, detailing, paint and panel rectification, and customs services.

National Equipment Manager Kevin Rodda said that Prixcar’s new Hino 700 Series SH 2045s were purchased for similar reasons to their existing 500 Series models:

2.

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1.

their suitability for the work and high levels of interior comfort.

“We began buying the Hino 500 Series FDs and FEs because of their good steer axle capacity which is suited to carrying cars,” Mr Rodda said.

“Another factor with the 500 Series was its low chassis height, to provide sufficient stability when carrying vehicles and for ease of loading.

“Their chassis adapts easily to car carrying equipment and very few changes are required to carry our bodies,” Mr Rodda said.

Hino’s service levels also meet with Prixcar’s requirements.

“In our experience Hino provides good backup service, which is important with a

business like Prixcar,” he said.

Mr Rodda said that the Hino 700 Series SH 2045s are also well suited to use in Prixcar’s car carrying operation, and they meet their requirements for carrying capacity, fuel efficiency and seating comfort.

The Hino SH 2045s transport rail-box vehicle containers, which can carry up to six vehicles from manufacturing plants and vehicle processing centres to rail terminals, while the 500 Series FDs and FEs run bodymounted car carriers with a capacity of up to four vehicles for metropolitan deliveries.

Hino’s current 500 FD 1124s use the fivecylinder J07E-TP engine, which produces 240hp (177kW) and 716Nm – suitable for carrying Prixcar’s two-car carrier bodies.

The additional capacity of the 500 Series FE1426 – and higher power and torque outputs of 260hp (191kW) and 794Nm – make it a better match for carrying the double-deck four-car carrier body.

The Hino 500 Series comes standard with a number of safety features which help with any organisational workplace safety requirements, including driver and passenger SRS airbags, ABS brakes on all wheels, Easy Start hill-start assist, and electric and heated exterior mirrors.

3.

1. Prixcar driver Carly Bell and her FD 2. FE models of the 500 series are used for double deck carrying 3. FD is ideal for two car transport needs 4. Roni Siljanovski stands proud with ‘his’ FE

“THE OLDEST ONES ARE AROUND EIGHT YEARS OLD AND HAVE COVERED AROUND 450,000 KILOMETRES” 4.

Increasing power and torque substantially over the 500 Series models, the 700 Series SH 2045 uses a 450hp (331kW) six-cylinder intercooled turbo-diesel engine combined with a ProShift 16 automated manual transmission (AMT), and has a GCM rating of up to 45,500kg.

In parallel with the 500 Series’ safety equipment levels, all Hino 700 Series SH models come with standard comfort and safety features including driver’s SRS airbag, four-wheel disc brakes, ABS, vehicle stability control and HID headlamps.

Common to both 500 and 700 Series models is the ISRI air-suspended driver’s seat, which includes a fully integrated seat-mounted seat belt. The ISRI seat is adjustable in height, rake, cushion tilt, backrest, lumbar support, side bolsters and weight settings to suit a wide range of body types.

Hino’s core values of quality, reliability and durability are also evident in Prixcar’s Hino fleet.

“The oldest ones are around eight years old and have covered around 450,000 kilometres. They’ve been very reliable vehicles,” Mr Rodda said.

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Tech

TWO ARE BETTER THAN ONE WITH DUAL CLUTCHES, GEAR CHANGES TAKE PLACE WITHOUT ANY INTERRUPTION IN POWER DELIVERY

V

olvo Trucks is launching I-Shift Dual Clutch, the first transmission on the market with a dual clutch system for heavy

vehicles.

Thanks to power-shift gear changes without any interruption in power delivery, torque is maintained and the truck does not lose any speed during gear changes. For the driver, the result is more comfortable and efficient progress on the road.

The I-Shift Dual Clutch is a transmission consisting of two input shafts and a dual clutch. This means that two gears can be selected at the same time. It is the clutch that determines which of the gears is currently active. I-Shift Dual Clutch is based on I-Shift,

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but the front half of the gearbox has been redesigned with entirely new components. “When driving it feels like you have access to two gearboxes. When one gear is selected in one gearbox, the next gear is already prepared in the other. With dual clutches, gear changes take place without any interruption in power delivery. As a result, engine torque is maintained and driving comfort is significantly improved,� says Astrid Drewsen, product manager for drivelines at Volvo Trucks.

