Transport & Trucking Today issue #101 by Transport Publishing Australia

SHOULD YOU CHOOSE

OR AN AUTO? *26 years leadership according to T-Mark industry statistics. †AMT not available on every truck model. F•S•A/ISZ9716

THE INTELLIGENT TRUCK SO, WHICH ONE IS IT? THERE’S ALWAYS A COMPROMISE TO BE MADE WHEN CHOOSING THE TRANSMISSION OF YOUR TRUCK. DO YOU NEED THE PERFORMANCE AND CONTROL OF A MANUAL, OR THE EASE OF AN AUTO? IDEALLY, THE ANSWER IS BOTH. AND WITH ISUZU AMT,† YOU CAN HAVE IT ALL. Isuzu’s AMT, or Automated Manual Transmission, is a key component of Isuzu’s ‘intelligent truck’. But what makes it so intelligent? Well, it offers all the benefi ts and ease of two-pedal operation, while still retaining the economy, drivability and durability of a manual transmission. Simply put, you get manual performance, without the labour. You see, there’s no clutch pedal in an AMT, so you can focus on what’s in front of you rather than worry about making gear changes. This is achieved by using a series of intelligent sensors,, processors and actuators thatt allow Isuzu’s AMT to facilitatee manual gear changes, withoutt the driver having to press a pedal. al. You can even move between manual or auto mode, giving you the ability to initiate the

The performance of a manual. The ease of an auto.

shifts yourself, or simply leave it in ‘Drive’. Not only that, but you can also utilise a first-start button for easy takeoffs when sharing a heavy load. And for the fuel conscious operator, an ECO button can be utilised to adjust shift points to a lower RPM range. This ensures maximum fuel efficiency, while still retaining ample performance. Finally, there is something that both automatic and manual drivers can agree on, as Isuzu AMT combines the best features of both into one intelligent package. As well as providing immediate increases in performance, AMT’s clever design extends component life and reduces maintenance costs over the long run.

A MANUAL

BOTH.

When it comes to transmissions, there really is nothing else like it. If you’ve never driven one, it might be time for a shift in thinking. Visit isuzu.com.au

CONTENTS CONTACT DETAILS PO Box 35 Lindfield, NSW, 2070 www.truckandbus.net.au admin@transportand truckingtoday.com.au Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews Follow us on Facebook at Truck and Bus Australia Editor in Chief Allan Whiting nofibspublishing@bigpond.com Editor Fabian Cotter Fabian@truckandbus.com.au Features & Technical Editor David Meredith dvm@bigpond.com.au Art Director Luke Melbourne www.groeningdesigns.com.au Advertising Sales Jon Van Daal 0411 099 091 ads@transportandtruckingtoday.com.au

David Hosking Tel: 03 9857 3933 Mob: 0409 403 012 otadh@tpg.com.au

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& TRUCKING TODAY

FEATURES

DESERT CAT

A DANGEROUS NICHE

STAR QUALITY

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We head out into the Strezlecki to take a look at a contractor working in one of the toughest environments on the planet

Sydney hazard goods transport and logisitcs specialist HAZSTORE has carved a lucrative niche in the dangerous goods sector with a fleet of Hinos

Allan Whiting climbs aboard Iveco’s Power Star 7200 to assess the merits of this big tipper dog rig

BIG TIPPER

Technical editor David Meredith delves into the sand soil and gravel to compare the most popular heavy tippers in the market

ACCESS ALL AREAS

We take a look at a Victorian plumbing operator which has taken its light duty Isuzu experience and moved into one of its heavy-hitters.

LOOK MUM NO HANDS

Fabian Cotter has looked at some of the autonomous truck technology which is on, or just over the horizon

ANYTHING BUT AVERAGE

We visit a long established North Queensland family run transport and earthmoving operation that truly tests its machinery

ISUZU TO THE MAX

Isuzu’s DMax is increasingly popular in the LCV market and we take it for a spin to test its performance

NEW MASTERS ADD APPEAL

Renault’s revised Master range has boosted the French maker’s van offerings

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

Single copy price $6.60 incl. GST

DEPARTMENTS

BACK TRACKS Musings from the Editor

THE LONG HAUL

Fabian Cotter and his two bobs worth

HIGHWAY 1

News and info from all over

hino.com.au

WHAT YOU DO WITH IT IS YOUR BUSINESS.

*Consult your Hino dealer for correct body and chassis selection for your business.

A Toyota Group Company

HMS00516/TT

The Hino 500 Series is the ultimate ‘fit-for-purpose’ medium-duty truck*. It’s a Paris to Dakar proven, bullet-proof truck that delivers business efficiencies from running costs to resale value. To find out how versatile it can be for your business, visit your Hino Dealer or hino.com.au

BACK TRACKS ALLAN WHITING THE FITMENT OF SAFETY CHAINS TO A DOG TRAILER IS INTENDED TO PREVENT THE SEPARATION THAT WOULD ACTIVATE THE EMERGENCY BRAKE SYSTEM ON THE TRAILER

n recent months there have been wellpublicised incidents involving dog trailers separating from trucks and causing mayhem on our highways. The reaction from some fleets has been to fit safety chains between trucks and trailers. On the face of it that seems a responsible act, theoretically ensuring that the dog trailer cannot separate entirely from the towing vehicle, but there are serious issues with the safety chain approach. To comply with ADR38, hinged drawbar trailers are required to have an emergency ‘breakaway’ brake system that ensures the brakes are fully applied should the trailer separate from the towing vehicle. Furthermore, ADR62 does not require safety chains on a dog trailer that is fitted

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with a breakaway brake system. However, if safety chains are retro-fitted after original manufacture the installation must be certified in accordance with Code P1 of VSB86 National Code of Practice – Heavy Vehicle Modifications. The fitment of safety chains to a dog trailer is intended to prevent the separation that would activate the emergency brake system on the trailer. The intention is to keep the two vehicles connected by the chains, while the driver, hopefully, brings this potentially unstable combination to a safe stop. Global legislation on heavy truck and trailer braking is based on the belief that the safest outcome, in the event of a coupling failure, is for the trailer to remain

separated from the towing vehicle and for its brakes to be applied with maximum power. This separation allows the truck driver to manoeuvre and brake the tow vehicle, without the hindrance of a partially attached trailer. In Europe, this code is applied to all trailers: even lightweight ones behind passenger vehicles. European trailers with brakes have no safety chains, but they’re required to have a breakaway system that’s usually activated by a wire attached to the towbar. In the event of separation the wire activates the trailer braking system, before snapping away from the tow vehicle. In the case of Australian heavy dog trailers the forces involved when a trailer separates from a towing vehicle may be very high. Ensuring that safety chains can keep the tow vehicle and trailer connected is an engineering task that must take into account the strength of the anchor points on both vehicles and the strength of the chains. There is also the consideration of chain length and the possible interference it may have on the drawbar, the coupling and the air connections. From T&TT’s consultations with some industry experts the focus of fleet attention would seem to be better placed in ensuring that all drawbar couplings and trailer air connections are carefully maintained, rather than fitting non-engineered safety chains. It’s vital that air connections between truck and trailer aren’t modified in any way, yet there are reports of inappropriate air connections being used after the originals have been damaged. If the air connection between truck and trailer is modified, it’s possible the trailer brakes will not apply after separation. It’s also vital that drawbar eyes and towing couplings are precisely matched and not modified with a ‘make-fit’ connection. As an example of what not to do, we’ve seen drawbar eyes that have been ground down in size to fit inside a coupling that’s designed for a different eye.

A NEW BREED OF HEAVY HAULAGE IS HERE.

THE POWERSTAR 7800 BLENDS FIRST-CLASS COMFORT WITH SUPERIOR HANDLING. With 140 tonnes GCM, a Cummins 15 litre engine and Roadranger transmission, the IVECO Powerstar 7800 can easily handle the serious jobs. And with an impressive turning circle, spacious 56 inch sleeper cab and cantilever suspension, you can do it all comfortably. Call 1800 4 IVECO to locate your nearest IVECO Dealer to test drive the Powerstar 7800.

Iveco with

W W W. I V E C O. C O M . A U

THE LONG HAUL FABIAN COTTER “Driverless and connected trucks are here and now, or are ‘coming to a cinema near you’ fast.”

elcome back and a massive, massive thank you to all the Transport and Trucking Today readers out there who passed on such good wishes and compliments to us all here as we commemorated our 100th issue recently. Without all of you it just wouldn’t have happened, so sincerely thank you! On Wednesday 11, February, 2015, we lost our long time publisher Geoff Paradise folowing an horrific car accident not more than 200 metres from his home on the NSW Central Coast. There are lots of tributes elsewhere in T&TT this edition but as far as I am concerned it is a devastating loss. Tragically, we will never get to catch up again for a beer and chat about buses, fishing, or the weather. or golf. or music. or, most importantly, cars - or absolutely anything else that came up some other day. As he was to so many, to me he was a client... a boss... a mentor... a confidante.... But I just guess mostly I’ll always regret I never took the time to tell him he was a mate. Sincerest condolences to his wife Jacqui, son Nick, daughters Amy and Maddie, his granddaughter, his extended family and many, many friends the world over. May his soul rest in peace... Back to the affairs of state however, Paro would want us all to just get on with it, and we’ve got some great things for you this issue and in the many more issues of

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your favourite trucking magazine to come, but one thing you’ll notice an increasing frequency of is the talk of safety. Not that the topic, as it specifically relates to the trucking industry, hasn’t been covered here or even elsewhere before, but more so because the future of trucking on a global scale is inextricably linked to saving more lives, preventing more injuries, reducing or eliminating the financial cost that comes via associated damage – and just generally doing whatever is needed to make sure bad stuff simply does not happen. There’s a real push on in earnest to implement some of the cleverest safety measures the automobile – in all its forms – has ever seen so that transport companies stay in the business of being as efficient and effective as possible, all the while protecting people either on the road or in the cab – because anything less is just not worth it. Driverless and connected trucks are here and now, or are ‘coming to a cinema near you’, so that the industry as a whole goes about its business cleaner and smarter. Sometimes you just have to suck it up and embrace it and make it work for you, not against you. Yet only time will tell how it all truly pans out. In the meantime organisations such as Australia’s National Transport Commission (NTC) are actively seeking input on options to improve heavy vehicle roadworthiness – hmmm, there’s that whole safety thing again.

With the latest statistics showing 213 Australians died in crashes involving heavy vehicles in the past 12 months, each of the four NTC packages of options include potential changes to inspection processes and procedures, education and training, greater capability to target the highest risks, scheduled inspections, accreditation schemes, and possible changes to chain of responsibility laws. The options were developed in a joint undertaking by the NTC and the National Heavy Vehicle Regulator. NTC will now actively consult stakeholders about these options and will present its final recommendations to Australia’s transport ministers in July this year for their consideration. So if you got something on your mind truck-safety wise, perhaps this is a great chance to actively get involved. While safety is a key part of this issue we have a real focus on tippers in this issue with tech editor David Meredith providing us with another of his exhaustive and informative comparos looking at the heavy end of the tipper market, while our editor in chief Allan Whiting drives Iveco’s impressive Powerstar a truck that has found plenty of favour in the tipper market. Along with those are our usual array of interesting and informative features and news, we believe you will find them just that. Until the next thrilling instalment, catch you later.

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PBS MAXI-MISED AT BRISBANE SHOW Productivity gains delivered through more efficient trailers MAXI-CUBE, HAS announced that it will be displaying its Performance Based Standards (PBS) capabilities at the Brisbane Truck Show in May. The company delivered the first ever PBS van into Queensland recently and says it intends to build on the momentum by showcasing it at this year’s biggest industry event. PBS allows truck and trailer combinations to be designed to safely carry higher than normal payloads and to improve road transport efficiency. Although the majority of approvals since the scheme was introduced have been for truck and tipper dog combos, other segments including refrigerated transport are beginning to catch on.

Maxi-CUBE general manager, Kevin Manfield, says that the company is beginning to see a notable increase in interest in PBS trailers. “While our delivery last year to Fruithaul was the first ever PBS van sold into Queensland, we have sold 60 completed units around the country stemming back a number of years,” he said. “That number is increasing rapidly, as more trailers hit the road and operators learn the benefits they can gain.” Those benefits include extra pallet spaces up from 22 pallets, in a standard van to around 26 or 28 pallets under PBS. “Stacking to the roof means a

significantly larger load per trip without the extra expense of a B-Double,” said Kevin. Maxi-CUBE will display another PBS trailer for Fruithaul, the third for the Sunshine Coast-based carrier and similar to the first two, a 26 pallet PBS refrigerated van with a payload of 23 tonnes. Kevin Manfield said that while the trailer is impressive, he welcomes visitors to the show to visit the MaxiCUBE the stand to test the company’s PBS knowledge. “The real key to PBS is a thorough understanding of the scheme,” he claims. “Maxi-CUBE parent company

MaxiTRANS, has developed more than 72 approved PBS designs – which we believe is the most of any manufacturer and so there are hundreds of MaxiTRANS PBS combinations on Australian roads, giving us the experience in the field to solve just about any customer challenge.” “Our team will be on-hand to answer any questions that the public may have about PBS – how it works, the safety aspect and most importantly, how it can help improve profitability.” Maxi-CUBE can be found in the main exhibition hall on stand number 32 at the Brisbane Truck Show. The show runs from 14 – 17 May 2015 at the Brisbane Convention and Exhibition Centre.

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TRIBUTES Some people come fleetingly into your life, staying only a short while in memory and mind. Others stay a good while longer until eventually, inevitably, time and distance and circumstance dissolve their place. Then there are those who carve their presence deep in every part of your being. Never diminished. Never erased. Such, to me, was Geoff Paradise. “Guido”! Sometimes a confidante. Occasionally a critic. Forever a mate. STEVE BROOKS Founding Editor Transport & Trucking Today Geoff Paradise was a big mover and shaker in transport but he was equally famous in modified car circles as the first editor of Street Machine in 1981, when he was 26 years old. The magazine was totally his idea, reflecting a lifelong passion for ’57 Chevs and hot rods, and has been one of Australia’s most popular car magazines ever since. He was the first guy I rang when I was appointed editor and we became good friends, with a shared love of cars, publishing, motorcycles, family and the NSW Central Coast, where Paro was a bit of a legend. He was great company, never short of an opinion and always full of tales from a life well lived. Terrigal pub isn’t the same without him. GEOFF SEDDON Editor, Street Machine, 1999-2013 Paro was much more than a friend to me; he was a mentor, an advisor, a sounding board for new ideas, a fellow car enthusiast and a confidante, but above all a really great mate. Geoff taught me a lot about publishing and journalism, about hot rods, cars and boats, but despite what people thought he could also take advice and was never too proud to ring up and ask a question about technology, travel or whatever. We had a lot of laughs, shared a lot of interests and a mutual passion for all things automotive. Paro will always be missed, rarely equalled but will never be forgotten. JON THOMSON Publisher Transport & Trucking Today

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GEOFFREY MARK PARADISE 1954-2015

FAREWELL PARO IT WAS WITH sorrow and regret that we report the death of long time publisher of Transport and Trucking Today, Geoff Paradise. Geoff steered the good ship Transport and Trucking Today through 89 issues and 16 years, breaking plenty of big truck scoops and attracting a loyal readership. But to say that was Geoff’s only achievement in the publishing game would be selling one of the true giants of the business well and truly short. In a lifetime in and around automotive publishing Geoff was a true innovator, a great writer, a font of new ideas and concepts who created a whole new genre of automotive magazines when he developed Street Machine, which went on to become the highest circulation car magazine in Australia, outselling its stable mate and longtime king of car magazines Wheels. Paro, as everyone knew him gave away an apprenticeship as a spray painter to get involved in writing

about cars and Hot Rods, building a lifetime in journalism along the way. He went to the USA in the mid 1970s to work on the famed Hot Rod Magazine, before coming back home to work for Murray Publishing, a move that would lead to the birth of Street Machine. A falling out with the management of what had become ACP led Geoff to leave and to start Performance Street Car and Fast Four & Rotaries, two titles that proved massively popular with readers. In 1998 he bought Transport & Trucking Today from Steve Brooks and with characteristic flair and ability he would steer it through 16 years of tough times and good. Four years ago he started Coach and Bus, the highly successful stable mate to T&TT. In September 2014 Paro was offered a role in the corporate world, ironically with Daimler Trucks. the same organization that lured Brooksy away back in 1998. He became the Senior Manager, Public Affairs for

Daimler Trucks looking after the company’s entire portfolio of truck brands. It was a job Paro threw himself into with typical gusto and enthusiasm and he was having a ball. The shock of hearing the Paro had been involved in a bad car accident near his home on 11 February is still with us and despite the best efforts of the surgeons and medical staff at John Hunter Hospital in Newcastle where he was air lifted to, the Big Fella’s injuries proved be too severe and he past away on Tuesday 17 February. He was just 61 years old. In the more than three decades that I had the pleasure and honour of knowing Geoff Paradise, I am so pleased that he became one of my closest and deepest friends as well as being a trusted business partner. To Geoff’s wife Jacqui and his three children, Nick, Amy and Maddy we extend our sincerest and deepest condolences at his passing. Paro may be gone but he will never be forgotten.

TRIBUTES I first met Geoff and hosted him and other journos on a tour of the States with Mack. We struck up a good relationship on the back of a love for old cars and motorbikes. He was old-school but at least gave me a heads up that he intended to get a few drinks into me and a ask me about the Volvo/Mack merger.... It was a great opportunity to build mutual respect. He will be missed. A great one DEAN BESTWICK Vice President Mack Trucks Sometimes you meet people who contribute a great positive energy into business and into evolving friendships and Geoff was certainly one that stood out in that regard. In the time I worked with Geoff in his capacity as a publisher and editor, he was an important part of our business as a confidante and sounding board whilst keeping us honest with professional assessment on our products and services. His humour, ability and respectful nature will be missed by our team. We have lost a true friend. MITCH PEDEN, Vice President Volvo Trucks Geoff Paradise was a man who upheld the integrity of his craft. I always expected that in his role as publisher and journalist he would ask the difficult and challenging questions, and he never let me down, simply because he was always seeking out the best story for his readers. He was also just a great human being to be with. He was entertaining,

thought-provoking, intensely loyal, genuinely caring of others and, ofcourse, just bloody funny. A big man with a big personality and a big heart, I was proud to call Paro my friend. He will be sadly missed. JULIE SKERMAN Director, Marketing & Communications Volvo Group Australia “Paro” was as so many have also described him “larger than life” not just physically, but he was big-hearted and passionate about everything that he did. He was engaging with the ability to make people feel at ease when with him. He was a true “mate,” well respected by the industry and in his social life we’ll never forget “Paro.” JEFF BIRDSEYE Marketing Manager Isuzu Trucks On behalf of Iveco Trucks Australia it is with sincere sadness we heard of the passing of Geoff Paradise. Geoff was well known to Iveco and his sometimes different approach always succeeded in giving the company good press. He was a great guy to know and it was tremendous to have enjoyed his company during local and overseas launches. His dry and humorous personality certainly made him a standout in his field. Sadly missed but will never be forgotten. RIP Our condolences to his family Lloyd Reeman and Staff Iveco Trucks Australia. Paro was the standout, lovable rogue

in my circle of automotive journos. My favourite recollection is the time he quietly altered a colleague’s special number plate order, from the requested ‘RACER’ to ‘BOOFHEAD’. When the number plates were delivered the office air was blue! Enjoy the heavenly margaritas, old mate. ALLAN WHITING Editor in Chief Transport & Trucking Today My mate Geoff Geoff Paradise – cool name for a cool bloke I thought when I first met him at K G Murray publishers at 154 Clarence Street in 1980. I was fresh off QF1 from the old dart and Geoff was the first to take me up the road to the York Hotel and buy me a beer. I immediately liked him. More than that, I always envied him. I was the serious motoring journalist from the UK and could bore for England on new-car ins and outs. Geoff had something else: the knowledge and passion to churn out words that people actually wanted to read. He knew his readers, often personally, and what they liked. For a journalist (and later publisher and proprietor) already at the top of his game that’s quite an advantage to have. It paid off. It was a day to remember when Geoff took Street Machine’s circulation past that of Wheels. I don’t think Peter Robinson was amused. Geoff never lost the energy either. His work for Transport Today was just as infectiously enthusiastic – and honest – as his stories on his ’57 Chevy. Memories? Sitting in Geoff’s office in Clarence Street endlessly playing the Space Invaders console he had

scrounged to give away as a prize. Staying in the York all afternoon when we should have been at work. Driving to McLaren Vale from Sydney for the weekend in a Rover SD1 (he had said it wouldn’t take long). Going to the drags at Castlereagh, and the races at Amaroo Park. Watching the grands prix live at each other’s houses at two in the morning. Playing poker. Going to Bathurst. It’s what mates are for. Geoff was the best. BOB MURRAY Former deputy Editor Wheels Magazine “Paro was an amazing supporter and friend from my earliest days in the commercial vehicle industry. He spoke his mind and you always knew where you stood with him. I will certainly miss his friendship and advice. I will always cherish the time we spent together and the fun that we had”. CRIS GILLESPIE Geoff founded Street Machine in 1981 and in doing so created a blueprint for modified car magazines in this country. Geoff was a rare mix – a passionate enthusiast, a gifted writer and a sharp businessman. Street Machine and the many of the other titles Geoff founded have proved remarkably long-lived and have provided employment for countless journalists, graphic artists, advertising sales staff and illustrators – a tribute to his talent and his passion for both cars and publishing. SIMON TELFORD Editor Street Machine

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TOLL IS TURNING JAPANESE

$6.5 Billion buyout sees transport giant ownership move offshore Australian Transport and logistics giant Toll is turning Japanese with the announcement that Japan Post will acquire Toll Holdings for $AUD6.5 billion as part of the postal service’s global expansion plans. Toll announced in early February that Japan Post has made its intention to buy the Australian logistics giant for $9.04 per share in cash, which would give it market capitalisation of $6.5 billion and an enterprise value of just over $8 billion, which includes $1.53 billion of net debt. Under the proposed purchase, Toll would be run as a separate division within Japan Post and retain the Toll name. Toll management will remain in place, and CEO Brian Kruger reporting directly to Japan Post CEO Toru Takahashi. Toll’s board has given the deal its blessing and Chairman Ray Horsburgh has said the board has recommend to shareholders that Toll joins with Japan Post.

Japan Post is one of the world’s leading postal and logistics companies and Toll is the largest independent logistics group in the Asia Pacific. “Together, this will be a very powerful combination and one of the world’s top five logistics companies,” said Horsburgh The next step for Toll will be to appoint an independent expert to prepare a report on whether the offer is in the best interests of Toll shareholders or not. The report is expected to be available to shareholders by in midApril. Toll CEO Brian Kruger said he was optimistic that the report would recommend the bid. “The proposed combination is a reflection of the strategic value of our business and our strong footprint throughout the Asia Pacific region,” said Kruger. It will deliver great opportunities for our staff, customers and strategic

partners. The great Toll culture built on safety and operational excellence will work well alongside Japan Post’s established values. I am delighted to have been invited to lead this powerful new division of Japan Post and look forward to working with the rest of the group,” he added. President and CEO of Japan Post, Toru Takahashi agreed and said that he believes the combination of Japan Post and Toll will be a transformational transaction for both companies. “We are very pleased we have been able to reach agreement. In partnership with Toll we are starting a new chapter of looking outward and becoming a leading global player,” said Takahashi san It is anticipated that Toll shareholders will have the opportunity to vote on the proposal, which represents a 49 per cent premium to Toll’s closing price on the day before the bid was anno9unced which was $6.08, at a meeting to be held in May.