I-Shift Dual Clutch will be available in Europe from autumn 2014 on the Volvo FH with Euro 6 D13 engines and with 460, 500 and 540 horsepower. No announcement yet when it will be available in Australia.

Aside from the larger clutch pack not much else is different in the new dual clutch I-Shift

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LCV

DOBLO OR NOTHING

FIAT ARE ENTERING THE SMALL VAN MARKET WITH THEIR DOBLO, A MULTI-PURPOSE VAN THAT WILL APPEAL TO MANY. GEOFF PARADISE REPORTS

B

ecause of production issues the Fiat Doblo won’t be available in Australia until early next year. It was intended to have it here earlier but according to Fiat pressure for the van in Europe has taken precedence over right hand drive, Australian-spec’ versions.

When it gets here it will be taking on well established players such as the Volkswagen Caddy and the Renault Kangoo. The Caddy is the clear market leader and the Kangoo is finding increasing market acceptance so the Doblo will have its work cut out for it.

The Doblo offers a wide range of diesel and petrol engines from normally aspirated to turbocharged, manual and automatic transmissions and various body and passenger configurations.

We drove – albeit briefly – a entry level Doblo in Italy earlier this year and quite enjoyed it. It was a nice package in that it handled, steered and rode extremely well.

One engine on offer is a turbocharged 1.4 litre engine – the only such offing in this sector - and pumps out 120hp. Fiat say by

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“pressing the accelerator it unleashes an energetic response.” Straight a way that suggests it’s a bit of a hot rod and given the Italian’s hbait of understatement then you can bet it goes like shit off a shovel. A sixspeed manual gearbox is used.

The Italian-designed Doblo has a personality and design, in both the interior and exterior, all of its own. It has touches of Fiat passenger car and snippets of Alfa Romeo in the cabin. Outwardly, its appearance will appeal to those wanting to stand out from the herd.

As is Fiat’s want, lashings of red figures heavily in the trim, accents and instrumentation. Depending on the model a red dash pad is featured as opposed to the hum-drum black or grey items we’ve become so used to in other vehicles.

The steering wheel is generous in its girth and has radio, telephone, Bluetooth and info’ centre controls within thumbs reach.

The gearshift is a short stubby unit in a floor mounted console rather than springing from the dash like other similar vans.

There are 11 versions of the standard van and internal dimensions are a load compartment length of 1820mm while the width will vary from 1518mm to 1714mm, depending on the model, the load volume is 3.4 cubic meters.

Step up to the Maxi Van and things become more generous. With seven versions available the load compartment length is now 2170mm, the widths remain the same and the load volume is increased to 4.2 cubic meters. Both versions have a maximum one-tonne payload.

The van offers rear barn doors or a one piece tailgate and either one or two sliding side doors, making loading and unloading pretty easy. The width between the wheel arches is 1230mm.

It’s apparently frugal as well, Fiat claim as little as 4.8L/100km, which is miserly even

by Scrooge McDuck’s standards.

The exact Doblo model line-up, pricing and warranty details were yet to be confirmed at press time but given it is Fiat Australia’s intention to steal Volkswagen’s thunder you can assume a sharp pencil will be used.

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MONEY MATTERS PAUL CLITHEROE

A PERSONAL TRAGEDY CAN QUICKLY TURN INTO FINANCIAL HARDSHIP

T

here are more than two million actively trading businesses in Australia - and around 96 per cent of these are small businesses - often with just a husband and wife team, or a few employees.

For many of these ventures the business runs smoothly most of the time and it makes running your own show exciting and potentially very financially rewarding. But things can rapidly unravel if something goes wrong - and recent studies show many businesses are under-insured.

According to industry research, up to 70 per cent of Australian businesses don’t have adequate insurance cover in place.

The threat of under-insurance ranges from inadequate cover for buildings and/or plant and equipment through to less obvious types

over the past few months, competition in the insurance market has pushed down the cost of business cover.

According to insurance group Austbrokers, premiums across a range of different types of cover have fallen by an average of about six per cent. That can make taking out insurance for your business more appealing, or if your venture has cover in place now could be the time to see if you can secure a better deal.

With a large number of insurers offering business cover it’s certainly worth speaking with several providers to get an idea of what’s a reasonable premium for your venture. The cost of cover varies in line with the nature of the policy and also, according to the industry you work in, the size of your business.

Another type of cover worth considering if you are self-employed is ‘key person’ cover.