AMAROK GETS UPDATE Volkswagen has announced two new model variants for the 2015 Amarok ute range, as well as equipment upgrades for its other models. VW has introduced a new TDI420 Dual Cab 4×2 Automatic using the 420Nm TDI diesel power engine with an 8-speed automatic as the first 4×2 Amarok Dual Cab to be available and is aimed at customers want a pick-up but don’t need it for off-road use, the TDI420 Dual Cab 4×2 Automatic variant also receives cruise control and connectivity, a multifunction steering wheel and a body coloured bumper as standard. The Amarok Single Cab is now also available with an 8-speed automatic transmission and a 420TDI diesel engine, while utilising Volkswagen’4MOTION permanent four-wheel-drive system. Standard features in the TDI420 Single Cab 4MOTION Automatic include cruise control and Bluetooth connectivity, a multifunction steering wheel and a body coloured front bumper. The Amarok TDI420 Single Cab 4MOTION is available in both cab chassis and ute body configurations. The Dual Cab Amarok entry model, now named Amarok “Core Edition”, will continue to be available in both TDI400 and TDI420 engine specifications with 4MOTION and with manual or automatic transmissions. For 2015 updated Amarok Core Edition models 16-inch ‘Korama’ alloy wheels and Pirelli Scorpion ATR tyres will be fitted as standard. All MY15 Amarok Trendline vehicles will have front and rear Park Distance Control and 17-inch alloy wheels. Customers also get a choice of three new options to further enhance their Trendline Amaroks: RNS315 satellite navigation, rear view camera, and lumbar support for the driver and front passenger seats. The Amarok Highline, in addition to the new features of the Core and Trendline models, for MY15 will have standard rear view camera, Light and Sight (rain sensor wipers and automatic headlamps), and lumbar support for driver and passenger seats.

We’re making a hard life easier. It’s tough being a truckie. Long hours on the road. Impossible deadlines. Endless logbooks, an aching back and dodgy rest stop food. And it doesn’t matter how hard you work, no one seems to appreciate you. A good ride can be the difference between handling the pressure and not. Freightliner understands that, which is why we do everything we can to make the trucking life easier. To find out more, visit freightliner.com.au

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“WE’RE JUST GIVEN A GPS LOCATION AND 016 www.truckandbus.net.au

With Summer temperatures regularly topping 50 deg. C the Strezelecki is no place for weak trucks or workers

fter a lifetime living and working in some of Australia’s harshest and most isolated regions Neil Dunn has learned a simple, uncompromising principle about endurance. The way he sees it, you either have what it takes to survive and succeed in tough country, or you don’t. He applies the same steadfast principle to machines of every sort and since early 2013 Cat trucks have shown all the inherent strengths needed to endure a life lived hard amidst the wild extremes of South Australia’s Strzelecki Desert. Neil Dunn is the founder and managing director of Dunns Earthmoving, a remarkably resourceful and self-reliant company operating from a remote base roughly 100 km west of Moomba in the rich oil and gas fields of the Cooper Basin. The scale of the operation forged by Neil and wife Sue is as surprising as it is isolated. However having said that the activity in this deeply remote and desolate part of Australia has to be seen to be believed. T&TT happened to travel to the Moomba region in late October and quickly realized the enormous activity the quest for oil and gas is generating. The Strzelecki Track, once a lonely and lightly trafficked dirt road now boasts traffic levels approaching those of many regional highways in the Eastern states. The SA government has already voiced its wish to tar seal the Strzelecki to make it an all weather, efficient conduit for trucks into and out of one of that state’s primary revenue generators, underlining how important and busy the region has become. Until that happens, however it remains some of the most testing and harsh landscapes on the continent. With two publicly-listed oil and gas companies as its chief clients, Dunns Earthmoving has evolved dramatically in little more than a decade. What started in 2003 as a simple two-man operation living rough in desert isolation with a few pieces of second-hand earthmoving plant, has grown into a business employing more than 100 resilient and variously skilled people

who maintain and operate an immense equipment inventory of trucks, service and support vehicles, and almost every form of earthmoving plant from bulldozers to scrapers, graders, excavators and skid-steers. Neil’s wife Sue is an integral part of the business and she emphasises, it is an enterprise built from the ground up by the resourcefulness and tenacious work ethic of her husband, born and raised in droughtriddled cattle country and ingrained with a natural affinity for remote and arid regions. “This is not easy country,” says a stern Neil Dunn, citing the extremes of summer temperatures regularly at 50 degrees Celsius and winter nights that dip well below freezing as normal parts of a business that contends daily with the fierce conditions and high costs of operating in severe isolation. “We specialise in remote area earthmoving and road works, repairing existing roads and making new ones,” he explains. “With new roads we’re basically just given a GPS location after all the environmental studies and cultural heritage sites have been identified, and carve a track through virgin country. “On top of that we do the earthworks for drill rigs, tank farms and basically anything else that needs a machine or a truck to move dirt. “It probably sounds simple enough but there’s a lot to it. You need to know what you’re doing. This country is very unforgiving.” Moomba itself is a Santos owned gas exploration and processing town approximately 770 kilometres north of Adelaide. The Cooper Basin contains around 190 gas fields and 115 oil fields currently on production. These fields contain more than 820 producing gas wells and 400 oil wells feeding into the production facilities at Moomba in South Australia and Ballera in Queensland through more than 5,500km of pipelines and flowlines via 15 major satellite facilities, giving some idea of the extent of this massive enterprise. The Moomba facility also incorporates

CARVE A TRACK THROUGH VIRGIN COUNTRY” www.truckandbus.net.au 017

substantial underground storage for processed gas and ethane, while natural gas liquids are recovered via a refrigeration process in the Moomba plant and sent together with stabilised crude oil and condensate via pipeline to Port Bonython near Whyalla. Underlining the region’s national importance is the fact that ethane is sent by dedicated pipeline to Sydney, while gas is also sent to Adelaide and Sydney via pipelines from Moomba as well as to Mt Isa and Brisbane. With hundreds of oil and gas wells dotted across a massive expanse of the Cooper Basin, Dunn teams operate from selfcontained mobile camps in a radius of several hundred kilometres in every direction from the main base where around 50 people are

permanently stationed. “Equipment reliability is everything,” Neil says firmly. “We’re a long way from anywhere and this country’s quick to teach you what works and what doesn’t.” In earthmoving equipment, Caterpillar is the preferred brand and despite the operation’s isolation and entrenched selfsufficiency, Neil points to the back-up of South Australia Cat dealer Cavpower and his high regard for Cat’s dependable C15 engine as the initial considerations in choosing to add Cat trucks to the fleet. His first Cat truck, a CT630 day cab model, arrived in early 2013 and although there were initially “a few annoying little things”, three spacious CT630LS models have since joined the operation to haul a wide variety of trailers including heavily laden water tankers

and low loaders. “They’re all doing pretty good,” Neil says of the four Cats. “They’re at work every day and while ever they’re doing that, I don’t have much to complain about. “Like I said, it’s not easy out here. Road conditions are the killer and it doesn’t matter what brand of truck or machine it is, something breaks eventually. We expect it. What’s important is that it doesn’t keep breaking.” On the ability of the Cat trucks to cope with such demanding conditions, a blunt Neil Dunn says the brand simply wouldn’t get a second chance if it wasn’t already showing acceptable levels of endurance. “There’s no doubt about it. They wouldn’t be here if they weren’t doing the job,” he concludes with absolute authority.

“THEY’RE AT WORK EVERY DAY AND WHILE EVER THEY’RE DOING THAT, I DON’T HAVE MUCH TO COMPLAIN ABOUT.” 1. Neil Dunn has carved a successful business out of the harsh desert country 2. One of the Dunn Earthmoving CT630LS’ at work in the tough SA outback

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www.allisontransmission.com

Efficiency for hire Hertz Truck Rentals has chosen Allison equipped trucks to deliver the best efficiency, driveability, reliability and performance on its fleet of trucks. 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.

Hertz customers can now enjoy improved productivity through full powershifts, with faster acceleration and increase fuel efficiency in city, and suburban applications thanks to Allison.

Peter Gould, CEO of Australian Truck and 4WD Rentals, reckons that since adding Allison equipped UD Trucks to the Hertz fleet they have delivered lower maintenance and repair costs as well as saving money when it comes to operating costs.

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.

“Our Allison automatic trucks are easier on clutches and brakes and that means we save money, not to mention the reduced down time,” says Peter Gould.

Make the smart choice…. Allison automatics

AlliSON TRANSMiSSiON — AUSTRAliA, lOT 1 FERRERS ROAD EASTERN CREEk NSW, PO bOx 28, bRiNGElly, NSW AUSTRAliA 2556. T. +61 2 9676 1004 F. +61 2 9672 1122

www.truckandbus.net.au 017

Operator

CARVING A DANGEROUS NICHE

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IN A WORLD DOMINATED BY DUTY OF CARE, OH&S, LITIGATION, STRINGENT LEGISLATION AND EVERY OTHER CHALLENGE YOU CAN IMAGINE ENSURING THE TRANSPORT OF DANGEROUS AND HAZARDOUS GOODS HAS BECOME AN INCREASINGLY SPECIALIZED TASK AND SYDNEY-BASED COMPANY HAZSTORE HAS MADE A SUCCESS OF DOING JUST THAT. T&TT TAKES A LOOK AT HOW THEY DO THE JOB

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n the five years since Hazstore started operations it has carved a significant niche for itself in the minefield of hazardous and dangerous goods transport. The company grew out of another operation, PQ Logistics but the specialized approach has seen the new operation grow quickly and solidly and has hitched that success partly to its fleet of Hinos The Sydney-based specialist logistics company says it relies exclusively on the safety and reliability of its Hino trucks to handle the task of transporting potentially dangerous goods. Hazstore operates an exclusively Hino fleet made up of 300, 500 and 700 Series fitted with custom-built bodies for safe cargo handling. The company employs 34 people out of its main office and warehouse at Villawood in Western Sydney. “Modern trucks in good, clean condition that impart a safe, professional image are a

significant contributor to Hazstore’s success,” said proprietor Shane Black. Its fleet of 22 trucks covers a diverse specification range to serve different needs in dangerous material handling; however, a recurring element in the fleet is a preference for Hino’s automatic or automated manual transmission (AMT). The fleet includes light duty 300 Series automatics with pantec bodies for courier duties (Mr Black says they’re “the best things we’ve ever run”), as well as 500 Series FCs with ProShift AMT for transporting bigger items. “They’re simply the way to go when you’re running in traffic most of the time,” he said. To segregate incompatible chemicals (for both safety and compliance) Hazstore’s 500 Series trucks carry purpose-built bodies with segregation bays built by Patra Truck Bodies, allowing them to transport a broad range of materials.

For heavier loads, Hazstore runs Hino 500 Series FM tandem drive rigid bodies with curtain sides, as well as a rare eight-wheeler 500 Series FM 2627 - a special build by Hino Australia that runs a 270hp engine, Eaton nine-speed manual transmission and 10-pallet body. The pride of the fleet is Hazstore’s 700 Series FY 3248 with 12.9-litre 353kW six-cylinder engine and ZF AS-Tronic 16-speed automated transmission, which are tuned together for optimum efficiency and performance. The FY’s 2157Nm of torque helps it carry heavy loads in its curtain-sided body and 10-pallet dog trailer which is dressed in the livery of Hazstore’s high profile client, Valvoline. This vehicle is used in the lubricant specialist’s promotional activities as well as safely distributing product. The most recent additions to the Hazstore

“IT RELIES EXCLUSIVELY ON THE SAFETY AND RELIABILITY OF ITS HINO TRUCKS”

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The comfortable Hino cab along with the air-shift gearbox ensures high driver satisfaction, which contributes to Hazstoreâ&#x20AC;&#x2122;s overall efficiency

Modern trucks in good, clean condition that impart a safe, professional image are a significant contributor to Hazstoreâ&#x20AC;&#x2122;s success

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fleet are four 500 Series FEs, fitted with spill containment bodies for onsite pump-out jobs at a range of sites. Shane Black is as enthusiastic about the new FEs as he is about the rest of his Hino fleet. “They’re a very comfortable truck loaded or unloaded, with ample horsepower, a great turning circle, good working height and great payload capability,” he said. “The air-shift gearbox is easy to use within the metro routes, and their overall appearance, reliability, driver satisfaction, serviceability and backing from Hino dealers and head office makes them a winner.” Shane Black previously had an all-Hino fleet while running his previous dangerous goods transport company in his native New Zealand. “At one stage I had 28 trucks in New Zealand and they were all Hinos,” Shane Black said.