In the case of families it is sensible for both parents to be insured even if one parent doesn’t work. Too often the economic worth of a child rearer’s contribution is overlooked. Both professional child-minding and housekeeping are expensive services and it makes sense to insure the house-wife’s, or house-husband’s, life at similar levels to the breadwinner’s.

With this in mind it’s worrying to come across research by comparison site Finder that found women could be settling for life insurance policies with a payout worth around 15 per cent less than their male counterparts.

The average policy for men, for instance, is worth about $513,130 while women sought cheaper policies with an average value of $445,849.

So how much should you insure your life

“Illness, injury, or death affects business owners and their businesses...” of protection like business interruption insurance, which protects the venture against loss of profits if trade is temporarily halted through, say, a fire at the business premises.

I realise that insurance is often viewed as yet another cost small businesses must wear - and that’s understandable. The thing is a business isn’t just a source of income, it’s also a valuable asset - and one that many selfemployed people rely on to fund their future retirement. This highlights the need to have appropriate insurance in place.

The good news is that business insurance could be a lot more affordable at present than many self-employed workers may expect.

A recent industry study has found that

This involves insuring the most important people in the venture for death and/or disablement - with a payout that can be used to pay off business debts.

While no-one likes to think about their own mortality, the reality is that illness, injury, or death affects business owners and their businesses just like it affects anyone and anything else. A personal tragedy can quickly turn into financial hardship particularly if business loans are secured by private assets like the family home - as they often are.

And you must also consider personal life insurance. I’ve always thought life insurance is something of a misnomer - it should really be called ‘death insurance’ because death is what you are insuring against. More to the point you are insuring against untimely death, and for families in particular it’s important to have life cover in place for both parents.

Life insurance is designed for anyone with a family, dependent relatives or debt. If you die and your life is insured, your beneficiaries receive a lump sum payout.

for? Well, many insurance agents suggest a reasonable figure is 10-15 times the annual expenditure needs of your dependants. Others say anywhere between three and 10 times your annual salary, in addition to whatever amount is needed to cover your debts.

Relying on the life insurance available through your super may be a low-cost option.

It’s something many Australians choose to do; though, it’s still important to check you have adequate cover - or indeed any cover at all.

Protect those who matter in your life by asking your super fund how much cover you have. If it seems a bit on the lean side ask about arranging a top-up, or consider taking out life cover directly through one of our big insurers.

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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Proud Supporters of:

I Am

Paul Wieck

Agricultural Engineer.

I Am Bi-turbo power.

Paul’s an Amarok owner, and an Agricultural Engineer. That’s the fancy term, anyway. In Paul’s case, it’s a manure-spreading business he runs with his son Travis in Toowoomba, Queensland.

“It can be a dirty job,” he assures, “but I love it.” Paul and Travis have two Amaroks for their work, both of which serve as support vehicles. With oversized tractors and heavy machinery to fertilise the fields, trustworthy escort vehicles are a necessity when they’re on the move.

“Like all of our machinery,” Paul says, “we chose the Amarok for reliability. It’s got a two-litre Bi-turbo diesel engine, which gives power through the whole rev range. As soon as we want to get going, they go.”

Although Paul has had his Amarok for less than twelve months, he has already clocked up over 35,000km, without a single hiccup. “Compared to similarly priced vehicles, it’s got a better finish, better fuel efficiency and more power all-round,” says his son Travis. In terms of value, they couldn’t be happier with them.

The Amarok is an essential part of Paul’s business. To see why, watch his video at www.IAmarok.com.au

I think, therefore I Amarok.

The customer depicted is a genuine Amarok owner, expressing their own opinion about the vehicle and its performance. Owners were not paid for their opinions and their views are independent of Volkswagen Group Australia. The vehicle(s) specification depicted may differ from standard specifications. Volkswagen Group Australia only endorses the fitment of genuine Volkswagen accessories and cannot assume responsibility for the suitability, reliability & safety of non-genuine accessories and parts. 3Capped Price Servicing is available at participating Volkswagen Commercial Vehicles dealers and applies to the first 6 standard scheduled services of your vehicle. Exclusions and conditions apply. For details on pricing, items not included in the capped price and for full terms and conditions please see www.volkswagen-commercial.com.au. Volkswagen Group Australia reserves the right to at any time modify or discontinue the Capped Price Servicing program.