“Without exception they’ve all been absolutely good trucks. Basically, I’ve just not seen any reason to change. Not then, and not now.” Hazstore has been in operation since 2010, growing out of the reformation of Shane Black’s original Australian company, PQ logistics, and forming a partnership with Managing Director Peter Boyle. As well as transporting dangerous goods the company also specialises in high quality warehousing of Speciality Products to its clients including managing third party warehousing and distribution services. “Hazstore’s services play an important part in its customer’s marketing mix through viability and efficiency in transportation, storage and logistics as well as managed warehousing and distribution services and we contribute and remain dedicated to our customer’s ongoing success,” said Shane Black.

“THEY’RE A VERY COMFORTABLE TRUCK LOADED OR UNLOADED, WITH AMPLE HORSEPOWER”

1. As well as transporting dangerous goods the company also specialises in high quality warehousing of Speciality Products to its clients including managing third party warehousing and distribution services. 2. To segregate incompatible chemicals Hazstore’s 500 Series trucks carry purpose-built bodies with segregation bays built by Patra Truck Bodies

Many of Hazstore’s Hinos operate in the colours of its major client Valvoline - know what I mean?

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YoU

sCania

HaVe FUel, PoWer, reliaBilitY.

Matt WilliaMson Fleet Manager - MilkFloW

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

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

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

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

QueeNSLaND

WeSterN auStraLia

Scania richlands Tel: (07) 3712 8500

Scania Kewdale Tel: (08) 9360 8500

Scania Pinkenba Tel: (07) 3712 7900

Scania Bunbury Tel: (08) 9724 6200

www.truckandbus.net.au 017

Road Test

STARQUALITY IVECO POWERSTAR 6400 WITH A BIG DIFFERENCE EDITOR IN CHIEF ALLAN WHITING CHECKS OUT IVECO’S UPGRADED VOCATIONAL POWERSTAR 6400 OFFERING AND COMES AWAY MIGHTILY IMPRESSED.

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The Powerstar handled Sydney’s attrocious summer weather conditions with ease

1. 2.

1. Easy cab and fuel tank access 2. North American front end with parabolic springs 3. Heavy duty North American tandem

ccasionally I drive a truck I don’t want to get out of and this test Iveco Powerstar 6400 was one such truck. If it weren’t for Sydney’s foul weather at the time I’d have gladly spent a couple more days behind the wheel. The vehicle in question was a 2014-build, low-roof short-cab rigid, fitted with a Hamelex-White tipping body and connected to a three-axle dog trailer, kindly lent by Nepean Landscape Supplies. Iveco Trucks Sydney had loaded the combination to 45.9 tonnes gross mass: well under the truck’s 68-tonnes GTM capability. The Powerstar 6800, with the Cursor at 560hp, can be plated at up to 90-tonnes GCM. The Powerstar 6400 is powered by Iveco’s Cursor 13 engine, normally rated at either 450hp or 500hp. Transmission choices are Eaton 18-speed manual or the Euro-Tronic II 16-speed automated manual fitted to the test vehicle. Rear suspension choices are Hendrickson HAS-460 or Primaax PAX-462 as on this truck. The test truck is the first one of a line that’s aimed at the heavy end of the tipper and dog market and, specifically, PBS and higher mass limits vehicles. For that reason, it has

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been given the 6800’s 560hp/1840lb.ft engine option. As Iveco found out with early, ugly Powerstars, trucks have to look the part as well as being job-capable and, to my eye, the Powerstar has plenty of visual appeal. It’s not designed in the traditional ‘square-rigged’ North American manner, with external air cleaners and vertical stacks, but it looks ‘tough-modern’. In practical terms the cab is streets ahead of the narrow-cab competition, with ample under-bonnet space for a layout that makes daily checks and servicing easy. The only change I’d like to see in this regard is more bonnet-tilt spring or gas-strut assistance. Cab entry and exit are safe and effortless and interior space is class-leading, with room in the day-cab for a tipper valve block and a large fridge, while still having easy walkthrough access. The Europeans do cab ergonomics better than anyone and the Powerstar shares that heritage: everything is exactly where it should be. An example is a right-hand column stalk that controls manual up and down gear shifting, cruise control and the engine/ exhaust brake – putting all speed-related functions on the one stalk.

Forward, neutral and reverse gear selection in the automated manual box is done by large, dashboard-mounted push buttons and the sequence is very easy to get used to: button-taps for direction and semi-automatic operation and a hold down for low-speed forward and reverse maneuvering. There is no clutch pedal. All four rear vision mirrors are poweradjustable and the main panes are heated. A fixed door-top mirror gives a good view of the nearside.

ON THE ROAD I headed from Iveco’s yard into Sydney wetweather traffic, thankful for the great forward vision, large windscreen-wiper cut and mirror views. Climate control aircon kept the screen and windows fog-free and light, accurate steering made road-positioning easy. The Cursor 13 made a pleasant growl in response to pedal pressure, while I tried my best to confuse the automated-shift transmission. The Euro-Tronic II proved unbeatable, selecting the right ratio for every situation, even when I deliberately confused the issue with indecisive accelerator messages. Much as I love stirring a well-installed

“THE TEST TRUCK IS THE FIRST ONE OF A LINE THAT’S AIMED AT THE HEAVY END OF THE TIPPER AND DOG MARKET” Spacious ergonmic interior

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“THE ENGINE WAS HAPPY TO RUN NEARLY ALL THE TIME IN THE GREEN 1000-1500RPM BAND” Eaton 18-speed the automated-shifter got my vote for traffic driving. It also worked well in site work, allowing precise forward and reverse maneuvering at crawling speeds, without the need to dip a clutch pedal. Buyers who do opt for the manual box would do well to have a steer of the EuroTronic II version, as a guide to correct engine operation, because the box is set up to allow the engine to work in its optimum, low-fuelburn mode. I found that in auto-shifting mode the engine was happy to run nearly all the time in the green 1000-1500rpm band, but I reckon I’d have tended to use more revs than necessary if manually shifting. At 46 tonnes the Cursor 13 felt completely unstressed and the box started in third and skip-shifted under acceleration on all but very steep grades. At freeway speeds the revs hovered under 1600rpm, where gradeability was exceptional, thanks to the tweaked engine

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tuning. Only a couple of deadline-afflicted ‘quickies’ rounded-up the loaded Powerstar. The three-stage engine/exhaust brake didn’t have the pull-back of a 15-litre donk and took some time in matching the ideal retarding gear to road speed, but it was effective in trimming highway speeds to legal limits. Importantly, it was very quiet in operation. Given the sodden conditions during this test I was appreciative of the Powerstar’s brake pedal feel that allowed measured slowing without any tendency to over-brake. The Powerstar successfully combines European cab comfort and superior fit and finish, with an American chassis and drive tandem. The Cursor engine family is now proved and complies with emissions laws without the need for troublesome EGR. Traditional manual or world-leading automated-shift transmissions are available. There should be more of them on the road.

1. Chrome adds to the Powerstar’s overall North American feel 2. State of the art Turbo aids the Powerstar’s response and cuts emissions 3. Pre trip checks are easily handled thanks to the good access to the Powerstar’s engine 4. The test truck was a 6400 with a big difference

THE POWERSTAR STORY Iveco introduced the Powerstar in 1998. The launch was done at the prestigious IAA Truck Show in Germany, where bonnetted trucks of any ilk stand out from the crowd of cab-overengine (COE) designs. If Germany seems a strange place to launch an Australian-market truck there was justification in that a left hand drive South American model, with an Iveco engine, was planned and engineered, but didn’t eventuate. The Powerstar had double impact at the IAA, because it featured ‘New Edge’ styling that proved spectacularly unsuccessful for Ford’s 1998 AU Falcon. Iveco’s choice of this styling was hard to understand, given the indifferent market reception of the Australian Transtar F4670, which was later rectified by the more attractive design of the Transtar 4700 series. The edgy Powerstar quickly became known in Australia’s somewhat cynical trucking circles as ‘Darth Vader’ because of its uncanny resemblance to that ‘Star Wars’ anti-hero and many potential buyers didn’t want the embarrassment of one in their company colours. Styling apart, the Powerstar was a welldesigned and thoroughly-engineered vehicle, if a tad heavy when compared with Americanbrand bonnetted trucks. The Powerstar concept came about because of a change in product plans at USA-based Navistar, which produced chassis for the S-Line based 3300/3600 series and the Transtar F4700. (Iveco inherited the S-Line when it purchased International Trucks

Australia Ltd in 1992.) These models were being assembled at Dandenong, combining Navistar-sourced and locally-sourced components. However, Navistar planned to replace the S-Line cab with a new shed and that would end the supply of existing cab panels. Fortunately, the chassis and much of the running gear was to carry over. Iveco had the choice of re-engineering the forthcoming Navistar cab, or introducing one of its European cabs. The company recognized that it was too early to attempt fitting European powertrains to this truck, in a market that favoured North American hardware. The resulting Powerstar was designed and developed by the Australian engineering department at Dandenong. A COE Eurotech 2280mm-wide cab was mounted on the S-Line chassis, with the front panel modified to greet an aerodynamic fibreglass bonnet. The floor panel was also changed to a flat design. Two models were released: the 7500 and the 6500. The Powerstar 7500, with its Transtar 4700 heritage, was targeted at the premium highway segment and the road-train market. Cummins’ 15-litre Signature 500 and 600 were the chosen powerplants. The Powerstar 6500 was designed to replace the International S-Line 3600 and was available in either 4x2 or 6x4 versions. Cummins engine options were ISM, ISX450 and Signature 500. The Detroit Diesel 12.7-litre Series 60 with 400 to 500hp ratings was also available. The cab could be supplied as a low-roof

day cab, a low-roof sleeper or a medium-roof sleeper. The styling issue was addressed three years later, in 2001, when the the Mk 2 Powerstar was released, with a new bonnet design and more traditional grille. (Ford did a similar styling change to the AU in the same year!) Included in the Mk 2 package was the option of Caterpillar C15 and C16 series engines. By 2004 Iveco had sufficient confidence in its Cursor 10 and 13 engines, so these were introduced to the Powerstar lineup, replacing American engines in what became the 6300 and 6700 models. Cummins and Caterpillar engines still powered the 7700 model, but the Series 60 engine was now owned by Daimler and supply to other truck makers was wound back. In making the Cursor engine decision Iveco was emboldened by the fact that it was selling the Navistar 9000i alongside the Powerstar, so a customer who insisted on an American 400550hp engine could buy one of those. The next design change to the Powerstar was dictated by the demise of the Eurotech cab, so from 2008 the Powerstar used the newer Stralis cab, with a redesigned bonnet. Iveco’s Cursor 10 and 13 were the only engines initially available in this Mk 3 Powerstar, partly because ADR 80/02 (Euro 4) emission standards took effect in early 2008. The Cursor engines required only selective catalytic reduction (SCR) to comply, but American engines required EGR (Exhaust Gas Recirculation), which dictated a larger radiator. However, the local build of the Navistar 9000i

ended less than a year later, when Navistar and Caterpillar formed NC2 Global, in part to distribute Navistar trucks in Australia under the CAT brand. The Powerstar was then Iveco’s only bonnetted truck and Cummins ISX/Signature engine options were reintroduced. The Cursor 13 powered model was identified as the 6400 and the ISX Cummins powered model, the 7200 series. In concert with ADR80/03 under-bonnet changes in 2011 the Powerstar was given a front end restyle. The 7800 series followed in 2013, designed for triple-trailer road-train work. The Powerstar continues to be Iveco Australia’s most significant product innovation, with chassis and cab assembly in the Dandenong plant. North American high-strength, heat-treated chassis rails and cross-members are used on the ACCO, Powerstar and the Stralis 8x4 and have a wider inside frame dimension than narrow European frames that that allow optional 12.00-section tyres to be fitted within a 2.55-metre overall truck width. Since the end of the Navistar supply agreement Iveco Australia sources chassis components directly from US mills. USrolled chassis rails are drilled to individual specification at Dandenong, thus avoiding any surplus holes. It must be tempting for Iveco Australia to use European chassis on its locally-assembled vehicles but Cummins engines are fitted to many of these variants and that’s an easier proposition with a US-market-dimensioned frame.

THE CURSOR ENGINE STORY In the mid-1990s Iveco collaborated with the then-independent UD Nissan Diesel (now part of Volvo) in the design of a series of advanced diesel engines. The Iveco Cursor 8 was released in 1998; Cursor 10 a year later and Cursor 13 followed in 2000. Advanced technologies in the Cursor engine included a variable geometry turbocharger; high-pressure unit injectors, mechanically driven by an overhead camshaft; decompression brake; fibre filters and advanced casting technologies. The Cursor 13 engine was designed for a maximum peak cylinder pressure of 180 bar. Six equally spaced cylinder head bolts provided even gasket pressure distribution

reduced bore distortion. A one piece cylinder head was designed with unit injector passages, camshaft and rocker supports, and the intake manifold all integrated in the cylinder head. Different injection systems had been evaluated, including unit pump and common rail. The Fiat Group had been involved in the development of a common rail system from the early 1990s, but the target injection pressure of 1600 bar wasn’t available in time for engine production startup. The unit pump was considered unsatisfactory, because of the need for external high-pressure lines and noise. Eventually, common-rail injection with pressures up to 2200 bar was adopted

across the Cursor range. Although engines around 13-litre capacity are the most popular for linehaul applications in European and American markets, higher horsepower 15- and 16-litre engine options are available for customers who want to maintain higher speeds or have particular applications. Gross load limits are 35-42 tonnes in these markets and 13-litre engines can provide satisfactory performance and economy. However, the demand for more performance led Volvo, Mercedes-Benz, Scania and Cummins to produce larger capacity engines, with up to 750hp outputs. Iveco launched its new 16-litre engine in

Europe, in 2014. The Cursor 16 has a rating up to 775hp and with maximum torque of 3500Nm at 1400rpm, exceeding Volvo’s 750hp. Like all Iveco engines this one uses only SCR and a DPF for Euro 6 compliance. The engine won the ‘Engine of the Year 2014 Award’ that is judged on technical innovation and design. FPT Industrial’s Cursor 16 achieved this award in a most innovative way: a 16-litre engine delivering 18-litre power in the size of a 13-litre package. At this stage Iveco hasn’t installed the Cursor 16 in a truck, because of what the company sees as limited market opportunities. We’ll see.

Applications

BIG TIPPER TECHNICAL EDITOR DAVID MEREDITH DELVES INTO THE SAND SOIL AND GRAVEL TO COMPARE THE MOST POPULAR HEAVY TIPPERS IN THE MARKET TO GIVE YOU THE ALL THE DIRT IN A DEFINITIVE BUYERS GUIDE TO TIPPERS

s I was compiling information for this feature, a very successful dealer told me that he sells more ex prime movers as tippers than he does new tippers. “Lots of guys get into the industry with a tipping job, but they need to minimise costs. So we de-body a prime mover, fit a tipping body and they’re away.” As the work is almost totally local, this can be highly cost effective if you get the right truck, but it’s a bit of a lottery in durability.

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Another dealer told me that he only sells new tippers to fleets, or experienced operators who are upgrading from a used rig. “The fleets seem to prefer cab-overs, while the independents are rewarding themselves. So they buy a rigid and bling it to death.” A lot of the tipper business goes to councils and other government departments. But across Australia, in outlying areas the conventional is often preferred. It’s much easier to get in and out of for a start –

easier means cooler. Plus the configuration performs better in sand and on broken surfaces. This feature takes a snapshot of the heavyduty rigids that are responsible for shifting large quantities of sand, gravel, woodchips and anything else that needs to be dropped in bulk, in one location. Personal preference will frequently override the pure logic of a business decision, but if you’re thinking of a new tipper, here’s some data for starters.

Hino’s 700 Series

Mercedes-Benz Actros, high and low roof

Fuso’s FV has Merc power

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TT TIPPERS - SPEC TABLE CAT

DAF

Freightliner

Fuso

Hino

Isuzu

Iveco

Kenworth

Mack

Model

CT610

CF85

Columbia CL112

FV51SK

FS 2844

Giga CXZ/Y

Powerstar 6400

T359

T409SAR

Granite

ENGINE

CAT C13

PACCAR MX 340

Cummins ISL

OM-457-5

Hino E13C WB 6WG1-TCC

Cursor 13

Cummins ISLe5 or ISMe5

PACCAR MX-13 or Cummins ISXe5

MP8

Type

In-line 6-cylinder

Emissions

EGR

SCR

EGR

EGR with DPD

SCR

Transmissions

Eaton 18-speed manual or UltraShift+ AMT

ZF 12-speed AS-Tronic, or 18-speed manual

Eaton Manual, Allison Auto

Eaton 13-speed manual, Fuso 12-speed AMT

Eaton 18-speed manual

18-speed manual, 12-speed AMT

EuroTronic AMT or Eaton 18-speed Manual

Eaton 10-speed manual, UltraShift+, Allison Auto

Mack mDrive AMT or Eaton manuals

Brakes

Drum

Disc or Drum

Drum

Drum (Disc Drum (Disc Opt) Opt)

Drum (Disc Opt)

ABS

Bendix with Traction Control

Yes and EBS

Yes, Wabco 4-channel

Yes, and ASR

Yes, plus EBL and ASR

Yes, plus ATC DTC

Yes, plus ESP HAS

Auxiliary brake

Exhaust

Engine and Exhaust

Cummins C-Brake

4-stage Engine

Engine

Exhaust

Engine

Engine and exhaust (MX), Engine (ISXe5)

Engine

Max Power hp

475 @ 1700

460 @ 1500

470 @ 1800

455 @ 1900

436 @ 1800

453 @ 1800

560 @ 1900

434 @ 2000

600 @ 1800

500 @ 1450

Torque Nm

2305 @ 1000 2300 @ 1000

2237 @ 1100

2200 @ 1100

2059 @ 1100

2255 @ 1300

2495 @ 1000

2080 @ 1200

2305 @ 1000

2400 @ 1050

Tare weight

7425

7235

7925

7200

From 6657

From 7810

From 7220

Chassis Rail mm

260x92x9.5

260x75x7

283x89x8.7

300x90x7

300x88x8

285x85x8

257x89x8

273x89x9.5

273x89x9.6

300x90x11.1

Rear Frame Width mm

870

790 to 864

871

840

850

852

864

850

Front Suspension

Leaf Spring

Taper leaf

Leaf Spring

Front Axle

Meritor MFS 14-143A

DAF I-beam

Meritor MFS16-122A

FUSO F090T

MF781 I-beam

Meritor FG941 Meritor I-beam FG943 I-Beam

Dana E-1462l

Mack FXL

Turning Radius - Kerb/Wall

8.3/8.8

6.65/7.7

8.55/10.2

7.5/NA

7.9/8.75

7.3/NA

8.2/8.7

8.9/9.73

Rear Suspension

Hendrickson HAS 460-55 Airbag

Airglide 400 Airliner or 8-bag, or DAF Leaf Spring air/spring

6-rod Leaf Spring

Leaf Spring V-Rod

Isuzu 6-rod, leaf springs

Airglide 400 or Hendrikson HN402

Airglide 400 or Neway AD246/10

Air or Leaf Spring

Airbag Option

Std

N/A

Std

Rear axle

Meritor RT-46-160 20,900kgs

Meritor MT23-165

Meritor RT46-160 20,870kgs

FUSO R10/D10 21,600kgs

THD18 21,800kgs

Meritor RT-46-160GP Tandem 21000kg

Meritor RT40-145 18,100kgs

Up to Meritor RT46-160GP 20,900kgs

Mack, Meritor and Dana, to 24,000kgs

Inter-axle Lock

Opt

Std

Diff Lock

Opt

GVM kgs

24,500

24,600

25,400

28,300

24,000

24,500

Dependant on spec. via applications engineer

26,000

GCM kgs

58,000

28,500

53,000

55,000

54-57,000

50,000

Dependant on spec. via applications engineer

50,500 plus

Low Speed Gradeability

N/A

40.30%

N/A

40%

49.90%

43%

N/A

Dependant on spec. via applications engineer

44.95%

Driver's Airbag

7835

8.2/8.6

NOTES: Tare weight Generally several models and wheelbases are available. The table shows the lightest tare weight available Low Speed Gradeability Gradeability varies with wheelbase, transmission and rear axle ratio. The table shows the highest available figure Turning Radius Shows minimum Kerb to Kerb/Wall to Wall of available models

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Mack

MAN

Mercedes-Benz

Scania

Volvo

Western Star

Trident

TGS 26.540

Axor 26XX

Actros 26XX

R500 LA6x4 HHZ

GW 26 470

FMX

4700

MP8

D2676LF 06

OM 926 LA

OM 501 LA

DC 16 09

GE13

D13C

Cummins ISL

In-line 6-cylinder

SCR

Mack mDrive AMT or Eaton manuals

ZF 12-speed AMT

MB G 131 9-speed manual

PowerShift 12-speed AMT

Scania 14-speed Opticruise GRS0905

Eaton 18-speed Manual or UltraShift+ AMT

I-Shift 12-speed AMT

Eaton 18-speed man. UltraShift AMT, Allison Auto

Drum (Disc Opt)

Disc/Drum

Disc

Drum

Drum or Disc

Yes, plus ESP HAS

Yes, plus ASR ESP

Yes

Yes, plus ASR

Yes, plus EBS

Yes, plus ASR

Yes

Yes, plus tration control

Engine

3-stage engine

Engine

Exhaust and Scania retarder

Engine and Exhaust

Engine

Jacobs C-Brake

535 @ 1450

540

326 @ 2200

435 @ 1800

500 @ 1800

462 @ 1800

500 @ 1450

400 @ 2100

2603 @ 1050

2500 @ 1050

1120 @ 1200

2100 @ 1080

2500 @ 1000

2255 @ 1200

2500 @ 1050

1763 @ 1300

From 7400

8775

N/A

10,500

8240

8200

6841

300x90x11.1

270x85x8

N/A

270x90x9.5

298x90x7

300x90x8

259x89x8.7

850

762

760

770

840

852

871

Leaf Spring

Parabolic

Leaf Spring

Mack FXL

MAN VO-09 Straight

MB VL-4 7,500kgs

MB 7,500kgs

Scania AM 470

UD I-Beam 8,500kgs

FA-High 9,000kgs

Meritor FG-941 6,500kgs Or Detroit DA-F

9.5/9.9

7.8/8.65

N/A

7.8/8.4

6.9/NA

6.9/7.7

N/A

Air and Leaf Spring

MAN 23T Airbag

MB 6-rod Leaf Spring

Scania 4-bag air

UD 6-rod Leaf Spring

RADD-TR1 Leaf Spring

Airliner 20.9t or HendriksonHN402

Std

N/A

Std

Mack, Meritor and Dana, to 24,000kgs

MAN 26T hub reduction

MB HL-6 26,000kgs

MB 20,000kgs

Scania ADA1100 19,000kgs

UD 23,600kgs

26,000kgs

Meritor RT-46 160GP 20,900kgs or DANA DSH44-P

N/A

Opt

26,000

26,500

26,000

23,000

24,500

50,500 plus

70,000

36,000

55,000

Up to 92,000

70,000

40,500

40,000

50.98%

33.9

30%

23%

28%

38.60%

48.70%

N/A

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“CAT IS A FAMILIAR BRAND IN CONSTRUCTION, BUT C13 IS A NAVISTAR SOURCED ON-ROAD ENGINE. STILL DOES THE BUSINESS.” CAT CT610

FIRSTLY, THE CONVENTIONALS: CAT CT610 The CT610 packages the new C13 (ex Navistar) into a dead simple frame that simply performs. I saw the first CATs being built in Tullamarine in 2010. The front end was the most basic I’ve seen on a truck. But the rig steers very well and is easy to place on any road surface, an asset on off-road or construction site tracks.

FREIGHTLINER COLUMBIA CL112 Like the CAT offering, the Columbia shares the best vision of any of the conventionals. Its steeply raked nose falls away almost out of the driver’s view. It shares the widest rear frame width with the Western Star, but the GCM is low on Columbia. However a heavier rating can be specified.

of the noise many conventionals create when cruising, but that won’t matter much in this application. Still the Kenworth looks sleek and is obviously part of the family of Australia’s biggest selling heavy-duty truck. It’s narrow in the cab though.

KENWORTH T409SAR The SAR (still) looks like it belongs in a desert warfare campaign where styling plays no role at all. But under the skin you can get the MX-13 European engine now that transforms the driving experience. A 97-tonne GCM puts the Kenworth at the top of this listing in terms of capability, but a careful approach may reveal that’s far more than is needed for the task you have in mind.

This new variation on the Powerstar theme looks like a close cousin of Western Star’s latest (see below). It takes a wide and ultracomfortable cab (from the Stralis) and puts it on a conventional chassis. As a result there’s more room and driver comfort features than any of the other conventionals bar none. The Cursor engine is efficient and the EuroTronic AMT is one of the best.

KENWORTH T359 Aerodynamics on the 359 eliminates a lot

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WESTERN STAR 4700 The new 4700 is another military looking overgrown Tonka toy that Western Star hopes will expand its reach into broader markets. It drives very well and the Cummins ISL is a perfect match for the chassis. I found it dealt with hills in a blink and the turning circle was excellent for a conventional.

NOW FOR THE CAB OVERS: DAF CF85

MACK GRANITE IVECO POWERSTAR 6400

on the bonnet. Very popular with owner/ operators, but makes most sense if you’re pulling a big dog trailer.

In a contest of appeal the Granite will always come second in the Mack line-up, but you still get the grunty MP8 and the kind of ballsy look that is unique to the Mack brand. Big range of optional gear means you can closely tailor it to your task. Both Macks share the biggest chassis profile dimensions of this group.

It’s very rare for a DAF owner to return to another brand when it’s time to upgrade. Few cabs are as comfortable, and that’s because the engineers are driver-focused. It’s reflected in the on-road performance too – quiet, purposeful and ultra economical. Has the tightest turning circle.

FUSO FV51SK MACK TRIDENT If you get your Trident with an MP8 engine and mDrive transmission, you’ll only need the Mack axles to earn the golden bulldog

The Merc-designed engine has transformed Fuso’s biggest, making it a very economical way of getting an advanced European engine in a cost-sensitive Japanese chassis. Fuso

Volvo’s FMX sets the standard

running gear is standard and well thought of, but most brand names are available as options.

HINO FS2844 Mostly under-rated by the market, the 700 series has already earned its stripes in the worst conditions. It‘s not a high-tech package – EGR emissions so no AdBlue – making it very popular with councils and other local authorities. The cab is dated and looks fussy, but drivers report exceptional comfort and quietness. I’m told the airconditioning will freeze your wheel-nuts off.

ISUZU Giga looks even older than the Hino, especially when it’s lined up against the smart and modern top-end versions of the Isuzu F series. It has the biggest engine of the group, but only a competitive output, plus it’s reasonably heavy at just under 8-tonne. If you are fixed on a Giga, take a tip from me and buy the manual.

MAN The TGS isn’t often seen as a tipper. The marque has the smallest market share of the Europeans but has the engineering goods to do a lot better. Better known for 8x8 drill rigs and various other heavy duty vocational jobs,

Western Star 4700

the MAN chassis is known to be bulletproof. They do their own suspension components and as far as engine efficiency is concerned, the D26 engine is hard to beat. Users will find their fuel goes further.

MERCEDES-BENZ AXOR Axor is to Actros as Granite is to Trident. This model means you don’t have to buy too much truck just to get in a Merc. It’s well specified but the GCM is a bit low. Although you can get a larger rating on application. It’s easy to tailor to task. Daimler is now equipping all its trucks with the most advanced safety systems, or at least making them optional.

MERCEDES-BENZ ACTROS The biggest Benz is so tall in certain configurations it’ll make your nose bleed climbing up into the cab. But the vision is outstanding. My drives in Actros have largely been on long highway runs, but the cab comfort will impress even those who are on short-haul metro work. The V6 will be replaced by the new-gen in-line six soon, so fuel efficiency will no doubt improve.

SCANIA R500 The R-series cab is another tall one, and Scania has done a lot of work keeping engine

Kenworth’s old-style T409SAR with high-tech heart

and transmission noise outside where it belongs. The exterior styling would make me reluctant to get it dirty – are there any tipping jobs like that? The V8 engine has mountains of torque and once again, if you don’t have a big dog trailer to pull this is far too much truck for the job.

UD GW 26 470 The GE13 engine in UD’s biggest has been around for about a decade, but is still a hardworking and relatively efficient powerplant. The GW cab interior is the best of the Japanese, and as far as instrumentation and ergonomics are concerned, beats the Europeans as well. I love it. It’s a bit heavy now but that should change when the engine is upgraded to a Volvo technology six. Owners swear by them.

VOLVO FMX FMX is the next generation of all offhighway trucks, and leaves its competition pitching around in its high-technology wake. I drove a fully loaded FMX along a cliff edge in Sweden with both hands off the wheel. Volvo’s Dynamic Steering kept the truck in perfect line. The engineering detail is as impressive as the electronics, turning what is probably a price premium into one of the best investments you can make.

DAF CF 85

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Kenworth T359

The Isuzu Giga is due for an upgrade

SUMMARY - TIPS FROM AN INSIDER: “I always lean towards a truck that has the PTO fitted ex factory. It’s much better for warranty.” “Tare weights are very important. You need the performance, but a few kilos saved from the weight of the rig (including body and accessories) can mean a lot of money across the life of a truck if it can do an extra few loads a week.” “Spec the truck to max capacity – big diffs etc. Much better for resale value. Spend a little more up front and get a lot more back at the end.” “The diff locks are there so you can avoid getting stuck – not to get you out of being stuck!”

This UD GW owner has maximum versatility with slide-on, slide-off tipper, tanker, or mine service modules

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WORK STILL TO BE DONE ON STATE VARIATIONS The National schemes have made a big impact on standardizing transport regulations across the country, however the tipper market is probably one of those areas that is likely to preserve differences for quite some time to come. And that’s fine from an operator point of view, as relatively few tippers cross state lines as a regular part of a day’s work. From a body manufacturer’s point of view though, the different rules and allowances means increased costs and complications, as well as the loss of mass production opportunities for some components. But regional preferences need to be considered. For example, in WA the biggest market is for semi tippers, even though the length limit on rigids is 12.5-meters, compared to 12-meters in the east. The east coast however is very much rigid and dog.

MAN is vastly under-rated

Plus the PBS opportunities simply make the rigid story better, particularly as the rig is much more stable when tipping. Victoria and Queensland use quad-dogs extensively, but in NSW they are limited to certain routes only. Also, in Victoria you can go to 57.5-tonne and still don’t need the in-vehicle unit that connects to the Intelligent Access Program (IAP). Finally, a 5-axle dog can be 9.8m long in the east, but only 8.8m in the West. Go figure! In terms of clear advantages between conventionals and cabovers, it depends how much the characteristics suit the particular job. For example, a cabover will be more maneuverable for in-city work sites and can carry more volume, but the weight distribution is critical when the front axle has an engine sitting on top of it. Conventionals allow a bit more latitude in weight distribution, and provide more stability on broken surfaces, especially when tipping.

Operator

ACCESS ALL AREAS

ISUZU HAS MADE SOME SIGNIFICANT INROADS INTO THE HEAVY-DUTY MARKET IN RECENT TIMES AND ARE NOW A STRONG SECOND IN THAT SECTOR TO THE HEAVY DUTY KINGS AT KENWORTH. WHILE PACCAR RULES THE ROOST IN LINE HAUL AND ULTRA HEAVY DUTY ISUZU’S INTERFACE WITH SMALLER OPERATORS WANTING A BIGGER TRUCK HAS GIVEN IT PLENTY OF CHANCES TO UPSELL AS NEEDS DICTATE. T&TT TOOK A LOOK AT ONE SUCH OPERATOR WHICH HAS TAKEN ITS LIGHT DUTY ISUZU EXPERIENCE AND MOVED INTO ONE OF ITS HEAVY-HITTERS.

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A 1. 2.

ny tradesman, especially plumbers and excavators, will tell you the very first thing they consider when arriving at a new job is the pesky issue of access. Every site has its own unique challenges, but when you’re floating 30-odd tonne of excavation equipment, gaining that all important access to the right location can be a recurring nightmare. Operating out of Somerton on Melbourne’s northern fringe, Helms Plumbing Services is no stranger to access pains, especially on some of its more complex metro jobs. Providing domestic and commercial plumbing, drainage and roofing services across Victoria, Helms use seven excavators (several weighing in at 30 tonnes), which were traditionally floated by cumbersome semitrailers. Although, with access constantly an issue in the tighter, inner-city and suburban sites, Director Helmi Adams eventually decided

the solution was an Isuzu FXR 2500 10x4 with a heavy duty beavertail tray and third wheel axle – and all for very good reason. “The truck is used daily to transport our excavators and other heavy equipment that can`t be floated with our other beavertail trucks,” Mr Adams said. “The Isuzu FYX has that additional rear axle which enables us to transport extraheavy equipment in a flat tray truck to and from locations where access is limited, and where semis are not able to enter. “It has a six metre, heavy duty beavertail body with hydraulic ramps, custom tool boxes and storage cages. We also installed safety lighting and aluminum wheels.” Helms Plumbing Services started operation in 2006, with only two employees and a mini excavator. In only eight years it has grown substantially, employing a total of 33 staff operating seven excavators, two tipper trucks and four beavertail flat tray civil and drainage

“THE ISUZU FYX HAS THAT ADDITIONAL REAR AXLE WHICH ENABLES US TO TRANSPORT EXTRA-HEAVY EQUIPMENT IN A FLAT TRAY TRUCK” 1. The man behind Helms Plumbing, Helmi Adams 2. Helms Plumbing operates seven excavators, two tipper trucks and four beavertail flat tray civil and drainage works trucks 3. The FYX 2500 has a 350 horsepower turbo diesel offering more than enough torque and power to carry Helms heaviest loads.

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Helms Plumbing Services started operation in 2006, with only two employees and a mini excavator.

works trucks. Renowned for their quality of work, Helms are now an accredited civil contractor with service providers, Yarra Valley Water, City West Water, as well as Melbourne Water. “We service registered builders, developers, engineering consultants, water authorities and the general public,” Mr Adams said. “We stand out as we offer prompt service and use our own resources, not subcontractors. We therefore don’t have to wait for subcontractors to be available before a job can commence. We also specialise in complex and deep drainage works.” “Quality and efficiency are what we strive for on every job.” The success of the business hasn’t come by mistake either. From the outset, Helmi was conscious that any operation was only as good as its last job, and that quality people and equipment brought with it quality outcomes for his clients. From the excavation equipment through to the trucks delivering them, Helms Plumbing

has been willing to invest in top flight equipment and value for money. “The selection was based on Isuzu`s reputation and sales history. Value for money, extra weight capacity and after-sales service all played a significant part in going with Isuzu again,” he said. “The first truck we purchased was an Isuzu FTR 800, which has a beavertail body. It has been part of our fleet since 2007 and is used on daily basis. “The new FYX 2500 has a 350 horsepower turbo diesel engine which offers more than enough torque and power to carry our heaviest loads.” Inside the cabin, drivers are looked after too, with driver’s airbag and an Isri 6860 air suspension driver’s seat with lumbar support, height, rake and auto weight adjustment. There’s also an ADR 42 compliant sleeper with mattress, electric windows and central locking - delivering a comfortable car-like feel. The FXY 2500 also comes standard with Isuzu’s digital radio via the Digital Audio

Visual Entertainment System (DAVE), which has become a much-loved feature for the Helms team. “The best feature for the guys is the cabin comfort and also the DAVE unit,” Helmi said. “Although, having the flexibility of being able to transport all of our equipment, regardless of weight and size, is probably top of the list.” It’s all part of the reason Helms keep coming back to Isuzu for their growing fleet needs as the business blooms. “We’ve had a great run over the years with Isuzu. We always get a competitive deal, the after-sales service is great, the product is reliable and we got good service at Westar Trucks Derrimut.” Of course, the new FYX 2500 adds to that long list of advantages, in terms of greater access and flexibility on the work site, something that eluded Helms Plumbing for some time. And it’s no surprise really. After all, the Isuzu F Series range is widely regarded as the Australia’s most flexible and best priced.

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Reality ‘Bytes’

LOOK MUM, NO HANDS! IT’S NOT A CASE OF ‘IF’, BUT A CASE OF ‘WHEN’ - DRIVERLESS, ‘CONNECTED’ TRUCKS ARE ON THEIR WAY TO OUR ROADS IN A BIG WAY, A LOT FASTER THAN YOU MIGHT THINK. BAD NEWS FOR TRUCK DRIVERS? SOME MAY SAY, BUT IT’S NOT WHAT A FEW BIG PLAYERS WANT. TRANSPORT AND TRUCKING TODAY EDITOR FABIAN COTTER INVESTIGATES.

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egardless of the positive spin about it, ‘driverless vehicles’ – be they cars, trucks, buses or shopping trolleys – aren’t just the ‘elephant in the room’ any more because it is so far beyond inevitable that the elephant is actually sitting comfortably on the lounge next to us now, sharing a beer and a bowl of peanuts, asking for the TV remote to put the cricket on. That’s just how mainstream and ‘normal’ such an idea is these days and the latest developments from some of the bigger automotive and commercial vehicle players means such technology is far from wishful thinking. It’s here already, loud and proud, and pundits say it will be seen en masse on highways across the globe within 10 years. If you are a truck driver and that all sounds like not having to worry about how you’ll be affected for the next decade then perhaps you’d best look at it as 10 years of how you should better prepare yourself for any immediate shift in employment. Drivers out of jobs? Unfortunately yes,

most probably for some, but not all and in fact there may be an increase in demand for drivers specialised in, dealing with and best manipulating the new driverless technology. That is if we are collectively smart about it. So what’s brought about such interest in the implications of driverless and connected trucks? Well, things such as the debut of Mercedes-Benz’s stunning new Future Truck 2025 shows just how serious things are while Scania’s recently released 100,000th connected truck demonstrates that the massive fleet movement of such vehicles is already an everyday reality - not tomorrow but today. For the humble truck driver it all might sound like doom and gloom or science fiction but fortunately it seems there is an inherent reliance by commercial vehicle manufacturers and operators on having someone in the cabin – and so there should be for obvious safety reasons – even if they’re not actually driving. So what does such innovation involve? Well, in regard to the Mercedes-Benz Future Truck 2025 it literally embodies the huge

leap from conventional truck to autonomous transport vehicle of the future. As expected, safety is the focus and all sort of technology is on offer to remove as much risk or human error as possible, to eliminate a factor that has plagued truck-accident statistics since the first lorry was loaded. The Future Truck is literally choc-ablock with an array of distance sensors, cameras and even a blind-spot assistance system so that it can ‘see’ whatever is going on around the truck - closely, far away, left, right, forward and behind. Its systems can constantly transmit to and receive positional data from other vehicles and communication infrastructure while travelling. These help the truck maintain a safe speed and distance from traffic all around it. It is also capable of collecting information about on-road accidents, road conditions, construction works etc, ensuring an easier, safer and more efficient journey, helping to streamline traffic and reduce traffic jams according to Mercedes-Benz.

“...HAVING SOMEONE IN THE CABIN, EVEN IF NOT ACTUALLY DRIVING, JUST IN CASE SOMETHING GOES WRONG.”

Mercedes-Benz’s stunning new Future Truck 2025 shows just how serious things are

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This is all aimed at eliminating driver error, increasing safety, saving fuel and accurately calculating and monitoring arrival times reducing more major stress for drivers while benefitting efficiency. The good upshot of it all? The driver is still a crucial part of this futuristic equation – albeit in a reduced or limited role. While the driver may be somewhat superfluous, the FT 2025’s ride is still designed to be as comfortable as possible inside a streamlined and simple-look cabin with comfy and ‘reclinable’ 45-degree swivelling seat in full view of a dash housing floating screens and touchpads instead of traditional buttons. All of this, as well as a wood-look fascia with funky piano-black lacquer components. While there is still a steering wheel – no doubt just in case - interactivity is available via a removable high-resolution ‘tablet’ touchscreen where you can examine manifests, accept new orders, schedule journey breaks, or play online. It can also stream essential truck data to

relevant parties or the client/dispatcher regarding its speed and location etc. Technologies such as lane departure systems, radar, adaptive cruise control and collision mitigation all come at a price, not that Mercedes-Benz has revealed what that might be - just yet. While it is expensive technology now the big German automaker is pressing ahead and has earmarked 10 years as the time-frame for the Future Truck to become present day reality – pending collective investment in ancillary communications infrastructure by other organisations and governments too. However, interactive and ‘connected’ trucks are here now and numbers are rapidly rising. Swedish giant Scania recently supplied its 100,000th truck with activate connectivity. This present-day technology means that the truck operators, as well as Scania’s workshops, receive regular updates updates on a truck’s performance. This feature is included as standard in many European markets and in a number of major

markets in Asia and Africa. Scania started producing its connected trucks in 2011 and its 100,000th vehicle was delivered to Emil Eggers AG, a haulier that has long been using the full benefit of these services. “This development has now taken off properly,” according to head of Scania Connected Services and Solutions Mattias Lundholm. “These services have been available in the market for a few years now and we have reached the critical mass needed to leverage the development. “Currently 95 per cent of our customers accept the offer to activate connectivity; our target of 100 per cent is definitely within reach,” he said. Scania customers in the markets in question are able to connect their vehicles to their own offices and to Scania’s workshops, through a basic package that is free of charge. Remote diagnostics and driver coaching are by far the most-used services. When customers request it, Scania’s workshops can access and read

1. A vision of the future; controlling the MB Future Truck 2025 via a tablet computer while the driver sits back and keeps an eye on things 2. Scania recently supplied its 100,000th truck with activate connectivity. 3. Look Mum, no hands! Putting your faith in technology in the FT 2025 4. Scania Watch is a simple way for drivers to collect information on variables including fuel consumption, driving efficiency and average speed.

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a truck’s status with regard to a number of parameters that are important for uptime and operational economy. This allows the operator to improve both its utilisation rate and its financial situation. “Driver Coaching is another important tool based on sustainability principles. It improves our customers’ profits while improving road safety,” emphasised Lundholm. “By actively coaching drivers and monitoring their consumption and how they handle the vehicle in their daily work, a number of benefits are experienced. These show up on our customers’ bottom lines, and also in the form of reduced resource utilisation.” In addition to the basic package, Scania offers a number of services that are wholly or partly based on connectivity. For example, positioning information with frequent updates can be displayed on the haulier’s computers; another example is automatic management of tachographic data. “We have excellent experience of the opportunities offered by Scania via connectivity,” said Emil Egger AG’s Michael Egger. “They are a valuable addition to our haulage operation’s other support systems and actively contribute to increased uptime and

reduced operating costs. Connected vehicles are more efficient. With operations all over Switzerland with a considerable amount of long haulage, it would be inconceivable for us to ignore these opportunities.” But still, Scania isn’t just letting the trucks do their own talking; it envisages a key role of drivers in this new ‘connected’ transport paradigm, so much so that it’s doing business with Sony Mobile, which has developed customised watches for drivers to wear to collect and transfer data. In a bid to take the lead in wearable technology - the growing trend of fusing fashion and high tech – it’s come up with the smart watch that communicates with trucks. Known as Scania Watch, it is a simple way of collecting information on variables including fuel consumption, driving efficiency and average speed. It can also be used to receive email, text message and phone call notifications. Lundholm says the use of such wearables is still in its early stages and market awareness is low. “We see exciting opportunities for connecting a watch to the essential information from a truck’s technical systems,

as well as to data for real-time monitoring and analysis of truck fleets.” Scania’s project manager Jonas Svanholm added, “We wanted to develop technology that allowed the Scania Watch to truly serve as a friend of the driver. “Existing fleet management apps have primarily targeted transport companies and fleet operators. The Scania Watch, combined with the new app, takes the technology one step further and helps the driver in his or her daily work.” “We hope future versions will include functions such as providing the driver’s pulse rate,” Svanholm said. “This will open up a range of health and safety services for drivers.” Ultimately, connected trucks and driverless trucks are here and now and there’s ample evidence to show where it’s all headed. Just like modern aircraft operating on autopilot and interfacing with a vast array of data the beauty of the smart truck revolution will be a continuing reliance on a driver to ‘pilot’ at crucial points of a journey. So truck driving as an occupation isn’t about to disappear, it will evolve and change ushering in an exciting time in the transport industry.

“...FUTURE VERSIONS WILL INCLUDE FUNCTIONS SUCH AS PROVIDING INFORMATION ON THE DRIVER’S PULSE RATE.”

More like a lounge room than a cockpit in MB’s FT 2025 - pity that the steering wheel gets in the way!

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Key Quotes... IN A RECENT interview with Professor Dr Thomas Weber, who is the director responsible for Group Research on the board of Daimler AG and Professor Dr Herbert Kohler, head of Group Research and Sustainability and Chief Environmental Officer for Daimler AG, they explained the company’s vision for autonomous driving as well as further steps along the road to revolutionising mobility. According to Weber - “With autonomous driving… Drivers are relieved of work and stress in situations in which driving is not enjoyable, and the time gained while in their vehicle takes on a whole new quality: the freedom to do other things while driving instead of steering, accelerating and braking. Kohler added that the future scenario looks

ahead to the years 2030 and beyond saying that autonomous driving will be accepted by society as part of day-to-day mobility. “This will entail both technical and social changes,” said Kohler. Weber added that nothing escapes the attention of the truck’s cameras, radar and other sensors. Neither do they lose concentration or start to tire. “The vehicle’s complete connectivity furthermore means it is being constantly fed with up-to-the-minute information via the internet - including information on things that are taking place beyond the detection range of its own sensors. All of this data is amalgamated, evaluated and interpreted appropriately. We call this intelligent sensor fusion.” Said Weber.

“We are also working hard on the development of a universal and perfectly clear form of communication between human and machine outside the vehicle too. As we see it, the human always remains in charge in all situations,” Kohler added. “We follow a cloud-based approach. In combination with the Daimler Vehicle backend, a specially secured server, this guarantees a secure and encrypted exchange of data every time. In the interest of our customers, data privacy and therefore transparency are also very important to us besides data security. The customers must be aware what data is being collected when and for what purpose, and can decide for themselves what data they wish to release. There are strict rules and regulations for

accessing data, and independent audits are conducted to make sure they are complied with,” said Kohler. “Regulations currently differ from country to country and even from state to state in some cases... Things are changing though and last spring, a United Nations expert committee got to work on an amendment to the 1968 Vienna Convention on Road Traffic, creating the basis for legalising autonomous driving. In future, the corresponding systems should be permitted provided they can be deactivated or overridden by the driver at any time.” Weber concluded that autonomous driving will not suddenly happen overnight. “It will be a gradual development that takes place step by step,” Herr Weber said.

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Operator

Photography:Warwick Kent

ANYTHING BUT AVERAGE

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THEY BREED ‘EM TOUGH IN NORTH QUEENSLAND AND FOR THE TOUGH TASKS THEY NEED TRUCKS THAT WILL COPE. THAT IS CERTAINLY THE CASE WITH THE HUMPHRIES FAMILY AND ITS TRANSPORT OPERATION BASED IN PROSERPINE. BARRY FLANAGAN HEADED NORTH TO TALK TOUGH WITH A FAMILY TRUCKING OPERATION THAT TRULY TESTS ITS TRUCKS.

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he baking Queensland sun was having a break and some liquid sunshine was beating down on the paddocks when we arrive at Humphries transport in Prosperine to meet the people behind a transport business that has been operating for 50 years. Patriarch, Barry Humphries, no relation to Edna Everage or Les Patterson, but with an equally sharp sense of humour and an even sharper sense of purpose and pragmatism, started the business way back in 1964 in Proserpine. Barry sons Lesley (that’s Humphries not Patterson) and Harry, have work in the operation since the early 1970s. Harry completed a diesel mechanics apprenticeship before working in the family operation while younger brother Lesley started work in the yard as a 15 year old and has had experience in every aspect of the businesss in the past four decades. Pride of the Humphries fleet is the Freightliner CST 10x4, which was custom built for the operation and fitted with a Shepherds tipper body constructed in Toowoomba handling the carrying duties. And carry it does, carting up to 31.5 tonnes

in the sugar cane industry. The CST was added to the Humphries fleet of 16 trucks around two years ago and is doing a mighty job in what is described as one of the toughest jobs there is for a tipper . “Lets just say that a tipper working on mill mud operations does five years work in a year compared with a normal tipper working in the road all the time,” said Lesley Humphries. Mill mud is the waste dirt that remains once the sugar cane has been crushed and all the good and useable material has been extracted. The mill or cane mud is transported from the mill back to the empty harvested cane fields and used as a fertilizer ahead of the next crop “It is a bloody tough job, the trucks have to travel through the cane fields, over the stools (the ridges where the cane is grown) which can be 30cm high with equally deep gullies in between,” said Les. “All of this works the suspension something fierce. If that isn’t enough, the steering is worked hard from one lock to the next and the brake linings have to be replaced every season, while the bearings are equally hard

done by,” he emphasized. In the cane season the Humphries trucks are on the road 24 hours a day during the 20 or so weeks from June to November when the mills are working flat out. That in itself puts an added strain on the trucks testing everything from the lights and electrics to the air conditioning system. During the cane season the Humphries Transport trucks can average between 80,000 and 100,000km with a staff of up to 35 ensuring the whole operation grinds on day after day servicing the sugar mills and cane farms properly. “Dad started harvesting cane in 1964 and while we no longer harvest, sugar is still our main business, but we have branched out into other areas of operations to give even revenue across the year,” said Lesley. The Humphries have been carting and spreading ‘mill mud’ for the past 11 years as well as the sand, soil and gravel and other tipper needs generated as part of their earhmoving operations. The mill mud used to be dumped until they realised by treating it with some benign chemicals it was excellent fertiliser.

“DURING THE CANE SEASON THE HUMPHRIES TRUCKS CAN AVERAGE BETWEEN 80,000 AND 100,000KM”

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1. The star of the Humphries fleet is the 10x4 Freightliner CST fitted with a Shepherds tipper body 2. The Humphries started harvesting cane but now heavy transport for both the sugar industry and for its own earthmoving operation is how they earn their keep 3. Tough conditions face the Humphries trucks in both shifting the mill mud as well as the other duties they have to fulfil

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Patriarch of the Humphries clan, Barry Humphries

Harry Humphries

Lesley Humphries

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The Quinn Argosy has proved to be practical and efficient no matter what the load dasgiuy gdiasuy gfdsfgusady fguyasd gfuyads gfusda gfuydsa

“SUGAR IS STILL THE LIFEBLOOD OF THE HUMPHRIES OPERATION” Barry was one of the first operators in Queensland to run a mechanical harvesting operation something that revolutionized the cane industry when it happened in the 1960s. While they are no longer in the harvesting business sugar is still the lifeblood of the Humphries operation. These days even the cane trucks are pushed into operation in the earthmoving business, when the demand is there, which is not the case at the moment with Les describing the current climate as being the quietest time in many years. Along with the star CST Freightliner, the Humphries also operate a second older Freightliner Columbia powered by a C15 hauling a 19 metre BDouble. The CST Freightliner 10X4 is only 20 months old and has already covered more than 180,000 kilometres. “The CST is equipped with airbag suspension, which is not what we would normally spec but that was what we had to have to give us the fifth retractable axle.” “The air bag suspension is not ideal for this

work, mainly because the complex nature of the system means it is harder to maintain, with the old Hendrickson rubber blocks we can change them in about an hour. Having said that, the drivers love the CST for its comfort and ride and in the end that means they are getting through more work in a shift,” he said. The CST is powered by the Cummins ISL Euro 5 engine and its fuel consumption, given the loads of up to 31.5 tonnes, is pretty impressive at around 1.8 kms to the litre The CL112 10x4, to give it its model nomenclature is fitted with a day cab and the Cummins ISL is ratded at just under 400 hp powering through an Allison 4500 automatic. It is equipped with MT4014XGP rear axle and Air Liner rear suspension with the Hendrickson lift axle and an overall wheel base of 6525mm Barry pipes up at this point and adds his opinion on the Freightliner. “That’s a great truck, it really is a beautiful vehicle” says Barry. “The only time we get rid of a truck is if

it’s something we don’t want, this truck will be here for a long time” he added. This comment is backed up by the fact that the family still has an old Benz 3034 on the fleet which has logged more than 46,000 hours One of the Humphries drivers cooked the Benz engine a while back and that mean they fitted a new engine and driveline. “It was a mistake that caused the problem not the trucks fault but it is still a great old machine and works bloody hard,” said Les. In addition to the Freightliners, the Benz and a Sterling the Humphries also operate some Iveco Accos, Volvos and some Isuzus. It is clear that all of the trucks are given a tough workout but the Humphries also make sure they look after their machinery. “Maintenance is vital and we handle most of it in house,it is the key to making machinery last in this business and ensuring everything runs sweetly,” said Les. It seems that with a long history in the tough sugar industry the Humphries have found a sweet spot and their Freightliner CST is truly the icing on the cake.

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LCV

ISUZU TO THE MAX

WITH MARKET DOMINANCE IN THE TRUCK MARKET ISUZU IS GATHERING A STRONG FOLLOWING IN THE AUSSIE UTE MARKET, JON THOMSON TRIED THE LATEST DMAX OFFERING AND CAME AWAY IMPRESSED

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1. Tough, muscular, rugged, the D-MAX measures up in every way when it comes to a purposeful and hardworking Ute 2. The D-MAX has the secondhighest payload in its class, the second-longest tub, the lowest load floor height, and the highest towing capacity 3. The D-MAX cab is spacious and practical.

3. 2.

“THE D-MAX IS A HELL OF A GOOD UTE IN ANYONE’S LANGUAGE”

suzu has long been the sales leader in the Australian market but for many years the Japanese maker’s light commercial utes hid behind the Holden Lion badge as part of the tie up between GM and the Japanese diesel specialist. The aftermath of the GFC and GM’s financial strife saw the shares the general held in Isuzu sold off and the marriage end for most intents and purposes. The result of all this was the arrival of Isuzu Ute in Australia and the birth of the D-MAX while Holden’s ute formerly known as a Rodeo become the Colorado. Confused, yep I agree. While the organisation that sells Isuzu trucks in Australia is a wholely owned subsidiary of the parent company in Japan , Isuzu Ute Australia is a joint venture with a Japanese trading house, importing the Thai built utes and SUV’s with an exclusively diesel powertrain. Why the truck maker doesn’t also market the light commercials I have no idea The D-MAX is a hell of a good Ute in anyone’s language and T&TT had the chance to sample the tough oil burning dual cab 4x4 over a week recently and came away mightily impressed. The D-MAX has the second-highest payload in its class, the second-longest tub, the lowest load floor height, and the highest towing capacity – factors which make it a handy proposition as a serious workhorse

While the back working area is pretty handy and user friendly the cab is a little disappointing im terms of storage space, a serious consideration in a working ute, or for that matter a recreational ute. The glovebox is particularly small, the door pockets are tiny and centre console storage bin isn’t particularly large. There is a concealed dashtop storage tray just like its sibling, the Holden Colorado. apart from the the cab is spacious and practical. The rear seats have a 60/40 split fold down arrangement which hides two storage compartments, one housing the jack, while there’s a fold-down centre armrest and two fold-out cup holders on the rear of the centre console The Isuzu’s three litre four-cylinder common rail turbo diesel can be a little noisy when pushed hard but it is a torque and willing worker, as you would expect from a company that has as much experience with oil burners as Isuzu does. While the Holden Colorado shares a common platform and generally similar bodily appearance the D-MAX three litre engine is a better performer than the Holden’s 2.5 litre Italian sourced VM diesel. The Isuzu has a half tonne advantage on the Holden in towing capacity, largely due to the added power and torque of the larger donk High and low-range 4WD are selected via a switch but there’s no locking rear diff. The Isuzu’s tray has double-skinned sides but lacks a standard protective mat or moulded liners.

D-MAX delivers a very comfortable ride not unlike an SUV particularly whe it is unladen making it a pleasant vehicle to pilot around town and giving it a smaller feel than many of its competitors. The suspension proved both comfortable and predictable on dirt roads and gave good ground clearance. The Isuzu offers 380Nm of torque from its turbo-diesel, not as much as market leader Ford in its big engine Ranger but enough to do a very good job while delivering excellent economy. It is in fact more torque than Toyota’s HiLux (350Nm) or Mitsubishi’s aged Triton (343Nm). The D-MAX returned an average of 8.8 litres per 100km across our week long test, impressive numbers in anyone’s language. Safety is handled by six airbags and the D-MAX boasts a 5 star ANCAP rating Standard features on the D-MAX includes a touchscreen entertainment and information system including sat-nav while cruise control, electric windows, single-zone climate control and electrically-adjustable driver’s seat make an imopressive package. The Isuzu’s trip computer and information provides good detail including fuel efficiency data while the Bluetooth telephony is simple to set up and use. The D-MAX LS-U as-tested, will set you back $42,990 drive away making it pretty reasonable value in the tight highly competitive Aussie ute market.

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LCV

NEW MASTERS ADD EXTRA APPEAL TO FRENCH MAKER’S VAN RANGE RENAULT HAS ANNOUNCED A REVISED RANGE FOR ITS MASTER LARGE VANS, WITH A FRESH LOOK, A NEW ENGINE, THREE NEW MODELS AND UPGRADED SAFETY FEATURES HEADLINING THE CHANGES. WE TAKE A CLOSER LOOK AT THE UPDATED RANGE.

enault has announced a revised range for its Master large vans, with a fresh look, a new engine, three new models and upgraded safety features headlining the changes. While the existing 2.3-litre single-turbo ‘M9T dCi150’ four-cylinder turbo-diesel will continue to power models fitted with Renault’s QuickShift six-speed automated manual transmission, those with a traditional six-speed manual now benefit from the French manufacturer’s M9T Energy dCi165 powerplant – a 2.3-litre four-cylinder twin-turbo diesel producing 120kW and 360Nm. The older unit produces a claimed 110kW and 350Nm. Meanwhile, a lower output version of the new engine is available for the L1H1 frontdrive Master, with the Energy dCi 135 good for a claimed 100kW and 340Nm. The Master range has also been joined by three new variants: a front-drive window van suitable for conversion to a passenger

bus; a front-drive platform cab ideal for bodybuilders and converters; and a new rear-drive L3H2 long-wheelbase van. The latter has a GVM of 4500kg and offers an enhanced payload of 2207kg in contrast to the 1540kg payload for the front-drive model. The new rear-drive L3H2 Master also boasts a three-tonne towing capacity and has an internal volume of 12.4m³ – 0.6m³ a little less than the front-drive model thanks to larger rear wheel arches. Fuel-saving idle stop-start technology is now available on all manual models while Renault has revised its list of standard and optional equipment for the family, offering – it says – “improved content and value”. The new variants mean the Master family has swelled to 20 models, with payloads ranging from 1540kg to 2490kg and cubic capacities from 8.0m³ to 17.0m³. While pricing remains unchanged for some cab/ chassis models, other existing variants have

1. The Renault’s cab space is spacious comfortable and well adapted as a business environment 2. The front drive Master L1H1 is a versatile option 3. The L3H2 Master boasts a three-tonne towing capacity and a cubic capacity of up to 17 cubic metres

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increased in price by either $500 or $1000. Pricing for Renault’s 2015 Master van range from $40,990 for the L1H1 SWB low roof 100kW manual FWD van to $54,490 for the L4H3 ELWB high roof 110kW auto RWD van. The Paltform cab and cab chassis models range from $41,990 up to the L4 dual cab 110kW auto RWD at $53,990 Renault Australia has enjoyed significant growth with its light commercial vehicles, selling 1086 examples of its Master in Australia last year – 35.1 per cent up on its 2013 result. It also registered 46.0 per cent growth for its Trafic medium van and 79.5 per cent for its Kangoo compact LCV, to achieve a record 3393 LCV sales for the year. Renault hopes the momentum will continue with the arrival of the revised Master and the introduction of its all-new Trafic due in Australia later this year.

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